DAVID BROWN? Operator’s Manual for 885 Tractor with Quiet Cab Pub. 9-5203 PE) David Brown Tractors Ltd Reco Conia B) Affiliate of J)! CaseThis safety alert symbol indicates important safety messages in this manual. When you see this symbol carefully read the message that follows and be alert to the possibility of personal injury or death. David Brown policy is one of continuous develop- ment and improvement and therefore the specifica- tion details may have been altered since this manual went to press. Moreover, as the David Brown tractor is offered in a variety of forms to cover a large number of markets and applications, this manual may contain details of items not applicable to the particular tractor for which it has been supplied.DAVID BROWN Operator’s Manual for 885 Tractor with Quiet Cab David Brown Tractors Limited Meltham - Huddersfield ‘ England : HD7 3AR Publication 9-6203 April 1976 ©& safety points & Always use only an approved fluid in the brake and clutch systems. Always lock the two foot brake pedals together when driving on the road, when towing a trailer, or when travelling fast. Always ensure that PTO driven implements are not run faster than their designed speed, because a mechanical failure could occur, resulting in personal injury. Always ensure the PTO (and Belt Pulley when fitted) is adequately guarded. Always remove loose clothing when working near moving parts of the tractor, engine and implements, or ensure that it is adequately fastened or tied up. Always remove the ignition/starter key from the tractor when leaving it unattended, especially where children have access. Always operate the steering and driving controls with care, for example — Don't swerve or turn sharply at speed. Don't let the clutch in suddenly going up hill or the tractor may rear up. Don't brake fiercely, especially going backwards down hill. Always take extra care on steeply sloping ground. Move cautiously, as the sudden swing of a heavy implement, or pull of a trailer, may cause trouble. Always make sure before turning that there is room for any mounted implement which will swing outwards at the rear. Always hitch trailers to the approved drawbar or pick-up hitch which is below the centre line of the rear axle. Do not hitch above the centre line. Always tow the tractor carefully. When towing by rope with a dead engine, power steering will be inoperative and the steering will be very difficult to turn. Always check the clearance between any new implement and cab structure before operation.& importantpvont's & Do Not carry passengers on the linkages or on the tractor, except in an approved passenger seat. Do Not drill into the cab. Note: Any damaged parts should be replaced immediately with new parts. Bent parts should not be straightened but replaced and no welding should be attempted on the safety frame. Bolts when replaced, must be of the correct tensile strength. After any accident to a safety frame it is advisable to report this to your local safety officer.INTRODUCTION We recommend that even the most experienced tractor user reads the Operation and Regular Maintenance sections of this manual before commencing operations with his new tractor. The various tasks can in fact be performed by any but the complete novice, but this book details the easiest, quickest and most efficient ways of carrying them out. The most important aspect, however, is safety, because a tractor can be a dangerous machine if handled without due caution. Knowledge gained beforehand from this manual can prevent accidents. Ensure therefore that it is made available to all your employees, and anyone else, before they are asked to operate the tractor, and that they fully understand all relevant aspects. The 885 tractor is the culmination of many years of development and rigorous field testing. The 3-cylinder diesel engine and the Selectamatic® hydraulics have previously obtained remarkably successful results in field operation and in official tests. Sub- sequent improvements in these and other features have made the 885 an exceptionally reliable and efficient tractor. Incorpora- tion of the David Brown synchromesh gearbox, makes it as easy to handle as a family car. The Quiet Cab is in effect an insulated module with a maximum sound level well below the 90dBA level. A great deal of care goes into the building of every David Brown tractor. The engine is part run-in, the completed tractor is road tested and at each stage of assembly it is checked by a team of Quality Control Inspectors. The user can help to maintain this in-built quality by carrying out the simple tasks outlined in the Regular Maintenance chapter — Section 4. Neglect can lead eventually to major repairs which are expensive as well as time wasting. Itis a tractor which will amply repay the user provided that the simple maintenance routines are carried out regularly. TAKE SPECIAL CARE OF YOUR NEW TRACTOR Although every engine is tested and run-in at the factory, care should be taken during the first 25 to 50 hours’ use. Avoid excessive speeds or loading. Do not allow the engine to labour unduly, instead change to a lower gear. Use the middle range of engine speeds from 1200 to 1800 rev/min. Prolonged light load should also be avoided as this might lead to cylinder wall glazing with consequent high oil consumption. Best running-in is achieved by alternating between low/medium and high (not maximum) loading.SERIAL NUMBERS When ordering parts or with any query always quote the full prefix and serial numbers as follows : Tractor and Engine numbers are stamped on the identifica- tion plate located on the toolbox e.g. 885/0/11000014 355011/35309 Quiet Cab serial number is stamped on the identification plate fitted on the cab behind the operator's seat e.g. 40080 For future reference enter details of your tractor below: Tractor Serial No. Engine Serial No. Cab Serial No. Tractor Registration No. FIRST SERVICE (50/100 HOURS) The first service should be done by a David Brown dealer who will carry out a full check on the tractor. The main essentials in this service are :— . Change the fuel filter element. 2. Change+the engine oil and filter element. 3. The transmission gearbox should be flushed and the wire mesh and magnetic filter cleaned. A new paper filter element should be fitted and the gearbox refilled with new oil. 4. Change the oil in the final drive reduction housings. 5. Check the tightness of cylinder head bolts and the valve clearances, and the tightness of main external nuts and bolts especially rear wheel nuts (and eccentric locking pins on PAVT wheels). NOTE: To remove any contaminants which may build up in the oil due to initial bedding in, itis essential to drain the transmission oil and refill with new oil at the 50/100 hour service.CONTENTS Safety points Introduction First Service SECTION 1—DESCRIPTION AND OPERATION- GENERAL INSTRUMENT PANEL LEVERS AND PEDALS Synchromesh Transmission Brakes o or Clutch Differential lock” ae AND STOPPING THE ENGINE SEAT BS Seam as SECTION 2~THE SELECTAMATIC HYDRAULIC SYSTEM INTRODUCTION SELECTAMATIC CONTROLS OPERATING WITH DEPTH CONTROL OPERATING WITH DEPTH WHEEL (TCU) OPERATING WITH HEIGHT CONTROL OPERATING WITH EXTERNAL EQUIPMENT Via 3-way valve Via double-acting take-off valve(s) SECTION 3—-ADJUSTMENTS AND SETTINGS LINKAGE SETTINGS .. STABILISERS DRAWBAR PICK-UP HITCH vi 15 16 21 22 24 25 27 31 33 34 35 37WHEELS AND AXLES Track settings for ploughing Rear Track — Manual adjustment Rear Track — Power adjustment Front Track Adjustment MULTI-SPEED POWER TAKE-OFF . SECTION 4—REGULAR MAINTENANCE Introduction Table of Routine Service Tasks Daily Inspection . Lubrication chart : Fuel, Brake and Clutch fluid, Grease and Antifreeze specifications .. Approved lubricants SECTION 5—SERVICE INFORMATION Introduction .. Bonnet (Hood) Removal ENGINE Aircleaner Cooling System Fan belt Adjustment Fuel Storage Fuel filter elements Venting the fuel system Injection pump. Sediment bowl Injectors Engine lubricating oil Oil filter element Oil pump wire filter Valve Clearance Cylinder head tightening CHASSIS Lubrication Front Axle Front Hub viiTransmission and Hydraulic System Final Drive Reductions. . Hydrostatic power steering Brakes Clutch BeltPulley .. PAVT Wheels .. ELECTRICAL Alternator Fuses .. Starter Wiring SECTION 6-SPECIFICATION AND DATA Abbreviations . . Lighting equipment Chassis ) Engine Accessories... Travel Speed Tables viiiSECTION 1. DESCRIPTION AND OPERATION — GENERAL INSTRUMENT PANEL FIGURE 1/1. INSTRUMENT PANEL A. Starterkey. H. Trailer direction signal B&C. Lighting Switches warning light D. Engine Speed Indicator J. Water temperature gauge (or speedometer) and K. Horn push button hourmeter L. Fuel gauge £ Charge warning light (red) M._—_‘#Flashing direction signal F. Engine oil warning light switch (green) N. Flashing warning lights G. Transmission filter warning switch light (yellow) 0. Windscreen wiper switchEngine oil warning light The green light is illuminated when oil pressure is too low. Ensure that it lights when the isolating switch is turned on and goes out when the engine runs. Charge warning light The red light is illuminated when the isolating switch is turned on but goes out as soon as the alternator commences to charge. Transmission filter warning light When the fall in pressure across the full flow filter element in the hydraulic system is high enough to open the filter by-pass valve and allow oil to by-pass the filter element, the yellow warning light illuminates. This may occur (a) when the filter element is blocked with dirt and requires changing for a new one or (b) when the oil is cold and engine speed is high. It also lights when the isolating switch is turned on and the driver should check that it lights each time before starting the engine. A faulty bulb should be replaced as soon as it fails. If the bulb glows or flickers at idling speeds, this should be ignored. When the oil is cold the warning light may illuminate at less than full engine speeds. The engine speed should be adjusted so that the light is not kept on for more than a few minutes otherwise proper filtering of the oil will not take place. As the filter element becomes blocked with dirt, the warning light will come on at progressively lower engine speeds so that, even when the oil is warm, full working speed may not be achieved without causing the bulb to light. When the bulb lights at 1800 rev/min after a warming up period of 30 minutes the full flow filter element must be changed for a new oneat the first opportunity. LIGHT SWITCHES. Switch B, Fig.1/1 has 3 positions: 1. Off. 2. Side and Tail. 3. Side tail and head (high beam). Switch C, Fig.1/1 has 2 positions: 1. Low beam. 2. High beam.The rear plough light is controlled by its own switch mounted on the lamp housing. The lamp can be switched on when the light switch B on the instrument panel is in either position 2 or 3. Cab interior light Positioned on the cab roof directly in front of the driving seat. The Perspex cover pivots and acts as a switch. Engine speed indicator The engine speed indicator (tachometer) fitted to the instrument panel, shows the engine revolutions per minute and should be used in conjunction with the chart attached to the windscreen in order to determine the travel speed of the tractor (see Fig.1/2) The engine speed is marked along the bottom edge of the chart. An imaginary vertical line projected upwards will cross the various horizontal gear bands at the appropriate speed. The travel speed in any gear can, therefore, be obtained by first reading the engine speed indicator and transferring to the chart. Alternatively, any required travel speed in an appropriate gear can be projected downwards and the necessary engine speed determined. The throttle can then be set to give the required engine speed as observed on the engine speed indicator. Z = ahaa [Fae ic A 8 FIGURE 1/2. GEAR/SPEED CHART A. Blue line at 540 rev/min PTO Cc. Redline at 540 rev/min PTO in low ratio in high ratio B. Redline at 1000 rev/min PTO in high ratio NOTE that alternative gear/speed charts are available for different tyre sizes and mile/h or km/h versions. Use of the chart for PTO work is facilitated by the provision of two red vertical lines corresponding to the high PTO ratio and a blue line for the low PTO ratio. Each line is marked immed- iately above the engine speed with the ratio (high or low)and the PTO speed (540 or 1000). Therefore, having de- cided which PTO speed and ratio is required for the type of work in hand, it is only necessary to inspect the appro- priate vertical coloured line and note which horizontal band bears the nearest desired travel speed and choose the gear ratio shown at the left-hand edge. The chart gives speeds relative to the size of tyres fitted to the tractor when new. If tyres of a different size are fitted subsequently obtain a new chart from your dealer for fixing to the windscreen. Highway tractors are equipped with a speedometer which indicates road speeds in top gear. Flashing direction signals switch Move the switch to the left to operate the left-hand flashers and vice versa. Do not forget to return the switch to centre position after use. Flashing warning lights switch When the switch is pulled out all four flashers work together. This is useful when working on the highway at very slow speeds. Make sure it is switched off before proceeding normally on the road. Engine stop control This cuts off the fuel supply to the injectors. Never let the tank run dry. This allows air to enter the system and is very difficult to get rid of. Before starting the engine push the stop control forward into the retaining slot. To stop the engine, pull the lever fully rearwards.LEVERS AND PEDALS stow HIGH FIGURE 1/4. LEVERS AND PEDALS A. Clutch pedal F&G. Range levers B. Brake pedals H. Engine stop control C. Locking bar J. Hand throttle dD. Foot throttle K. Differential lock £. — Gearlever Use of the throttles The rated speed of the engine is 1800 rev/min and may be set by observing the engine speed indicator. This speed should be considered the maximum for most purposes to conserve fuel and to prolong engine life. It also gives the standard PTO speed of 540 rev/min. To obtain the full range of engine speeds from the foot throttle, the hand lever should be set to the idling position. The foot throttle will be found particularly convenient for road work and for jobs involving frequent gear changing, e.g. loader work.Synchromesh transmission Operation — Twelve forward and four reverse speeds are obtainable by combined settings of the gear shift lever and range levers, The gear lever E, Fig. 1/4, controls the main section of the gearbox which has three forward speeds and 1 reverse. The range section of the gearbox is controlled by the two levers Fand G, Fig. 1/4. Range lever positions Range LSor1 HS or2 Lor3 Hor4 | Ty et pa qt Outerrange Forward Forward Rearward Rearward lever (F) Innerrange Rearward Forward Rearward Forward lever (G) The neutral position of lever G should be used when the tractor is stationary for belt pulley or PTO work. This ensures that those parts of the gearbox which are lubricated only when the tractor is not moving, are not revolving, On-the-move synchromesh gear changes can be made into 2nd and 3rd gearin any of the ranges. Travel speeds at different engine speeds are given in the data section at the end of this manual. Gear selection Synchromesh gear changing, a reverse gear in each range, and foot throttle, make driving easy. Choose the appropriate range for the application before moving off. Changing range while the tractor is moving should not be attempted and in any case should not be necessary. Within each range, synchromesh on the 2nd and 3rd gears permits on-the-move changing upwards from 1st to 2nd and from 2nd to 3rd, and downwards from 3rd to 2nd. Care should be taken not to overspeed the engine when changing down. The 1st and reverse gear lever positions are placed directly opposite each other to facilitate forward and reverse ma- neeuvring, e.g. on front loader operations.Lor3: SRE SSE Horaf? nd { aa Ee i] =a HS or 2f = a iserf PST E ETT aH ET TF then FIGURE 1/5. TRAVEL SPEEDS ON 12.4/11-28 TYRES Some examples of the use of various gear combinations: Road travel with heavy trailers: usually performed in range (4 or H). With heavy trailers you may use 1st gear to move off easily and smoothly, subsequently engaging the 2nd and 3rd gears on the move. Doing this by convenient stages will ensure smooth progression to top speed. Downward changing on the move from 3rd to 2nd facilitates climbing hills or to give increased engine braking for the downgrades, for slowing down near road intersections and to bring the tractor smoothly to a stop. Field tasks: most often performed in either of the intermediate ranges 2 and 3 (HS and L). Both these ranges provide reasonably high speeds in 3rd gear, which can be engaged on the move at the headlands for faster turnabout, e.g. on ploughing and PTO tasks. With mounted implements which do not engage the ground and with PTO-powered implements which roll freely, it is of course possible to change synchromesh gears on the move during actual operation. Very low ground speeds, e.g. for precision cultivation tasks, are obtainable in both the slowestranges : 1 and 2 (LS and HS). Front loader operation: quick forward-and-reverse shifting is facilitated by direct opposite placing of the 1st and reverse gear positions. The range lever is used only for the initial selection of, for example, range 4 or H for fast loading opera- tions.| Brakes Twin foot pedals at the right-hand side give independent control of the brakes to assist steering in confined spaces. DANGER — Always engage the locking bar, C, Fig. 1/4, when AX tiving on the road, when towing a trailer or when travelling fast; a self-balancing valve then equalises the pressures ap- plied to both rear brakes, providing the brakes are maintained in reasonable adjustment. Use of independent brake or brakes badly out of adjustment will cause a dangerous swerve with | the possibility of overturning the tractor. Parking brake — located at the left-hand side of the driver's seat (Fig. 1/6). To engage lift the lever until it locks. To release depress knob B and lower. | FIGURE 1/6. PARKING BRAKE | A. Parkingbrake B. Release knob | iClutch There are two main stages of pedal movement : FIGURE 1/7. LIVEDRIVE CLUTCH A. Free-play C. Transmission and PTO B. Transmission disengaged disengaged Stage 1 — Complete disengagement of the transmission clutch is felt by an increase in pedal pressure at point B, Fig. 1/7. The pedal should always be pushed down to this point, at which the transmission is disengaged. Slipping the clutch to reduce forward speed or to clear a heavy patch, is detrimental to clutch life. Therefore, to reduce forward speed on PTO tasks such as baling etc., even if only temporary over a heavy patch, disengage the transmission clutch entirely and change gear. Stop altogether if you are going to change down to first gear, reverse, or to another range. You need not stop, however, when changing down from third to second, nor to return to a higher gear. As much as possible, avoid operating the clutch at full engine speed and thereby limit wear of the clutch plates. When moving off with a loaded trailer for example, engine speed should be kept as low as possible. Obtain full engagement of the clutch as quickly as is possible without stalling, and then increase the engine speed as desired, Stage 2 — Fully depressing the clutch pedal (C, Fig. 1/7) also disengages the drive to the PTO and the hydraulic pump. If the PTO clutch is not used frequently the pedal should nevertheless be fully operated once a week, freeing the PTO clutch plate and minimizing the possibility of its binding.Differential lock The pedal K, Fig.1/4 locks the drive so that both rear wheels turn at the same speed, thus one wheel cannot slip unless the other ‘one does. On greasy surfaces differential lock should be used. Do not delay engagement until slip has got out of hand and the wheels are beginning to ‘dig in’. If this does happen, de-clutch immediately. Think ahead and try to anticipate the possibility of slipping. Engaging — To engage differential lock, press the pedal firmly with the right heel. Do not attempt to engage if slip is occurring. Close the throttle until both wheels are turning at the same speed, or de-clutch if one wheel is stationary, before pressing the differential lock pedal. Re-engage the clutch gradually. Maintain a firm pressure on the pedal until the differential lock fully engages (pedal pressed down the full amount). Retain the lock in engagement by resting the heel on the pedal. Disengage before trying to turn the tractor. Disengaging — The differential lock is spring loaded to push it out of engagement but any tendency to slip will create a binding action which will prevent it from disengaging. To disengage, it is only necessary to relieve momentarily the load or reverse the load. This is done by pressing quickly first on one brake pedal, then on the other. When ploughing, it is often only necessary to press on the landwheel brake. If differential lock is used for trailer work, when the brakes should be locked together with the locking bar, disengagement can be obtained by steering first to one side, then to the other. If the tractor is stopped and the differential lock remains in engagement, it may be released by momentarily reversing the tractor. WARNING — the differential lock must not be used in the A higher gears, at high speeds, or on the highway as the tractor cannot be steered with the differential lock engaged. 10STARTING AND STOPPING THE ENGINE Starting 1. Push the stop control knob forward into the retaining slot. 2. Push the throttle lever away from the driver, approximately one quarter of the way (when the engine is cold — push to full throttle position). In cold weather screw in the wing nut on the side of the injection pump (see Fig. 1/8). 3. The gear lever must be in neutral. In any other position an isolating switch prevents the starter motor from being energised. 4. Tum the starter key one click to the right and check that the three warning lights glow. If not, check for a fault. Check the fuel gauge. When tractor fitted with Thermostart — Turn the starter key further to the right against the spring. This switches the Thermostart to pre-heat. Hold for not less than 10 seconds, nor more than 25 seconds. 5. Turn the starter key further to the right against the spring to operate the starter. Release as soon as the engine runs. Close the throttle to give about 1000 rev/min to warm up. 7. Check that the warning lights have gone out. If the cold- start wing nut was screwed in (2. above), unscrew immediately the engine starts. 4a. NOTE: A. If the engine does not start within 25 seconds, release the starter switch and wait 20 seconds before trying again, otherwise the battery will be overheated and damaged. B. If the engine oil warning light (green) stays on or comes on while the engine is running, stop the engine and investigate for loss of oil pressure, insufficient oil in the sump, or a fault in the oil switch. C. If the charge warning light (red) stays on above 800 rev/ min, investigate for an electrical fault. D. If the transmission filter warning light (yellow) stays on while the oil is cold, reduce engine speed until it goes out. As the transmission oil warms up, gradually increase speed keeping it just below that at which the warning lamp lights. If, after running for 30 minutes, the warning lamp lights at 1800 rev/min or less, the filter element must be renewed even though it may not have completed 500 hours service. 1Starting in cold weather — In cold conditions the wing nut A, Fig. 1/8 on the side of the injection pump should be screwed in before starting the engine. Immediately the engine starts, unscrew the wing nut, to prevent black exhaust smoke, sooting of the engine and to maintain maximum fuel economy. A. Cold start wing nut Thermostart for extreme cold conditions (factory fitted) Screw in the cold-start wing nut (as above). Little or no advantage is gained if the pre-heat position is held for less than 10 seconds. Increased periods give increased benefit for colder climates. However, pre-heat should not be held for more than 25 seconds. Engage the starter immediately following the pre- heat period otherwise the benefit of the Thermostart will be lost. Immediately the engine starts, unscrew the wing nut. FIGURE 1/8. DIESEL ENGINE | | A WARNING — Ether or similar starting fluid must not be used without first following the procedure detailed below. The Thermostart heater is automatically in operation when the starter is engaged to turn the engine. Ether or starting fluid could cause a flashback or fire if brought into contact with the glowing Thermostart coil. If ether starting fluid has to be used in an emergency, the following procedure and order must be followed. 1. Disconnect the electrical supply lead from the Thermostart heater. 122. Rotate engine on starter motor for 10 seconds, with the stop control in the stop position, to clear surplus fuel before using ether. 3. Apply a small quantity of ether to the air cleaner inlet while the engine starter is being operated. Do not apply ether to the intake unless the starter motor is rotating the engine. Do not use ether with the Thermostart connected. Do not use ether if the battery is discharged. Severe damage will occur if ether is used carelessly. Stopping the engine Close the throttle to reduce engine speed, and pull the engine stop lever fully rearward. Switch off and remove starter key. STOPPING THE TRACTOR Reduce speed by closing the throttle and applying the brakes. Change down from third to second to help reduce speed. Just before the tractor comes to rest, disengage the clutch. Stop the engine, switch off and remove the key. Apply the parking brake and leave the tractor in a low gear if on sloping ground.The armchair seat, with hydraulic damper, can be adjusted to suit the driver's weight by turning lever A, Fig. 1/9. The seat can be moved forwards or backwards when the locking lever B is released. The seat also has 3 height positions. Pull upwards until it latches into the next position. To lower, first pull fully upwards to the top then lower to bottom position. SEAT FIGURE 1/9. ARMCHAIR SEAT A. Lever, weight adjustment B. Locking lever, forwards/ backwards adjustment |SECTION 2. THE SELECTAMATIC HYDRAULIC SYSTEM INTRODUCTION The David Brown Selectamatic hydraulic system embodies the following advantages. 1. Simple Control — Lift, hold, drop, height position, depth position, TCU (weight transfer) and certain external hydraulic equipment are all controlled by a single hand lever. 2. Simple change of system — Selection is by a 3-position pointer. 3. Easy control — Depth and height settings are not affected by variations in engine speed. Finger guides are provided for repeat settings. 4. Livedrive hydraulics — The pump is in the rear end of the tractor and drive to both the pump and the PTO-shaft is controlled by the second stage of the clutch pedal. As described earlier in this manual, the forward motion of the tractor can be halted by depressing the clutch through its first stage only, but without this affecting the drive to the pump. 5. Easy service — The control valve assembly is a single unit which can be bench tested before fitting. Only three simple adjustments are required after fitting to the tractor, only one of which requires the engine to be run. 6. Variable drop — The rate can be set by a handwheel and is not affected by the load. An override dump valve allows an extra fast drop when required. WANT TO KNOW MORE? The following pages give a broad description of the Selecta- matic system and its many applications. Wallcharts and a reprint giving more detailed information on the setting-up and internal functioning of the system are available at nominal prices through your DB Distributor/Dealer. 15SELECTAMATIC CONTROLS FIGURE 2/1. SELECTAMATIC CONTROLS A. Handlever E. Dump valve B. Frontfinger guide F. Operating levers; double C. Rearfinger guide acting take-off valves D. Selector dial The Selectamatic system operates the three-point linkage and can also be used, in conjunction with the three-way valve, to operate single-acting ram cylinders and non-reversible hydraulic motors on external equipment. The tractor’s hydraulic pump output can also be utilised to power or operate implements having their own valve equipment. Furthermore, double-acting take-off valves can be mounted on the tractor which take oil from the pump before feeding to the Selectamatic control valve. In this way they take prece- dence over the Selectamatic system, immobilising it while oil is being used from the double-acting valve(s). When the three-point linkage is not in use, the links should be locked in the raised position using the lift latch. Before using the Selectamatic controls, ensure that oil is correctly routed. The 3-way valve should be set, as required, to feed oil to the intemal linkage ram cylinder controlling the 3-point linkage and/or external equipment. 16WARNING — Careless operation of hydraulic controls can | be dangerous, even when the tractor is stationary and the engine stopped. Ensure you are familiar with the purpose and operation of all controls. Do not allow anyone unfamiliar with the hydraulic controls to get on the tractor or operate the con- trols when an implement is mounted on the three-point link- age or connected to the hydraulic system because it could drop under its own weight. Selector Dial Pointer — Mounted at the rear of the cab, to the right of the seat, the selector dial pointer has three positions to select the mode of operation required — ‘Depth’, ‘Height’ or ’External/TCU’. Hold the hand lever rearwards in the ‘select’ position while turning the pointer. The ‘External/TCU’ position should be used for linkage mounted implements supported by a depth wheel (gauge wheel). TCU can then be applied to transfer weight to the tractor rear wheels. Hand Lever — Once the selector dial has been set, the hand lever controls the three-point linkage or, through the three way, an external ram cylinder or hydraulic motor. Sensing Unit — The top (upper) link is attached to a spring- loaded sensing unit which is connected to the control valve by a cable. Variations in draught forces vary the compression of the spring and cause the cable to move. This movement opens or closes the control valve in such a manner that the depth is kept sensibly constant. The hand lever overrides the sensing unit to determine the draught at which the control valve works, thus the depth can be set by the operator. Finger Guides — Two finger guides are provided which can be clamped to the control console by thumb screws in any suitable position so that the hand lever may be returned to the same place when required, e.g. when using TCU, set one to full drop and the other to the requisite amount of TCU, When only one guide is required push the other right to the front and lock. Lowering Control — The rate of lowering may be adjusted by turning the knob, Fig. 2/2, positioned under the cab. Once set the speed is independent of the load on the system. It is useful for protecting shares and points on heavy implements.FIGURE 2/2. RATE OF LOWERING CONTROL Dump Valve (Optional in some countries) — This reduces the restriction to oil returning from the ram cylinder and will give a quick lowering of the links without an implement or for a pick- up hitch. It can also be used to give a quick lowering of an external ram cylinder operated via the 3-way valve. The dump valve lever is at the front of the control quadrant E, Fig. 2/1. Pull the lever up to engage, it will return slowly when released. DANGER — The dump valve must not be operated with any AX person standing on or near a trailer or ram operated from the hydraulic system, It must not be used for lowering equipment which places a heavy load or pressure on the hydraulic system.Lift Latch A latch is provided for stowing the links in the top position when not in use or as a safety measure when parked with a raised implement. It should not be used to support a heavy implement while driving the tractor. To engage — push the lever downwards and raise the links to the full height by pulling the hand lever fully rearwards to the ‘select’ position, when the latch will spring in. To disengage — raise the links to the full height as above and lift the latch lever. WARNING — Always operate the lift latch from inside the A cab and ensure before doing so, that should the links fall, no damage could be caused. FIGURE 2/3. LIFT LATCH20OPERATING WITH DEPTH CONTROL Implements without depth wheel (gauge wheel). FIGURE 2/4. HYDRAULIC CONTROLS FOR DEPTH CONTROL A. Liftposition B. Range of depth Preparation First set the tractor controls as follows :— 1. Selector Dial Pointer — Pull the hand lever fully rearwards in the red sector to ‘select’ and while holding it there, turn the selector dial pointer to “DEPTH”. 2. Lift Latch — Disengage the lift latch. (With the engine running pull the hand lever fully rearwards against the spring and pull the lift latch upwards to disengage it.) 3. Lowering Contro/ — Initially set to mid-position and adjust later by trial to give the required rate of lowering. 4. Finger Guides — Set the front guide fully forward out of the way and lock. Set the other guide temporarily to mid- position. 5. 3-way Valve —Where fitted, set to‘L’ or ‘L/1' position. Operation At the beginning of the furrow, push the hand lever forward to the rear finger guide. When the implement has lowered into work, adjust the hand lever, forward to increase depth or rearwards to decrease depth, until the required depth has been found by trial. Set the finger guide in line with the hand lever so that the same depth can be found easily on subsequent furrows. At the end of the furrow, pull the lever rearwards to the spring loaded stop to lift the implement. 21OPERATING WITH DEPTH WHEEL (TCU) FIGURE 2/5. HYDRAULIC CONTROLS FOR USE WITH DEPTH WHEEL A. Lift position C. Lower position B. Hold position D. Range of TCU Preparation Fi Uo 5. irst set the tractor controls as follows :— Selector Dial Pointer — Pull the hand lever fully rearwards in the red sector to ‘select’ and while holding it there, turn the selector dial pointer to “EXTERNAL/TCU”, Lift Latch — Disengage the lift latch. (With the engine running, pull the hand lever fully rearwards against the spring and pull the lift latch upwards to disengage it.) Lowering Contro/ — \nitially set to mid-position and adjust later by trial to give the required rate of lowering. Finger Guides — Set the rear guide to the position for fastest lowering, * Set the other guide approximately 25 mm (1 in.) in front of this. 3-way Valve —Where fitted, setto ‘L' or’L/1' position. * NOTE: Lowering will occur over a range of movement of the hand lever but only one position will give maximum rate of drop with completely free evacuation to the sump. This is most easily found without anything attached to the links and is correct when they offer least resistance to dropping after having been raised hydraulically. Once found in this way, the position should be noted for future reference. 22Operation Push the hand lever forward to the lower position. When the implement has reached its full working depth any required amount of TCU (weight transfer) may safely be applied by pushing the hand lever further forward. Maximum TCU is ob- tained when the hand lever is fully forward. When the correct amount of TCU has been determined, the second finger guide should be re-positioned into line with the hand lever for future reference. At the end of the furrow, pull the hand lever fully rearward past the spring loaded stop. Release it when the implement has fully lifted. The hand lever will spring back to the hold position. To avoid variation in depth, TCU should be maintained to the end of the furrow. In order to get proper penetration the hand lever should not be pushed forward to the TCU position until the proper working depth has been reached. On the other hand, application of TCU should not be delayed too long or wheel slip will occur before TCU becomes effective. Once wheel spin has occurred it is difficult to stop. The correct timing and anticipation of the required quantity of TCU is a matter of skill which comes very quickly with a little practice. Linkage adjustment when ploughing with TCU Because of the different forces acting on the plough when using TCU a slight re-adjustment to the settings may be required. 1. The top (upper) link should be shortened slightly to counter- 1 act the tendency of the plough to ride out of the ground. It should, however, be used as long as possible consistent with obtaining the required depth. 2. To cortect a tendency of the front furrow to become shallow, lengthen the right-hand levelling lever slightly. 3. On soft ground raise the depth wheel slightly to maintain the correct depth. (TCU takes the weight off the depth wheel and so it will not sink as deeply into soft earth as it would | without TCU.) TCU with trailers and trailed equipment In order to be able to apply TCU with implements such as trailed disc harrows, 4-wheel trailers etc. a special hitch is available in certain countries. This transfers weight from the drawbar of the implement on to the rear wheels of the tractor. Large equipment can therefore be used under more adverse conditions. TCU is recommended for semi-mounted ploughs which must be equipped with suitable depth wheels. A hydraulic take-off valve will also be required to operate the rear depth wheel ram. 23OPERATING WITH HEIGHT CONTROL Light draught, orimplements working above ground level. FIGURE 2/6. HYDRAULIC CONTROLS FOR HEIGHT CONTROL A. Maximum height position B. Range of height Preparation : 1. Selector Dial Pointer — Pull the hand lever fully rearwards in the red sector to ‘select’ and while holding it there, turn the selector dial pointer to “HEIGHT”. 2. Lift latch — Disengage the lift latch (with the engine running, pull the hand lever fully rearwards against the spring and pull the lift latch upwards to disengage it). 3. Lowering Contro/ — Initially set to mid-position and adjust later by trial to give the required rate of lowering. 4. Finger Guides — Set the rear guide temporarily to mid- position. Push the other fully forward and lock out of the way. 5. 3-way Valve —Where fitted, set to ‘L’ or‘L/1' position. Operation Raise the implement by pulling the hand lever rearwards up to the spring loaded stop. Push the lever forward until the im- plement is lowered to the required height. Set the finger guide into line with the hand lever so that the same height may be found again easily. This setting will not vary with any change in implement weight or change in engine speed. 24OPERATING WITH EXTERNAL EQUIPMENT The quantity of oil withdrawn from the transmission to operate external equipment must not exceed 11 litres (20 Imp. pints: 142 US quarts). If more than this quantity is withdrawn, the transmission can suffer serious damage. Before operating external equipment therefore : 1, check the maximum quantity of oil which the equipment could take from the tractor. It may be necessary to contact the manufacturers of the equipment. Should the quantity be in excess of that specified above, the equipment must not be operated from the tractor's hydraulic system — an independent reservoir and PTO-driven pump is the obvious alternative. 2. check the level of oil in the tractor transmission. (Note that tractors equipped with Quiet Cab have an increased trans- mission oil capacity and unlike DB tractors without Quiet Cab, there is no scope for additional oil to be added when operating external equipment.) DESCRIPTION OF HYDRAULIC SYSTEM Oil is delivered from the pump at the rear of the tractor through pipe A to the Selectamatic control valve D, Fig. 2/7 which is controlled by the lever C The oil then flows along pipe B to the 3-way valve E, controlled by lever H, which directs it either to the internal ram cylinder J, operating the tractor’s rear linkage, or to external equipment through port F or G. FIGURE 2/7. BASIC HYDRAULIC SYSTEM A. Oilsupply from pump E. 3-way valve B. Oilfrom Selectamatic F. External supply No. 1) below control valve to and from G. External supply No. 2 f the cab 3-way valve H. 3-way valve lever C. Selectamatic hand lever J. Internalram cylinder D. Selectamatic control valve 25 LSingle or twin double-acting take-off valves can additionally be fitted, K and L, Fig. 2/8. They are mounted below the cab on the rear axle case, and are controlled by levers M and N at the rear of the console. These valves take precedence over the Selectamatic system which receives no oil when a double- acting take-off valve is operated. FIGURE 2/8. BASIC HYDRAULIC SYSTEM PLUS DOUBLE- ACTING TAKE-OFF VALVES A. Oilsupply from pump E. 3-way valve B. Oilfrom Selectamatic control H. 3-way valve lever valve to and from internal K. First double-acting ram cylinder but only when take-off valve double-acting take-off L. Second double-acting valve is not being operated take-off valve C. Selectamatic hand lever M. >\ Levers controlling double- D. Selectamatic control valve N.S acting take-off valves | 26EXTERNAL EQUIPMENT OPERATED VIA THE 3-WAY VALVE FIGURE 2/9. 3-WAY VALVE LEVER as viewed by the operator lever position | 2H! flow _ L | Internalram cylinder controlling (3-point linkage. 1/1 | Connection 1 and internalram cylinder. Connection 1 2 | Connection2 The 3-way valve enables external single-acting ram cylinders and light-duty non-reversible motors to be fed and controlled by the tractor's Selectamatic system. Connections The two external connections are below the cab on the left- hand side and are sealed with 3/4 UNF plugs. The upper connection is designated No. 1 and lower one No. 2. In some countries No. 1 outlet is fitted with a pipe to the rear of the tractor terminating on an Exactor or quick-release coupling. These are available from your David Brown Dealer if not already fitted. An additional connection is pressurised when the Selectamatic hand lever is in the ‘select’ position and may be used to feed an additional ram cylinder e.g. on a root crop harvester. 27Return oil connections When using external equipment which requires a large con- tinuous flow of oil (e.g. hydraulic mower), lubrication of the gearbox and PTO will be severely reduced unless the return oil is fed back into the lubrication system correctly. Use either connection A, Fig. 2/10, or connection F, Fig. 2/11, whichever is the more convenient. Both are tapped 7/8 UNF. shy FIGURE 2/10. HYDRAULIC SUPPLY AND RETURN A. Return connection FIGURE 2/11. HYDRAULIC RETURN CONNECTION F. Return pipe 28FIGURE 2/12. HYDRAULIC CONTROLS FOR EXTERNAL EQUIPMENT VIA THE 3-WAY VALVE A. Liftposition C. Lower position B. Hold position Preparation First set the tractor controls as follows :-— 1, Selector Dial Pointer — Pull the hand lever fully rearwards in the red sector to ‘select’ and while holding it there, turn the selector dial pointer to “EXTERNAL”. 2. Lift Latch — Stow the links on the lift latch (push the lift latch downwards and pull the hand lever fully rearward against the spring until the links rise above the latch). . 3-way Valve — Set the lever to the external system required. . Lowering Control — Initially set to mid-position and adjust later by trial to give the required rate of lowering. 5. Finger Guides — Push the front guide right to the front of the quadrant and lock out of the way." Set the rear finger guide to the position for fastest lowering. * NOTE: Lowering will occur over a range of movement of the head lever but only one position will give maximum rate of drop with completely free evacuation to the sump. This is most easily found without anything attached to the links and is correct when they offer least resistance to dropping after having been raised hydraulically. Once found in this way the position should be noted for future reference. BO 29Operation To pump oil to the external equipment, pull the hand lever fully rearward past the spring-loaded stop. To stop the flow of oil release the hand lever which will spring back to the hold position (in this position the pump is unloaded and the oil locked in the external equipment). To return oil to the sump, push the hand lever forward to the finger guide. Do not go forward beyond the lower position or TCU pressure will be applied and this is sufficient to drive a mower or raise an empty loader. For external equipment with its own hydraulic controls and requiring continuous pressure, hold the hand lever in the rear position by using the Catch Unit Fig, 2/13. Catch Unit When external equipment which includes its own hydraulic control valve is being used with the 3-way valve, a continuous pressure of oil is required from the internal system. In order to hold the hand lever in the SELECT (constant pumping) position against the spring, a Catch Unit U1948 is available from your David Brown Dealer. FIGURE 2/13. CATCH-UNIT A. Catch B. Peg C. Sleeve D. Existing screw 30EXTERNAL EQUIPMENT OPERATED VIA DOUBLE-ACTING TAKE-OFF VALVE(S) One or two, double-acting take-off valves are standard equipment in certain countries: in others, either one or two of these valves, or a second when one is already present, can be fitted by your David Brown Dealer. FIGURE 2/14. DOUBLE-ACTING, TAKE-OFF VALVE Output when lever C is C. Double-acting take-off forward (return when Cis valve: operating lever rearward) linkage (see Fig.2/1) Output when lever C is rearward (return when C is forward) Connections to a single double-acting take-off valve are shown at A and B in Fig. 2/14. When the control lever is pushed for- ward, oil is fed to connection A and returned to the sump via connection B. When the control lever is pulled rearward the oil flow is reversed. Both positions have detent balls so that the lever is retained when pushed to the extreme of its movements. An automatic detent release is incorporated so that the lever is returned to the centre position and cuts off the oil flow when the external ram reaches the end of its travel and the pressure increases. When a second double-acting take-off valve is fitted, this is mounted directly on top of the first; connections and operation are similar, but it works quite independently. 31~~] By CAUTION — To avoid possible confusion when operating | external equipment, always connect the pipes so that when the lever is pulled rearwards the implement raises, and lowers when the lever is pushed forward. Pipes and couplings Pipes and couplings are available from your David Brown Dealer for fitment with single or twin take-off valves. These enable external equipment to be detached quickly without loss of oil. When re-connecting, ensure the mating ends are clean. The various units available are listed at the end of this manual. FIGURE 2/15. QUICK RELEASE COUPLINGS, With a single double-acting take-off valve. A further pair of couplings can be fitted when the tractor is equipped with a second double-acting take-off valve. Single-acting equipment — It is possible to operate single- acting equipment from a double-acting live valve provided that a pipe is connected between the second outlet on the valve and the return port on the axle case. This allows oil to ‘return’ through the double-acting valve when lowering the external ram. The second outlet must not be plugged. Please consult your David Brown Dealer if in doubt. 32SECTION 3. ADJUSTMENTS AND SETTINGS LINKAGE SETTINGS To allow either category 1 or 2 implements to be connected to the lower links, they have a small ball (category 1) at one end and a large ball (category 2) at the other. A pair of bushes are included in the tool box so that when the lower links are attached for category 1 implements the bushes are slipped over the tractor hitch pins to accommodate the larger balls. The positioning of the links, lift rods and check chains are shown in Fig, 3/1 for category 1 and in Fig. 3/2 for category 2 imple- ments. FIGURE 3/1. LINKAGE set for Category 7 implements A. Lower link F. Check chain plates fastened B. Large ball through second link C. Bush (from toolbox) G. Endlink D. Liftrod H. Linkage stabiliser, right- E. Check chain pin assembled hand with flat uppermost 33-H sa I ~ Teasen) zl FIGURE 3/2. LINKAGE set for Category 2 implements A. Lower link F. Check chain plates fitted B. Smallball through end link D. Liftrod H. Linkage stabiliser E. Check chain pin assembled with flat uppermost N.B: Bushes not used — store in toolbox. Lift Rods — The lift rod and levelling lever should be adjusted initially to their nominal length measured between pivot centres. On no account should they or the top link be extended beyond the maximum length shown below otherwise there will be excessive strain on the remaining thread and damage could be caused. Nominallength —liftrod and levelling lever 470mm; 18%in Maximum length —lift rod 530mm ; 21in levelling lever 545mm ; 21 %in top link 595mm ; 23%in STABILISERS When side movement must be avoided, linkage stabilisers can be fitted to the rearmost holes in the lower links. The links are still free to lift up and down. Ensure that the correct stabiliser brackets are used. The pins must be approximately in line with the lower link hitch pins, (dotted line, Fig. 3/2) to avoid binding when the links are raised. Use 2 stabiliser bars on any equipment causing side draught and set stabilizer bars in compression to ensure draught loads are taken by lower links. 34DRAWBAR FIGURE 3/3 ATTACHING DRAWBAR IN EXTENDED POSITION A. Securing pin for front of B. Cut-away allowing drawbar drawbar totilt The drawbar frame, which is hinged at the front, is common to pick-up hitch. For drawbar use, the rear end of the frame is bolted to the hitch brackets. The drawbar is attached to the pivot pin A, Fig. 3/3 which projects under the front of the frame. There are two holes in the drawbar so that it may be attached either in the forward position for heavy loads, or in the extended position, which conforms with the British and SAE standard for PTO driven implements. 35The rear of the drawbar can be secured, centrally or in two offset | positions either side, by means of the ‘U’ shaped bracket A, Fig. 3/4 and spring clip B. FIGURE 3/4. DRAWBAR FORWARD POSITION A. Securing bracket C. Towing pin B. Securing pin D. Linch pin Removing the drawbar — There is a sloping cutaway on the drawbar frame B Fig. 3/3 so that when the drawbar is moved to the right to line up with it, the front end can be lowered for removal or for changing from the forward to extended position. The drawbar can be inverted to give a lower hitch point. pick-up hitch will not exceed the safe maximum — refer to A WARNING — Check that the loading on the drawbar or the data section at the rear of this manual. 36PICK-UP HITCH The pick-up hitch release is located next to the 3-way valve lever in the cab. A cable control attaches the lever to the latch on the pick-up hitch. Move the lever to the left (towards the 3-way valve lever) to release latch. The pick-up hitch uses the frame of the drawbar as its basic support. The rear end is unbolted from the hitch brackets and two chains connected between the ram lift arms and the frame so that it can be raised and lowered by the tractor hydraulics. A latch assembly holds the frame in the upper or closed position for safety and has a release lever within reach of the tractor driver. It is a simple matter to remove the towing hook (2 bolts), The drawbar can then be refitted. WARNING — The frame should be re-bolted to the PTO A brackets, holes B or C Fig. 3/4 when using heavy loads on the drawbar. The latch pins might otherwise shear under shock loads. | | | | | | FIGURE 3/5, PICK-UP HITCH 1, Towing hook 11, Liftarm 23. Return spring 2. Bolt—hooktoframe 12. Bolt 24. Pivot bracket 3. Jaw 13. Latch 25. Bush 4. Bolt—jawtoPTO — ‘14. Collar 26. Bolt case 15. Lever 27. Bolt 5. Bolt—jawtoPTO 16. Spring pin 28. Headed pin case 17. Pin 29. Split pin 6. Chain and link 18. Washer 30. Operating lever 7. Clevis pin 19. Splitpin 31. Mills pin { 8. Spring clip 20. Latch rod 32. Hand lever 9. Pivot pin 21. Cable anchor bracket 33. Knob 10. Serrated washer 22. Cable 37Fitting Instructions 1. 2. 11. 12. 13. Remove the drawbar. Bolt the towing hook firmly to the drawbar frame using the two % UNC x 63mm (2%in) bolts, two plain washers and nuts. Remove the existing three bolts holding the check chain anchor bracket to the PTO case and fit the pick-up hitch jaw directly beneath the check chain bracket using the longer bolts, two % UNCx38mm (1%in) and one % UNCx56mm (2%in). Bolt left and right-hand lift arms to the inside of the ram levers using the % UNCx114mm (4%in) bolts. Attach the lift chain assembly to the lift arms using the two 16mm (%in) pivot pins and 16mm (%in) washers. Remove paint from serrations to prevent slip under load. The ser- rated edge of the serrated link should be innermost to the lift arm. The serrated washer fits next to the serrated link so that the link and washer engage one another. Attach the lower end of the chains to the drawbar support with pins and spring clips. Leave the chain slack, i.e. with the serrated link fully down and ensure the chains are not twisted. Unbolt the drawbar support from the hitch brackets. Lower the support to the ground. Remove the right-hand hitch bracket and insert the latch bar through the hole in the left-hand hitch bracket — the hooks on the latch must face rearwards. Refit the right-hand hitch bracket with the latch bar inserted through the hole. Fit the collar on the right-hand end of the latch bar and the lever (projecting forward) to the left-hand end, secure with the spring pins. . Fit the bushes to the pivot bracket and secure the bracket under the centre of the cab floor on the upright section beneath the seat, with two UNCx19mm (% in) setscrews. Pass the spindle of the hand lever through the pivot bracket, fit the operating lever and secure with the mills pin. Pass the inner cable (with the fork end) up the slot in the pivot bracket and secure the end of the outer cable in the clamp with the 4 UNC x45mm (1% in) bolt. Attach the fork end of the inner cable to the operating lever with the headed pin and split pin. . Attach the cable anchor bracket to the PTO housing using existing setscrews. 38a 15. Pass the return spring over the lower end of the cable and enter the cable into its socket in the anchor bracket. Pass the latch rod through the lower hole in the anchor bracket and screw it onto the end of the cable, compressing the return spring as it does so. 16. Fit the pin into the lever on the left-hand end of the latch and tighten with nut and washer. 17. Place the slot of the latch rod over the above pin then fit the washer and split pin. Ensure that the latch will operate and the latch has freedom of movement to engage fully when the pick-up hitch is raised. Setting Instructions — With the lift in the fully raised position, adjust the chain length by means of the serrated links so that the latch hooks engage the pins of the drawbar support. Operate the linkage manually to ensure the chains are the correct length, not too tight and taking equal strain — adjust as necessary until correct. Operation To lower — 1. Pull the Selectamatic hand lever rearwards into the select position and turn the dial to “EXTERNAL”. 2. Hold hand lever fully rearwards against the spring and move the pick-up latch lever to the left to release the catch. 3. Push the hand lever forward to lower the hook then return the pick-up hitch lever to the right. 4. To obtain @ quicker drop with an empty hook, use the dump valve, To raise — Move the Selectamatic hand lever to the lift position. When fully raised, the drawbar will lock into position automatically. NOTE: The pick-up hitch is designed to operate ring hitches with a ring section of 25mm (tin) diameter. If a larger ring section is used the stop may be ground to accommodate the ring. The pick-up hitch must never be carried only on the chains. Do not grind the hook. 39WHEELS AND AXLES NOTE: All track widths are measured to the centre of the tyre’s width. FIGURE 3/6. TRACK SETTINGS FOR PLOUGHING A. Front setting—100mm (4in.) less than B B. Rearsetting C. Tyre walls in-line LIGHTING REGULATIONS ] NOTE: When the wheels are used at wide settings the lighting regulations may not be met in some countries. The driver is held responsible in law for ensuring that the regulations are met when the tractor is on the highway. TRACK SETTINGS FOR PLOUGHING (12.4/11-28 tyres). For 12 to 10in ploughs the rear track should be set to 1,42m (56in) and the front track to 1,32m (52in). This brings the insides of the front and rear tyres into line. For ploughs of 8 to 12in widths the rear wheels should be set to 1,32m (52in) and the front axle to 1,22m (48in) width to bring the inside of the front tyres into line with the inside wall of the rear tyres. Where, because of large tyres etc., the narrow settings are not available, use the settings :— rear 1.42m (56in) and front 1,32m (52in). These suggested settings are subject to variation depending on tyre sizes and plough design. If different settings are specified in your plough Operator's Manual then they should of course be followed. If in doubt or difficulty ask the advice of your Dealer or the plough manufacturer. 40REAR TRACK (TREAD) — MANUAL ADJUSTMENT The rear track (tread) width can be varied by 50mm (2in) steps on each side. The dished wheel centres can be fitted to the hub either way round. The lugs on the rim are off-centre so that variations can be obtained by fitting the wheel either way round. A further variation is obtained by fitting the rim lugs either side of the dished centre. The full range of settings is given in the data section at the rear of this manual. S e = Cj soin ssin sain 1825em fem 13cm aa tH Ci LI c € FIGURE 3/7. REAR WHEEL—RIM AND CENTRE POSITIONS (12.4 /11-28 tyres). MANUAL ADJUSTMENT A WARNING — Take care to place the jack on firm ground under a solid part of the tractor. Before removing a wheel, place some pieces of stout wood under the tractor frame to support it in case the jack is dislodged. aREAR TRACK (TREAD) — POWER ADJUSTMENT (PAVT WHEELS) Available as alternative equipmentin North America only. The rear track (tread) width can be adjusted by 50mm (2in) steps on each side, Fig.3/8. FIGURE 3/8. REAR WHEEL RIM — PAVT SETTINGS 1,42m; 56in track (tread) 1,52m; 60in track (tread) 1,62m; 64in track (tread) 1,73m; 68in track (tread) 1,83m; 72in track (tread) 1,93m; 76in track (tread) mmDODS Spiral rails are welded to each rim. The range of track (tread) settings is achieved by clamping the wheel centres at different positions along these spiral rails. The clamps J, Fig.3/9, are operated by means of eccentric pins, K, which must be locked tight, except when actually changing the track (tread) settings. A pair of stop brackets, H, is provided on one of the rails of each wheel to facilitate selection of a new track (tread) setting. Before adjusting track setting remove caked mud from rails and guides, 42To change the track (tread) 1. Move the appropriate stop bracket on each rear wheel to the required new track (tread) setting, Fig. 3/8. Unlock all the clamps on both rear wheels. FIGURE 3/9, PAVT WHEEL ADJUSTMENT H. Stop brackets. J. Rim clamp. K. Eccentric locking pin. L. Shim (if fitted). 2. When moving the rims /VWARDS: select Range 1 (or LS) and reverse gear When moving the rims OUTWARDS : select Range 1 (or LS) and gear 1. Drive the tractor slowly and the rims will move to their new positions. 3. Move the other stop brackets and tighten the eccentrics. 43| FRONT TRACK ADJUSTMENT aM Th FIGURE 3/10. FRONT AXLE TRACK ADJUSTMENT | A. Axle securing bolts B. Steering arm The axle extension is secured by two bolts A, Fig. 3/8, which are screwed without nuts into threaded holes in the axle. To adjust the track width jack up the axle, remove the adjustment nut and bolt from the track rod, remove completely the two bolts A, slide the axle extension to the required position, refit the bolts A with their spring washers and tighten securely. Note: When adjusting the left-hand end of the axle turn the wheels to the right so that the steering arm B does not obstruct removal of the bolts. When both ends of the axle have been adjusted, refit the nut and bolt through the track rod to position the wheels parallel when straight ahead. Finally, check the toe in at the rim of the wheel and re-set if necessary. Toe in should be 3,2mm (%in). All exposed holes should be plugged with the plastic plugs provided in the tool box CAUTION — Never fit the front wheels with the wheel centre dishes outwards for extra width. This upsets the steer- ing geometry, causing poor steering and heavy wear on tyres and pivots. 44should be taken on steep hillsides. Wider settings are advis- A CAUTION — Where a narrow setting must be used, care able for stability, especially with loaders or trailers. TYRE PRESSURES It pays to check the pressure frequently. Incorrect pressure, either too high or too low, is the chief cause of tyre wear and damage. Check pressure once a week. If liquid ballasted, the pressures should be checked very frequently. A DANGER — When a tyre is inflated it packs the explosive force of a bomb. There have been many serious accidents that could have been prevented by proper handling and operation of rim, wheel and tyre mounting devices. Adherence to proven safety practices can prevent costly damage and serious personal injury. 1. Always exhaust ALL air from tyre assembly before attempting to remove the tyre or any rim component, as follows : a. Remove valve cores, b. Check to be sure all air is out of the tyre. The tyre should be soft. c. Check valve stems to be sure they are clear, by running a wire through the valve stem opening. 2. Check rim components periodically for fatigue cracks. Replace all cracked, badly worn, damaged or severely rusted components. 3. Make sure correct parts are being assembled. Check with your distributor or the manufacturer if you have any doubts. 4. Double check to make sure all components are properly seated prior to inflation, 5. Don’t hammer on an inflated or partially inflated tyre/rim assembly. Refer to the Data section at the rear of this manual for details of recommended tyre pressures. BALLAST Wheelslip wears the tyres, reduces traction, slows work down and wastes fuel. It should be counteracted as much as possible 45by the correct use of weight transfer using the hydraulic system, use of the differential lock and careful operating. If additional traction or extra stability is required, use ballast. Your David Brown Dealer can supply the appropriate wheel and chassis ballast weights. The front chassis ballast comprises a mounting frame, locking bar and nine weights of 20kg (451b) each. The entire assembly weighs 21 0kg (460Ib). Rear wheel weights add 40kg (901b) per weight. Usually two weights are fitted on each wheel. The addition of more than two weights per wheel increases the overall width of the tractor and may be inconvenient. Alternatively, or in addition, water ballast in the tyres can be used. For the correct filling equipment and instructions, consult your dealer or the tyre manufacturer's literature. The tyres should never be completely filled. Where temperatures below freezing point are encountered, a calcium chloride anti- freeze should be used. For the amount of weight added by water ballast, refer to the Data section at the end of this manual. Front wheel weights can be fitted on the outside of the wheel or on both sides of it, according to type and size of wheel fitted. They weigh 35kg (80Ib) each. A CAUTION — Do not fit front wheel weights for use on the road. At high speeds they cause wheel wobble and unsafe steering. Use front chassis ballast weights instead. MULTI-SPEED POWER TAKE-OFF (PTO) HIGH RANGE NEUTRAL FIGURE 3/11. PTO RANGE LEVER As viewed by operator 46The PTO has a 34,9mm (1%in) diameter six spline output shaft to international standards. Two PTO speed ranges are available, selected by means of the lever, Fig. 3/11. Before moving this lever, depress the clutch pedal fully. This avoids the possibility of damaging the gears. By CAUTION — Disengage the PTO before dismounting from the tractor. Always stop the engine before working on a PTO driven machine. When the PTO is not in use, the PTO range lever should be placed in the neutral position. A WARNING — Make appropriate adjustment of the drive gear ratio of the implement to ensure its speed matches that of the tractor PTO. The engine speed of the tractor must be carefully controlled so that the rated PTO speed is not exceeded. LOW RANGE HIGH RANGE Engine -—————_ speed (rev/min) | 1800 1100 2000 PTO speed | 540 540 1000 (rev/min) Use for medium | Use for low Use for high powerimple- | powerimple- | power imple- ments, ¢.g. ments, e.g. ments, €.g. manure fertilizer rotary spreader spreader cultivator, British Standard belt pulley speed 47= PTO DRIVEN IMPLEMENTS When using implements which require power to be transmitted via a telescopic drive shaft from the PTO, the following points should be observed. 1. Ensure that the mounting does not involve angles of the drive shaft which exceed the angular ability of the universal joints (usually 20°). 2. Where high shock loading is to be expected, a slip clutch, correctly adjusted, should be incorporated in the drive. 3. Thrust loadings should be kept to a minimum by (a) ensuring that the telescopic drive does not bottom and (b) keeping the torque loading as low as possible. WARNING — Safety guards must always be kept in place over moving parts to prevent injury to the operator. When the PTO is not in use, the tubular guard must be fitted over the end of the PTO shaft. BELT PULLEY (Optional unit) For high power outputs, the high PTO ratio must be used giving 1000 rev/min. This gives a British Standard belt speed of 957 m/min (3140ft/min) at an engine speed of 2000 rev/min. This provides maximum belt horsepower with minimum torsional loading, Although a belt speed of 520m/min (1695ft/min) can be used, with a PTO speed of 540 rev/min in low range, this is not recommended for long periods of continuous operation because the torsional loading is twice that in high range. 48SECTION 4. REGULAR MAINTENANCE INTRODUCTION Your David Brown Dealer will have thoroughly checked your tractor before delivery and will advise you of the arrangements for the first service. In the U.K. and some other countries, details are given in the Customer Service Booklet. Subsequently, regular routine maintenance is essential. The importance of carrying this out regularly cannot be over emphasised. A properly maintained tractor retains its efficiency longer and remains reliable and ready for use at any time. Failure to carry out the maintenance properly can lead to unnecessary repairs, usually at unexpected and inconvenient times and in the long run is much more expensive than the cost of the regular attention. Because of its importance, the David Brown maintenance procedure has been made very simple. To this end the require- ments have been divided into a daily inspection and greasing, plus 5 tasks: A, B, C, D and E to be carried out under normal conditions at the times shown in the table overleaf. The tractor hour meter is provided so that these times can be measured. The major services, carried out every 500 hours and involving tasks D and E are covered by vouchers in the Customer Service Book as used in the UK and certain other countries. Because these particular services involve jobs which it is recommended the David Brown Dealer carries out, many users find it easiest to ask their Dealer to perform the whole of these services. It is strongly recommended that the tasks be carried out at the end of the day on which the hour meter reaches the stipulated time. The oils will then be warm and will drain away easily. NOTE: Attention to cleanliness is very important. All grease points must be cleaned before applying the grease gun. Sump plugs and filler caps must be wiped clean before removing and any containers used for filling the engine, gearboxes or fuel tank must be kept perfectly clean. The smallest grain of dust in the fuel system can cause faults with loss of power and early replacement. It is recommended that servicing be carried out under cover wherever possible. If in doubt at any time, consult your David Brown dealer rather than risk damaging your tractor. 49TABLE OF ROUTINE SERVICE TASKS NOTE: Recommended frequencies are for moderate operating conditions. Under more arduous conditions, such as dry dust or wet mud, the daily greasing and inspection of the air cleaner should be carried out twice a day or even more often as dictated | by experience. The other tasks should also be carried out at correspondingly shorter intervals. In addition to the Daily Inspection and greasing, carry out the tasks marked X at the times shown. Hour Meter| Task |Task| Task | Task | Task Reading A B | Cc D | E t+ - x | x | — t+ |__| x x x tS |__| x |x| ; oot |__| Xx x at x Xx Tt |__| x |x] x | | T+ |__| x |x | ; | tO — x |x] x x x Repeat the above service tasks at similar intervals throughout subsequent 1000 hour periods. 50DAILY INSPECTION 1. Inspection — Check for oil, water and fuel leaks. 2. Engine Oil — Top up the engine sump if below the safe limit. FIGURE 4/1, ENGINE OIL FILLER AND DIP-STICK 3. Fuel — Top up the fuel tank to within 40mm (1%in) of the top. This ensures a good supply and reduces condensation in the tank. Visually check the fuel water trap for excessive dirt or water. Clean if necessary. 4. Air Cleaner — In dusty conditions clean as follows every 8 hours as found necessary by experience. If a paper element pre-filter is fitted, this must be cleaned and replaced. FIGURE 4/2 AIR CLEANER FIGURE 4/3 PAPER AIR FILTER 51a > Lubrication (not necessary daily in normal conditions) — In dusty or wet and muddy conditions apply lubricant to the points shown on Fig. 4/4. Clean the grease points (fittings) before applying the gun. King pins SAE 140 OIL Front axle trunnions (2 points) GREASE Front hubs* Continue until grease exudes from inside of hub, it is not a sign that the hub seal is faulty. This grease should be cleaned off. This is es- pecially important in dusty conditions. Power Steering — Check the oil level and add new oil if required. Wheels — Tighten the wheel securing nuts each day for the first 50 hours when new orafter the nuts have been refitted. Tighten until no further movement can be detected, indicating that they have fully bedded (tightened) into the conical seats. 52__ Axle trunnion | Kingpin King pin Front hub Front hub Clutch cross shaft Hydraulic camshaft. (rockshaft) Rear hub —ff |— Rear hub Sensing cable Lift rods (2 points) Levelling lever (3 points) Sensing unit Brake cables. 2 points) Se Top link FIGURE 4/4. LUBRICATION CHART Use SAE 140 oil at all points underlined 53SERVICE TASK A Every 60 hours under normal conditions — more often if necessary. Carry out the Daily Inspection plus the following : 1. Air Cleaner — Service the air cleaners. 2. Gearbox Oil—Check and top up if necessary. FIGURE 4/5. GEARBOX OIL LEVEL FIGURE 4/6. GEARBOX FILLER INDICATOR A. levelindicator B. filler 3. Lubrication — Even under the most favourable operating conditions the following lubrication can be carried out. Always clean the lubrication points (fittings) first. Rear hubs* Handbrake cables (2) Sensing unit GREASE Sensing unit cable Hydraulic lift ramshaft (3 points)* Lift rod and levelling lever (5 points) Top link 4. Controls — Lubricate the controls and pivots with new engine oil. In dry dusty conditions, however, these points are best left unlubricated. 5. Brakes — Check the foot brakes for adjustment. 6. Clutch — Check free-play and re-set if necessary. * If grease is applied at the interval stated, two shots froma lever type grease gun will be adequate. Do not overgrease items marked *. Wipe off surplus grease particularly in dusty conditions. 547. Coolant — Top up the radiator, if necessary, to within 25mm (1in) of the neck to allow for expansion. Release the cap slowly as the system is pressurised. 8. Battery — Top up the battery with distilled water. Dry off the top of the battery. The battery will require more frequent attention in hot, dry conditions. 9. Tyres— Check tyre pressures. 10. Fuel Water Trap — Clean out the fuel water trap and sediment bowl. Bleed at the inlet to the first fuel filter, after refitting the bowl, to get rid of all the air. 11. Wheels — Check the tightness of all wheel nuts. 55SERVICE TASK B Every 125 hours under normal conditions — more often if necessary. Carry out the Daily Inspection and Task A plus the following : 1, Engine Oil Change — Drain the engine sump whilst hot. Refill to within the safe marks on the dipstick with new oil. . Final Drive Oil Check — Top up the final drive reduction units to the plug with new oil if necessary. Check that the hole in the vent plug is clear. Nv FIGURE 4/7. FINAL DRIVE REDUCTION UNIT A. Drain plug B. Filling plug C. Vent plug 3. Check alternator drive belt tension and adjust if necessary. 4. Check power steering drive belt tension and adjust if necessary. 56SERVICE TASK C Every 250 hours under normal conditions — more often if necessary. Carry out the Daily Inspection and Tasks A & B plus the following 1. Oil Filter Renewal — While the engine oil is being drained, remove the oil filter and fit a new element. FIGURE 4/8. ENGINE OIL FILTER A. Securing bolt B. Filter 57SERVICE TASK D Every 500 hours under normal conditions — more often if necessary. Carry out the Daily Inspection and tasks A, B & C plus the following: Many owners find it easiest to ask their David Brown Dealer to carry out this service. In the UK and some countries, vouchers are provided in the Customer Service Book. 1. Transmission and Hydraulic Filters — Drain the oil while hot and change the hydraulic filter. Clean the wire mesh filter and the magnet. The original oil, except for the last 2:5 litre (4 Imp pints; 2 US quarts) can be used for refilling. NOTE: It may be necessary to fit a new filter before 500 hours. The filter warning light will indicate this. Nylon by-pass filter The Nylon filter in the by-pass valve plunger situated in the hydraulic control valve assembly should be cleaned every 500 hours. Remove the cover plate. Unscrew the % UNF domed plug A and withdraw the spring and plunger. Take care of the washer under the plug head. Unscrew the plug within the plunger and lift out the restrictor and filter. Clean the filter with a jet of air and re-assemble. Ask your dealer to show you the operation. BoA (G- FIGURE 4/9. NYLON BY-PASS FILTER A. Access to nylon filter B. %UNC plug and magnet 58Magnetic plug — Unless a live hydraulic take-off valve is fitted, remove the % UNC plug, B, Fig 4/9, clean the magnet attached to itand replace. 2. a Injectors — If facilities are available, have the injectors tested for correct operation. Replace if satisfactory using new copper sealing washers. If below standard have them reconditioned by a David Brown or CAV agent. In the absence of checking facilities, submit the injectors for reconditioning if the tractor shows symptoms of black smoke, power loss or heavy fuel consumption. . Valve Clearance — Check and reset the valve clearances. . Fuel Filters — Renew the fuel filter elements and vent the system at least once a year. Power Steering — At 1st 500 hour service. Fit a new filter element and top up with new oil. This is best done by your David Brown dealer. . Inspection — Check the tightness of external nuts etc. 59SERVICE TASK E Every 1000 hours under normal conditions — more often if necessary. Carry out the Daily Inspection and Tasks A, B, C & D plus the following : Many owners find it easiest to ask their David Brown Dealer to carry out this service. In the UK and some other countries, vouchers are provided in the Customer Service Book. 1. Transmission and Hydraulic Oil — Whilst hot, drain the oil from the two plugs (main frame and rear axle). Replenish with new oil. Final Drives — Whilst hot, drain the oil from the final drive reduction housing and refill to the plug with new oil. Belt Pulley — Where fitted, drain off the oil and refill to the level of the plug with the same grade of oil as used for the Transmission and Hydraulic System. NS @ 4, Inspection — Check the front hub, front axle and steering for wear and adjustment. a . Hydrostatic steering — Fit a new filter element and top up with new oil. 60FUEL, BRAKE AND CLUTCH FLUID, GREASE AND ANTI- FREEZE SPECIFICATIONS By DANGER — Nover fill the fuel tank when the engine is running or when near an open flame. Do not smoke when working near flammable fuels. Diesel Fuel — U.K. and Ireland Farm diesel fuel of high quality (BS 2869 Class 2A) is recom- mended for use in David Brown engines. Diesel Fuel — Except U.K. and Ireland For temperatures above 0°C (32°F) use No. 2D fuel (ASTMD 975) with a minimum cetane rating of 45. For temperatures below 0°C (32°F) use Na. 1D fuel (ASTMD 975) with a minimum cetane rating of 50. Note — For low temperature operation a fuel with a pour point 6°C (10°F) below lowest starting temperature should be specified Do not use fuels intended for central heating systems. Brake and Clutch Fluid DANGER — The only fluid approved for use in brake and clutch reservoirs is Shell Tellus 27 — this is clearly marked on the reservoir covers. Fluids normally described as brake fluids, power steering fluids, automatic transmission fluids or uni- versal tractor oils are definitely NOT compatible and MUST NOT be used. Grease A good quality lithium based or similar multi-purpose grease should be applied to all grease fittings. A high melting point grease may be used for all fittings except those which require oil. Anti-Freeze Use only a brand formulated for use in Diesel engines to British Standard 3151 : 1959 type B, or its equivalent This specifies an ethylene glycol type anti-freeze with sodium benzoate or sodium nitrite inhibitors. For gasoline engines use a good quality anti-freeze diluted with clean pure water. Topping-up should be carried out with the same type of anti-freeze in the appropriate strength. It is not recommended that any anti-freeze should be retained longer than 2 years. 61of oezt onseouby ho enjq 10 oe noLsedns | 1005/moz (oe Iwo jonseg | yy snjjouen 208110 | HeUGoW 20 of aH aod | 400110 worsen logoeanigow | — eanjossa | jonsesuby s0}081, osavs gz | ozzt onseoudy noedns | no seaisa v0 z | noLuedns womozioz | s00s/moz ozan_ | tuoiensegio| "10 moz xSelisoy | icigow | eqnjossa Jaw ionseouBy | wsnijeuen moziozavs | suo @perpenneweny stionioso1 aust iz us "pasn eq yoanig pue aye1g Lesa, - = — } ou isnt piny ayeig siaera—n *Gursoong 21303501pAH | a lessontun 10 8 ort/osdo | wnipw | 3209 wie tessa opto 0805, 10071 iueaguieg | eqnitgow 0883 0.88538 (jesianun) resionun | jesiemun | sqnpore, | esn-nimy | jesienun, wouo1e, | pueyaoy ossy | jonseouBy | 110 J01081 (iesioa1uq) pesienun | jesiequn | sqnuossen | asn-ninyy | esiequn, wwouie, |“ puerqoyy ossy | jonseauBy | tiosoise. | _moz/oz ays | asodind-ninyy seueoi9 sty 9 2u16U3 vans | waow eee eonreee — ‘eanewiony | pepusuiwosay | | zavuo | Nouvonddy GNVTAUi Ppue “°N —SLNVOIYENT G3A0"ddeuybue seinomied oun 4} :x0NL no 10U 0g “suIBuE au) OIL aurBuo oso1q ou} Ut pasn aq Aew ,g9, UoRBoYsseI9 dy 0} BulLuosU0D 10 Ue ‘ajge}tene 10U oxe pos! 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SERVICE INFORMATION INTRODUCTION Your David Brown dealer is equipped with special tools for servicing and repairing your tractor and has a great deal of experience backed by information supplied by the factory. If you require service or advice not covered by this book, consult your David Brown dealer first rather than risking damaging your tractor; he is qualified to help you. The following pages give sufficient information to enable the operator to carry out the routine servicing and adjustments required to maintain the high efficiency of the tractor. Before removing any caps, plugs or covers, all surround- ing dirt must be cleaned off. Dust or dirt must not be allowed to enter any part of the tractor at any time. Service instructions are given as follows: Engine.. .... .~: pages 69 to 81 Chassis. + LLL. pages 82 to 93 Electrical System .. .. pages 94 to 97 67| | Access to the battery and air cleaner is gained by removing the front grille, Release the two special fasteners by pressing in and i turning half-left with a coin or screwdriver. Pull out at the top and lift clear. BONNET (HOOD) REMOVAL Full access to the engine, radiator and so on, is gained by removing the bonnet (hood) as follows. Disconnect the wires to the headlamps by pulling apart the connectors. Remove the thumb screw inside the front of the bonnet (hood) at the bottom, release the two spring clips at the rear which hold down the top to the fuel tank. Remove the silencer by pulling upwards and also, where fitted, the air cleaner pre-filter and extension pipe. Lift the bonnet (hood) at the front to clear the retainer stud in the front extension, as shown in Fig. 5/1. Then lift it over the fuel tank filler clear of the tractor. B. Thumb screw C. Headlamp connector D. Bonnet clip FIGURE 5/1. BONNET AND GRILLE REMOVAL | 68ENGINE AIR CLEANER A 3-stage filter system is used to provide the best possible protection to the engine. The first stage is a centrifugal pre-filter. The second and third stages consist of the oil bath and the detachable wire mesh. In servicing the cleaner, the aim is to prevent more than 6mm (in) of dirt accumulating in the oil bath and to prevent the detachable wire mesh becoming choked with oily dust. If the dust collected by the cleaner is not removed frequently, it will reach the stage where it will be carried over into the engine. This will cause premature wear and excessive oil consumption. FIGURE 5/2. AIR CLEANER Oilpan Wire mesh . Rubber seals . Inlet pipe Cleaner body moOBS In dry and dusty conditions, cleaning and refilling may be required several times a day. In clean and in damp conditions the cleaner will remain efficient for several weeks. Inspect fre- quently to begin with and clean when there is 6mm (%in) of solid sediment, the oil is very dirty, or the detachable wire mesh is thick with oily dust. Let experience then guide future inspec- tion periods. Don’t forget to inspect more frequently if condi- tions become worse. Cleaning the element — Empty and clean the oil bath bowl(cup) and refill to the bead with clean engine oil. Detach the wire mesh element and clean in kerosene or fuel oil. Clean the pre-filter and centre tube of the oil bath filter. Refit the wire mesh element with its sealing ring and secure the oil bath firmly. 69When a paper element pre-filter is fitted, the element should be cleaned by tapping the element gently on its ends so that the dust falls off it. Care should be taken not to damage the paper. If it becomes perforated or it is damp, a new element must be fitted. NOTE: A sudden increase in dust accumulation in the oil bath indicates a ruptured paper filter element. An increase in black smoke with power loss may indicate a blocked paper element. COOLING SYSTEM Ensure that at all times the hose connections are tight and the system free from leaks. With or without anti-freeze, the water used in the cooling system must be clean and pure. Where anti-freeze is not required a corrosion inhibiting coolant is recommended. This should be renewed at least every two years. Precautions in freezing weather If the tractor is to stand for any length of time the radiator and cylinder block must be drained (two points) unless anti-freeze is used. The radiator cap must be removed to ensure complete drainage. Sh FIGURE 5/3. CYLINDER BLOCK DRAIN FIGURE 5/4. , RADIATOR DRAIN A. Drain tap A. Drain tap The use of anti-freeze is strongly recommended in climates where freezing occurs. The strength should be such as to withstand the lowest temperature likely to be encountered. The correct ratio to achieve this will be recommended by the manufacturer and is usually 3 :1 in the U.K. If anti-freeze solution is used in diesel engines there is the possibility of severe corrosion of the cylinder block taking place, 70with subsequent blockage of the radiator etc., unless the following precautions are taken. (1) Use only a brand having a manufacturer's guarantee that it has been formulated for use in diesel engines. (2) Ensure that the system is free from corrosion by flushing the system with a reliable flushing compound. (3) Use only pure water for making the mixture, i.e. fresh rain water; some forms of tap water are unsuitable. (4) When topping-up, use a mixture of anti-freeze and water. (5) Drain and re-fill with a new anti-freeze solution at the beginning of the winter season (never use the same mixture for longer than two years). If anti-freeze is not used a corrosion inhibiting coolant is recommended instead of plain water. (6) Ensure that the system is free from leaks at hose joints etc. (7) If cylinder head gasket blowing is suspected, attend to the leakage at once, and refill with a brand new anti-freeze mixture. To prevent rust from forming during the summer a corrosion inhibited summer coolant should be used. The inhibitor in this becomes exhausted after a few months of use and must be discarded after use. FAN BELT ADJUSTMENT FIGURE 5/5. FAN BELT DRIVE ADJUSTMENT A. Securing bolts Refer to Fig. 5/5. The fan, alternator and water pump drive belt should never be run taut. The correct adjustment allows 10mm (%in) of deflection on the drive side of the alternator pulley. If incorrect, slacken the bolts A, and the rear mounting bolt, and pivot the alternator about the lower bolts to give the correct tension. Retighten all the bolts after adjustment has been made. 71DIESEL FUEL STORAGE The diesel fuel pump and injection equipment are machined with extremely small clearances. Only sufficient room is allowed for a film of fuel to provide a lubricant. The smallest particle of dirt will cause scoring of the surface, rapid wear, and reduced efficiency. The injector needle may stick, causing erratic or poor engine power and permanent damage to the injector if not serviced immediately. FIGURE 5/6. DIESEL FUEL STORAGE A. Ventpipe Dipstick C. Drainvalve D. Fillpipe valve E. Cradle F. Draw-offvalve G. Filter H. Fall It is important that only clean fuel be put in the tank; therefore refuelling should be carried out under cover where possible. Correct storage of the fuel will help to make sure it is not contaminated and consideration should be given to the following points. 1. The size of the tank should be ample to cover expected requirements but not so large that draining and refilling periods are infrequent. 2. The tank should be high enough to allow gravity feeding direct into the tractor tank and should be under cover or at least protected from extremes of temperature by surround- ing walls. 3. The tank should slope towards the rear with a drain tap at the lowest point. 4. The draw-off tap should be at the front, at least 75mm (3in) above the drain tap. 5. The draw-off should be through a filter with provision for cleaning or changing the element. 6. There should be a vent at the top adequately protected by a fine wire mesh. 7. The filling pipe should be within reasonable access of a bulk delivery tanker and kept scrupulously clean. 728. Sludge and water should be drained from the drain tap every month. Note — Galvanised material should not be allowed to come into contact with diesel fuel or the fuel will be contaminated by the zine. FUEL FILTER ELEMENTS The David Brown tractor has two paper element fuel filters in series. The filters should be changed at regular intervals. The precise life will be governed by the condition of the fuel used. Fuel supplied from a tank, such as described above, being clean and free from water, should give a life of at least 500 hours. With barrel storage and the attendant contamination, life of the filters will be reduced, to perhaps only 100 hours especially where water is present, as this causes the paper to swell and fail to pass fuel. Note: The rust inhibitors incorporated in the fuel used at the factory, to ensure satisfactory storage, have been found to contaminate the fuel filter elements. It is therefore imperative that the first element be renewed at the first service (50-100 hours). FIGURE 5/7. RENEWING THE FUEL FILTER A. Securing bolt B. Filter element C. Base To change the elements proceed as follows: refer to Fig. 5/7. 1, Clean the outside of the filter. 2. Unscrew the bolt A supporting the body with the other hand. 3. Discard the used element B and flush the base C until clean. 4 Fit a new sealing washer under bolt A. Fit the new element taking care to seat it on the rubber sealing rings in the cover and base. Repeat the above procedure with the other element. Clean out the sediment bowl on the fuel pump before priming the system. 7. Ventthe system. on 73VENTING THE FUEL SYSTEM FIGURE 5/8. DIAGRAM OF FUEL SYSTEM A. Sediment bow! E. 2ndtuelfilter B. Fuel pump priming lever F. DPA injection pump C. Injectors G. toK. Vent points D. 1stfuelfilter It is essential that any air trapped in the system be cleared. If difficulty in starting is experienced, or if any of the fuel system has been disturbed, vent the system in the following way : 1. Fill the tank with a minimum of 9 litres (2 gallons) of fuel. 2. Check the glass bowl and all fuel joints for leaks. 3. Clean the outside of the filters. Remove the plug G, Fig. 5/9 and slacken the connection H. Operate the fuel pump and tighten in the order G then H as the fuel appears at each point. FIGURE 5/9. FUEL FILTERS 744. Slacken plug J on the injection pump, prime until all air is expelled, then tighten J. Repeat this operation with plug K. 5. Slacken connection | and prime until free from air, then retighten. FIGURE 5/10. FUEL INJECTION PUMP 6. Slacken the high pressure pipes at the nozzle end, then with the fuel cut-off lever in the ‘run’ position and the throttle fully open, operate the starter until fuel is ejected. Tighten the pipe connections and operate the starter. The engine should then start. Run for a few minutes and check all points for leaks, Dry off all fuel from joints and observe whilst the engine is running. FIGURE 5/11 BLEEDING HIGH PRESSURE PIPES INJECTION PUMP AND GOVERNOR The mechanical governor is contained in the body of the fuel injection pump. It is fully lubricated, being submerged in fuel oil obtained by a controlled leakage from the pumping element. The overflow is taken from the front of the pump, back into the filter. Itrequires no maintenance. The only adjustments are the maximum speed and idling speed stops on the speed control lever on the side of the pump. These are set on the tractor before delivery and should not be disturbed. 75SEDIMENT BOWL It is advisable to clean the sediment bowl and filter before venting the fuel system to prevent carry over due to the high speed of fuel flow. FIGURE 5/12. WATER TRAP AND SEDIMENT BOWL A. Bowlsecuring screw B. Sediment bow! C. Sealing ring D. E. . Filter Fuel pump priming lever Remove the bow and filter (see Fig. 5/12) and clean both items with fuel and a stiff brush. Do not use a cloth because of the risk of including lint. Renew the sealing ring if the old one is damaged. Loosen the connection to the lift pump and bleed until free of air. If contaminated fuel has been inadvertently allowed into the tank, or excessive condensation has taken place, the fuel should be drained from the plug under the fuel tank. | INJECTORS The injectors are a high precision piece of equipment, and upon their condition and treatment depends the engine’s performance. They should be treated carefully and protected against dirt. To remove them from the engine, for servicing by an approved dealer or C.A.V. agent, proceed as follows: 1. Thoroughly clean off all external dirt before attempting to carry out any work on the fuel system. 2. Disconnect the leak-off pipe from its connections at each end. 3. Undo the unions on the top of each injector. Remove the pipe and store away from dirt. 4. Disconnect the high pressure pipes at the unions. 5. Slacken the injector holding down nuts — each side of an injector should be slackened in stages to prevent distortion of the injector. 6. Withdraw the injectors carefully : use a bar under the lugs of the injector if stuck in position by carbon. Blank off the inlet 76 | : |union to prevent ingress of dirt, and fit a protection sleeve to the nozzle tip to prevent damage to the fine spray holes. 7. Clean out the inside of the injector port in the head and remove the old copper washer. Plug with clean material to prevent dirt entering the engine until the injectors are replaced. EID yi) FIGURE 5/13. INJECTOR REMOVAL A. Leak-off pipe connector C. Holding down studs B. High pressure fuel pipe When replacing the injectors fit the new copper washer and tighten each side down evenly, each nut a part turn alternately. Do not overtighten but make sure that they are firmly seated to seal against engine combustion pressure. Reconnect all pipes in the reverse order to their removal. It is suggested that tightening of the high pressure lines is left till last. Turn on the fuel and turn the engine until fuel appears at each union. This will eject air and dirt. Tighten the unions but not overtight, start up the engine and check for fuel leaks. 77ENGINE LUBRICATING OIL Always drain the sump with the tractor on level ground and while the engine is still hot. Allow about five minutes before replacing the sump plug so that oil can drain down the walls. Refill to the safe marks on the dipstick using the recommended oil, see pages 61-65. If the oil filter element has been changed, motor the engine on the starter to fill the oil filter housing. It may be found necessary to add a little more oil to compensate for this after filling the sump. It is important not to allow any dirt to enter the engine. Always clean the filler caps before removing them and also the surround- ing surface of the housing. Clean the drain plug before replacing. Keep oil containers clean and wipe the tops and necks before pouring the oil ; it is advisable to pour oil through a funnel with a fine mesh strainer, and do it under cover. The oil recommended for engines contains additives to reduce sludge and carbon formation within the engine. After renewing the oil it may be noticed to discolour rapidly. This does not affect the lubricating qualities and is only due to the absorbent nature of the oil. OIL FILTER ELEMENT FIGURE 5/14, ENGINE OIL FILTER A. Securing bolt B. Filter element 78Remove by unscrewing the bolt A in the end of the unit, Fig. 5/14. Remove and discard the dirty element B and wash the cover in diesel oil using a small brush. A cloth should not be used as any lint will foul the seat of the by-pass valve in the base of the cover. Fit the new element and ensure that the rubber sealing ring in the cylinder block is satisfactory before refitting the unit. It is recommended that the securing bolt be tightened to 1,4kgm torque (10 Ib ft). Turn the engine with the starter to refill the filter with oil and then top up the sump if necessary. Restart the engine and check the cover for leakage. OIL PUMP WIRE FILTER The filter surrounding the oil pump inlet is readily accessible after removing the sump cover. Drain the oil from the engine and remove the sump cover. Remove the two bolts from the inlet pipe of the oil strainer. Clean the strainer by washing in fuel oil. A small brush may be used to disturb any sludge or dirt but never use a cloth. Refit the gauze, sump cover and plug. A new gasket should be used. Refill with correct oil. FIGURE 5/15. REMOVING THE ENGINE OIL PUMP FILTER A. Filter assembly B. Gasket 79VALVE CLEARANCE The valve clearance should be set cold measured between t hk tip of the rocker arm and top of the valve stem witha fecler gau g as shown at C, Fig. 5/16. Remove the bonnet (hood) and rocker cover. Adjustment is made by slackening the locknut B and adjusting the screw A in or out until the correct clearance is obtained. (See Data section for clearances.) When tightening the locknut, hold the adjustment screw to avoid it turning. FIGURE 5/16. SETTING THE VALVE CLEARANCE A. Adjusting screw C. Feelergauge B. Locknut Itis important to set the clearance with the tappet on the base of the cam. This is achieved by proceeding as below. The relative positions of the valves are as follows : No. 1 Cylinder | No. 2 Cylinder | No. 3 Cylinder (Front) (Centre) (Rear) Exhaust Inlet Exhaust Inlet Turn the engine forward slowly and observe which exhaust valve is closing (i.e. spring expanding to its full length) and continue until the inlet valve of the same cylinder just com- mences to open (spring begins to compress). When the inlet and exhaust valves are just open by the same amount, stop turning. It is permissible to turn the engine backwards and forwards to find the correct point. This position is known as having the valves “rocking”. Proceed to set the valve clearances of the corresponding valves as shown in the table below. Then turn the engine forward until the next set of valves are “rocking” and repeat the above procedure. Repeat again to complete the job. Exhaust | Inlet 80Valves Rocking | Set Valves No.1 | No. 2 Inlet No.3 Exhaust No.2 | No.3 Inlet No.1 Exhaust No.3 No.1 Inlet No.2 Exhaust CYLINDER HEAD TIGHTENING The sequence of tightening the cylinder head is shown in Fig. 5/17. If a torque wrench is available this should be set to 12,5kgm (90 Ib ft). The valve clearances should be checked after tightening the head. { FIGURE 5/17. CYLINDER HEAD TIGHTENING SEQUENCECHASSIS | LUBRICATION Oil should be used in the grease gun for the king pins and front | axle trunnions. A good quality grease should be used for the | remaining points. The positions of the grease points are shown on the chart, Fig. 4/4, page 53. The periods of lubrication given should be used as a guide only. The various points, especially the front and rear hubs, rely in part upon the pressure of grease for their protection against ingress of water and mud under adverse conditions. When conditions are extreme, lubrication should be carried out daily. Make sure that all dirt is wiped off the grease points before applying the ! grease gun. The water pump on the engine is packed with grease during manufacture and sealed, and therefore does not require | greasing. FRONT AXLE FIGURE 5/18. FRONT TRUNNION (PIVOT) LUBRICATION A. Lubrication points Refer to Figs. 5/18 and 5/19 for the location of the lubrication points. These should be carefully cleaned before application of the oil gun. Jack up the front of the tractor and check the steering king pins and axle trunnion (pivot) bearings. If wear is apparent through neglecting to lubricate regularly, your David Brown dealer should be consulted. 82