Service

$WODV&RSFR:DJQHU,QF
®
Scooptram
Service Instructions
Designed to deliver®
Introduction
These instructions are intended for service Become familiar with this manual, under-
technicians. Users of Atlas Copco equipment stand it and use it. Read all instructions care-
should first attend an Atlas Copco training fully before servicing and operating the
course on the safe and proper use and ser- vehicle. These instructions will help you un-
vice of our vehicles. derstand the vehicle, its capabilities and limi-
tations, and the proper service and repair.
Before servicing the vehicle, completely read
through the operating instructions and the Contact your authorized Atlas Copco dealer
service manual, paying particular attention for information on the Atlas Copco Factory
to all safety instructions. Service School.
Use only Atlas Copco replacement parts
when performing maintenance or repairs on
your equipment.
This manual is your guide to the correct ser-
vice and maintenance of Atlas Copco Scoop-
tram models:
• ST700
• ST1000
• ST1800
E-O-D™, Rock Tough™, SAHR™, Scooptram®,

Scoopy™, and Teletram® are trademarks of
Atlas Copco Wagner Inc. CALIFORNIA
© 1996 Proposition 65 Warning

Atlas Copco Wagner Inc. Diesel engine exhaust and some of its con-
P.O. Box 20307 stituents are known to the State of California
to cause cancer, birth defects, and other
Portland, OR 97220-0307 reproductive harm.
2 Atlas Copco Scooptrams Service Instructions

Introduction
Description how to safely and effectively remove and

replace worn or damaged components.
The Atlas Copco Scooptram consists of a
Power Frame and a Load Frame connected This manual does not deal with component
by an articulating joint that permits 45- rebuilding. Atlas Copco recommends that
degree turns, in combination with an oscillat- component level repair be conducted
ing joint that permits the units to tilt relative through Atlas Copco’s worldwide dealer net-
to each other to accommodate uneven sur- work.
faces.
Terminology
The Power Frame includes the diesel engine
and an automatic transverter. The canopy has This safety alert symbol
been approved by U.S. government authori- means Attention! Become
ties and satisfies FOPS standards in accor- Alert! Your Safety Is
dance with pamphlets ISO 3471 and SAE Involved. All personal
J1040C. safety messages in this man-
ACW00073.pict
The boom, the bucket, and the front axle are ual and the safety decals on
mounted on the load frame. The bucket may the vehicle are identified by this symbol.
be either of a standard design or an eject-o- The safety messages that are shown in this
dump design consisting of a push plate manual include a signal word. That word
assembly controlled by the operator. shows the degree or level of hazard. The sig-
The entire vehicle is designed for maximum nal words are DANGER, WARNING, and
durability and easy maintenance. All items to CAUTION.
be maintained on a scheduled basis are easily DANGER indicates an imminently hazard-
accessible and identifiable. ous situation that, if not avoided, will result
This manual is intended to be used in con- in death or serious injury.
junction with the Operator’s Manual and WARNING indicates a potentially hazard-
Parts Catalog for this vehicle. Use only Atlas ous situation that, if not avoided, can result
Copco approved replacement parts when ser- in death or serious injury.
vicing Atlas Copco products.
CAUTION indicates a potentially hazardous
The Operator’s Manual covers all routine situation that, if not avoided, can cause
service by maintenance interval: daily, minor or moderate injury.
weekly, monthly, and quarterly.
IMPORTANT indicates information to the
This manual provides you with a generalized operator that may prevent potential damage
overview and theory of operation of various to the vehicle.
components and systems on the scooptram.
NOTE indicates information that may be
By using this manual you will be able to useful to the operator.
understand how complex systems work, how
General safety precautions are listed in the
to troubleshoot problems in operation, and
safety section of this manual. Specific safety
Atlas Copco Scooptrams Service Instructions 3

Introduction
precautions are put in the body of the manual

where specific hazards exist. Safety signs are
also put on the vehicle to warn against poten-
tial exposure to hazards that can be incurred
during the reasonable use or operation of the
vehicle.
All possible circumstances that may involve
a potential hazard can not possibly be
included in this manual. Therefore, you must
make a judgement that an operation, service
procedure, etc., will be safe for you and oth-
ers around you. If you damage the vehicle,
know that something is not adjusted cor-
rectly, or know there are missing parts, make
sure that the damage, adjustment, or missing
parts are repaired, adjusted, or replaced
before you continue to operate.
Read the safety messages in this manual, the
safety signs on the vehicle and the safety
manual provided with the vehicle. Make sure
that all warning signs are in place, and that
they are clean and legible.
A warning sign locator diagram is included
later in this section. See the Parts Catalog for
part numbers if you need to replace worn or
missing signs. Contact your Atlas Copco
Wagner Inc. sales company or authorized
dealer if you have any questions.

Table of Contents
Description 3 Maintenance Intervals 30

Terminology 3 As Required 30
Before Each Shift 31
Safety 9 Daily Lube Items 37
125 Hour Requirements 39
General Safety Precautions 9 250 Hour Requirements 46
Safety During Maintenance 9 500 Hour Requirements 47
Parking the Scooptram and Stopping the 1000 Hour Requirements 51
Engine 12 2000 Hour Requirements 56
Burn, Fire, and Explosion Prevention 12 5000 Hour Requirements 57
RollOver Protective Structure (ROPS) and
Falling Object Protective Structure (FOPS) Power Unit 59
13
Tire and Wheel Safety 13 Introduction 59
Safety Signs 14 Fuel System 59
Theory of Operation 60
Preventive Maintenance 15 Fuel System Components 60
Engine Oil System 63
General Maintenance 15 System Components 63
Record Keeping 15 Engine Electrical System 64
Independent Oil Analysis 15 Cooling System 64
Electric Welding 16 Air Intake System 66
Hydraulic System Cleanliness 16 Exhaust System 70
Perform Maintenance On Level Ground 16 Engine Accessories Removal & Replacement
Install Articulation Locking Bar 16 70
General Safety When You Service the Exhaust System 73
Vehicle 17 Fuel System 73
Never Work Under An Unsupported Boom Electronic Engine Control System 75
18 Engine 75
Using the HourMeter (MMC) 18
Shift Maintenance Report 19 Power Train 79
Operator Shift Maintenance Checklist 20
Maintenance Schedules 21 Introduction 79
As Required 21 Transverter 79
Shift/Daily Requirements 22 Transverter Theory of Operation 79
Daily Lubrication Items 24 Transverter Component Description 80
125 Hour Requirements 25 Transverter System 82
250 Hour Requirements 27 Up Box 85
500 Hour Requirements 27 Drivelines 86
1000 Hour Requirements 28 Theory of Operation 86
2000 Hour Requirements 29 Component Description 86
5000 Hour Requirements 29 Axles 87

Table of Contents
Wheels And Tires 87 Control Valves 134

General 87 Hydraulic System Cooler 140
Inspection And Maintenance 88 Steering System 141
Air Pressure Maintenance 89 Dump and Hoist System 142
Tire Rolling Radius 89 Dump and Hoist Components 143
Driving Practices 90 Brake System 143
Removal & Replacement 90 SAHR Brake System Operation 145
Transverter/ Accessories 90 Brake Application 146
Transverter Cooling System 91 Brake System Components 146
Drivelines 92 Brake Cooling System (ST1000/ST1800
Axles 96 only) 147
SAHR Brake Assembly/Disassembly 97 System Operation 147
Tire Demounting And Mounting Procedures Brake Cooling System Components 147
104 Emergency Tow System 148
Inspection 105 Emergency Tow System Components 148
Mounting and Inflating 108 System Operation 149
Wheel Nut Torque 110 Brake Release Tow Hook 149
Operating Precautions 110 Tow Hook Operation 149
Recapping 111 System Components 149
Tire Storage 111 General Maintenance Information 150
Mounting for Storage 111 Troubleshooting 156
Removal and Replacement Procedures 164
Frame 113 Relieving Hydraulic Pressure 164
Pressure Setting Checks and Adjustments
Introduction 113 165
Load Frame 113 Steering Cylinder Removal and Replacement
Power Frame 116 168
Separating and Reconnecting the Load and Dump Cylinder Removal and Replacement
Power Frames 118 169
Articulation Pins 120 Hoist Cylinder Removal and Replacement
Stops 123 169
Pump Removal and Replacement 170
Hydraulics 127 Valves 170
Hydraulic System 127 Hydraulic Manifolds 171
Theory of Operation 127 Preparation for Trial Run 172
System Components 127 Trial Run 172
Pumps 128
Cylinders 128 Electrical System 175
Accumulators 130 Theory of Operation 175
Tank and Filters 131 Electrical System Components 176
Hoses and Tubing 133 Vehicle Electrical Systems 176

Table of Contents
Charging and Ignition System 177 System Components 209

Computerized Control Units 178 General Maintenance Information 210
Programmable Logic Control (PLC) 179 Check Fire System 211
Engine Electronic Control Module System Automatic Checkfire System 211
(ECM) 179 Ride Control Systems 213
Transverter System (ECU) 182 Theory of Operation 213
Data Collection Unit (DCU) 184 Ride Control System Components 214
Vehicle Instrumentation, Lights, and Horn
184 Troubleshooting 215
Vehicle Instrumentation 184
Dash Lights 185 Specifications 243
Switches 187
Vehicle Lights 187 ST700 243
Electronic Safeguards 188 ST1000 245
General Maintenance Information 189 ST1800 248
Computerized Diagnostic Systems 190 Stability 251
Engine ECM Diagnostics 192 Noise Level 251
ST1800 Transverter Electronic Control Unit Maximum Allowable Back Pressure 251
Diagnostics 194 Bucket Dump Angles ( +/- 3°) 252
Battery Care 194 Steering Stops (Hub to Hub Centering
Alternators 200 Distance) 252
Removing and Replacing Electrical Engines 252
Components 201 Transverters 252
Transducers 201 Axles 253
Engine Sensors 201 Transfer Cases 253
Starter 202 Torque Values 254
Removing the ST1800 ECU 202 Fluids and Lubrication Specifications 258
Replacing the ST1800 Transverter ECU Lubricating Oil Specifications 261
OutPut Fuse 202
Battery 202
Alternator 203
ST700/ST1000 Transverter Calibration
Procedures 203
ST1800 Transverter Inputs 204
Miscellaneous Systems 207

Fire Suppression System 207
System Operation 207
Sequence of Events 208
Hand Portable Fire Extinguisher 209
In The Event Of Fire 209

Table of Contents

Section 1 Safety
General Safety Precautions • Check safety system shutdown prior to
each shift.
Before performing any maintenance on the
scooptram, review the following safety pre- • Watch out for others - They may not be
cautions. They’re included for your protec- watching out for you.
tion.
Safety During Maintenance
Always observe the following general safety
rules during operation of the vehicle. Also WARNING: Incorrect mainte-
observe the safety rules set forth in the work nance or service can cause injury
place and develop additional rules as particu- or death. If you do not understand
ACW00073 pict
lar mine applications may require for safe a procedure, service, or adjust-
operation. ment, contact your Atlas Copco sales com-
pany or dealer for more information.
• Read and carefully follow all instructions
as outlined in the Operator and Service Before you service this scooptram, always
manuals. put a DO NOT OPERATE tag in the cab on
the steering control. If applicable, remove
• Make sure that all operating controls and
the key from the scooptram.
indicators are functioning properly.
• Never use controls as mounting assists.
• Never stand while operating the vehicle.
• Avoid wearing loose clothing when oper-
ating the vehicle or working around
engines and other moving or rotating
equipment.
• Never allow riders.
• Never leave the vehicle unless the brakes
are set.
• Block wheels when parked. ACW00072.pict
• Never smoke around fuel. Do not make unauthorized modifications to

• Always know the location of the nearest this scooptram. Before you drill holes, cut, or
fire extinguisher. weld on this scooptram, always contact your

Safety
Atlas Copco sales company or dealer for vehicle from articulating.

authorization first.
Before you perform service, always wear the
correct protective items. Face protection, 1
safety shoes, heavy gloves, etc. can be
required.
Wear eye or face protection when using a
hammer. Chips or debris can cause eye
injury. When driving hardened pins, use a
hammer with a soft face.
If you must perform service under the scoop- 1. ST700 Articulation Lock Installed
tram, always engage the parking brake and
block the front and rear of each wheel.
Never enter the articulation area of the
scooptram unless you have first installed the
articulation locking bar. 1
Always consult the proper section of the ser-
vice manual before performing maintenance.
Perform maintenance in a safe area away
from vehicle traffic, with a stable roof area
and adequate ventilation. The vehicle should
be on level ground when performing mainte-
nance. Before you start, make sure that the
1. ST1000 Articulation Lock Installed
wheels are blocked.
2. Remove the key from the IGNITION
Before performing any maintenance in the switch, if applicable, and hang a DO
articulation area of the vehicle: NOT OPERATE tag on the switch.
1. Make sure the articulation (swival) lock- 3. Turn the MASTER (battery disconnect)
ing bar is connected between the load switch to OFF and hang with a DAN-
frame and power frame to prevent the GER tag.
Stop engine before adjusting or repairing
engine or engine-driven equipment.
If you must service the scooptram with the
engine running, have a second person help
you. The second person must be in the opera-
tor’s seat during any servicing or adjustment.

Safety
To prevent hearing damage, wear ear protec- Locking bar should be restowed and secured
tion devices when working inside an on pin mounts when work is complete.
enclosed room with the motor running.
Wipe up spilled oil.
Make sure that all pressure is vented prior to
Provide a safe and adequate method for
working on any fluid system.
waste oil disposal.
When you check for a high pressure hydrau-
Store oily rags in fireproof containers. Do
lic leak, always use cardboard or paper to
not leave rags on engine.
locate the leak.
Never store flammable liquids near the
WARNING: The hydraulic system
engine.
contains accumulators. Always
ACW00073 pict
depressurize the system before per-
forming maintenance.
WARNING: Hydraulic fluid
injected into your skin can cause
ACW00073 pict
severe injury or death.
Keep your hands and body away from the
leak. If this fluid is injected into your skin,
see a doctor immediately and have the fluid
removed.
Stay away from rotating or moving parts.
Make sure to re-install guards over all
exposed rotating parts.
Never work under a raised hood unless the
hood is secured with a prop bar.
Wear protective glasses, clothing, hard hat,
respirator, or other protective items when
necessary.
Insulate all electrical connections and dis-
connected wires
Pressurized air for cleaning the vehicle
should not exceed 30 psi (20 kPa). Wear pro- Before performing any work under a raised
tective face shield and clothing. boom, perform the following:
Use proper tools. Replace broken or dam- 1. Empty the bucket and set the park brake.
aged servicing equipment. 2. Place a safety bar under the boom, and
Remove all tools, electrical cords and other have bucket in full dump position.
loose items from the vehicle before starting

Safety
3. Shut down the engine. acid on you by accident, flush with water for
at least 15 minutes and see a doctor immedi-
4. Turn the on/off and master switches to
ately.
off position.
WARNING: Sparks or flame can
5. Block the wheels.
cause gas from the batteries to
IMPORTANT: Do not attempt to make ACW00073 pict
explode.
repairs to components of the vehicle without
When working on the scooptram’s electrical
full understanding of the component and sys-
system, always:
tem. Always use the service manual when
working on the vehicle. 1. Disconnect the negative (-) battery cable
first and when reconnecting, connect the
Parking the Scooptram and Stopping negative (-) battery cable last.
the Engine 2. Do not short across the battery terminals
When you stop and park the scooptram, to check a charge. Sparks can cause an
make sure the area is safe and level. explosion.
1. Make sure the bucket is completely 3. Do not weld, grind, or have an open
down with the bucket blade on the flame near a battery.
ground. 4. When you charge a battery, always
2. Engage the parking brake, stop the remove the caps and have good ventila-
engine, put all controls in neutral, and tion.
remove the key, if one is available. 5. If the engine must be jump started, refer
3. Release the seat belt. to the Operator manual for the correct
procedure.
4. Exit the scooptram.
On water cooled engines, hot coolant in the
IMPORTANT: If you must park the scoop- radiator can rush out if you remove the radia-
tram on a grade, always put the front of the tor cap too quickly. Always allow the radia-
scooptram toward the bottom of the grade tor cool before removing the cap. Turn the
with the bucket up against the rib, if possi- radiator cap to the first notch to vent any
ble. Make sure the scooptram is parked pressure in the system. After all pressure has
behind an object that will not move. Engage been released, remove the cap.
the parking brake and put blocks on the
downhill side of each tire. All fuels and most lubricants are flammable.
Always handle with care.
Burn, Fire, and Explosion Prevention Store all oil-soaked rags or other flammable
WARNING: Batteries contain material in an approved protective container.
acid. Severe burns can result if Always use nonflammable cleaning solvent
ACW00073 pict
acid comes in contact with your to clean parts.
skin or your eyes,. If you do get

Safety
Always have a good fire extinguisher on designed to provide operator protection in a

your scooptram. Make sure the fire extin- rollover by controlling the bending of the
guisher is serviced according to the manu- structure. The FOPS provides the operator
facturer’s instructions. protection from falling debris.
If your fire extinguisher has been used, If your scooptram is so equipped, a ROPS or
always make sure to recharge or replace the FOPS label is attached to the exterior of the
fire extinguisher before you operate the vehi- structure on the forward side. The ROPS or
cle again. FOPS serial number, scooptram weights,
approval numbers, model number, and
Remove all trash or debris from the scoop-
engine model and serial numbers are on this
tram. Check the engine area, especially
label.
around the exhaust.
Do not modify a ROPS or FOPS structure.
If the scooptram has had a fuel or oil leak,
Modifications such as welding, drilling
repair the leak and clean the scooptram
holes, cutting, or adding attachments, can
before operating.
weaken the structure, void the ROPS/FOPS
WARNING: Ether starting fluid certification, and reduce your protection. If
can explode and can cause injury your ROPS or FOPS has structural damage,
ACW00073 pict
or death. contact your Atlas Copco sales company or
If ether is used to start the engine in cold dealer before attempting any repairs.
weather, only use in accordance with the Do not add attachments to the scooptram that
manufacturer’s recommendations. Always will cause the total weight of the scooptram
use face protection when you use ether start- to exceed the total gross weight shown on
ing fluid. the ROPS or FOPS label.
NOTE: Atlas Copco does not recommend The seat belt is an important part of the
the use of ether starting fluid. ROPS system. Always fasten and adjust the
Before welding or using a torch on the seat belt before you operate this scooptram.
scooptram, always clean the area around WARNING: If you roll this scoop-
your work first. tram over and you do not have the
Check the electrical system for loose wires, ACW00073 pict
seat belt fastened, you may be seri-
connections, or frayed insulation. Repair or ously injured or killed.
replace damaged parts. If you have any questions about the ROPS or
FOPS on your scooptram, contact your Atlas
RollOver Protective Structure (ROPS) Copco sales company or dealer.
and Falling Object Protective
Structure (FOPS) Tire and Wheel Safety
Your scooptram may have a RollOver Pro- WARNING: Tires and wheels can
tective Structure (ROPS) or Falling Object explode and cause injury or death.
Protective Structure (FOPS). Our ROPS are ACW00073 pict

Safety
Always keep yourself and others out of the

danger areas of tires and wheels. Stand on
the rolling surface (tread) side of a tire when
you perform service.
Always inflate the tires to the recommended
pressure.
If the tire and wheel assembly is removed
from the scooptram, always put it into a tire
inflation cage before adding air.
Safety Signs
WARNING: Injury or death can
result if a safety sign is missing and
ACW00073 pict
instructions are not followed.
Replace all missing or damaged signs. Keep
the signs clean. Contact your Atlas Copco
sales company or dealer for new safety signs.
To clean a sign, use only a soft cloth, water,
and soap. Do not use solvent, gasoline, etc.
IMPORTANT: The meanings of all safety
signs are described in the introduction to the
Operator’s Manual. There are also locator
diagrams showing the location of all safety
signs . (Additional diagrams are provided for
EC customers, showing the location of all
safety guards.) The scooptram should never
be operated without all safety signs and
guards in place. If a safety or instructional
sign is on a part that must be replaced, make
sure the same sign(s) is on the new part.
Contact your Atlas Copco sales company
dealer for new signs.

Section 2 Preventive Maintenance
General Maintenance All discrepancies should be recorded
whether remedied or pending. Operators and
The regular care a vehicle receives by its mechanics should sign off forms and return
operator is generally rewarded by decreased them to maintenance supervisor for approval
down time and greater reliability. With the and retention in a vehicle maintenance file.
help of the information in this section, you
Accurately recorded maintenance forms will
should be able to maintain your Scooptram
give maintenance personnel an overview of
at top operating efficiency. All maintenance
equipment condition on an individual or fleet
and lubrication procedures given can be per-
basis.
formed on the job site with a minimum of
shop tools. Good records enable maintenance personnel
to identify and evaluate problem and/or high
At the end of every shift, look for loose or cost areas which can then be targeted for
damaged hoses and hose fittings. Check for improvements or solutions.
loose nuts, bolts and electrical wiring con-
Good record keeping will identify certain
nections. Check for signs of fresh oil around
items on the schedules which may need to
fittings and under the vehicle. At the first
occur more or less often, depending upon the
sight of damage or oil leakage, notify main-
vehicle’s operating environment.
tenance personnel.
Finally, good maintenance records aid in the
Scheduled preventive maintenance and lubri- planning and scheduling of maintenance and
cation are required to provide safe and effi- repair procedures, which result in the effi-
cient operation of the vehicle. Follow the cient use of maintenance resources and max-
Lubrication and Maintenance Chart carefully imum equipment reliability and availability.
and make sure that all points are serviced
correctly and on time. Independent Oil Analysis
Record Keeping Atlas Copco Wagner highly recommends the
regular use of an oil analysis program. Regu-
Good record keeping is essential to a proper lar oil analysis can indicate problems and
maintenance program. Each scheduled main- approaching maximum wear limits signifi-
tenance form should be checked off as the cantly before they are discovered by system
inspection or procedure is completed. Quan- performance checks.
tities of replenished lubricants and fluids,
The objective of a preventative maintenance
and pressure and flow readings, should be
program is diagnosis and repair before fail-
recorded.
ure. Good sampling techniques and indepen-
Atlas Copco Scooptrams 15

Preventive Maintenance
dent laboratory analysis are considered which the work will be performed if
primary elements of a good program. there is a substantial accumulation of dirt
or other debris.
IMPORTANT: Oil analysis is not to be used
to determine if oil can be re-used past recom- 2. Wipe all hose and pipe connections
mended service life. Change oil during rec- before opening any connections.
ommended service intervals even when oil 3. Remove all loose paint before opening
analysis shows oil to be up to standards. A any connections.
comprehensive analysis program can aid in
establishing optimum service intervals. 4. Plug or cap any hose, pipe, valve, or cyl-
inder immediately after opening a con-
Electric Welding nection.
Important: Use caution in electric welding 5. Flush any unsealed hose or pipe with
on the scooptram. Serious damage to the hydraulic oil before installing it in the
engine control computer and the battery iso- system.
lator can occur. 6. Install all hoses, pipes, valves, or cylin-
Before any electric welding on the scoop- ders immediately after unplugging or
tram, perform the following: uncapping connections.
1. Open the battery compartment. 7. Always fill the hydraulic reservoir

through the return filter.
2. Set the MASTER (battery disconnect)
switch to the OFF position. Perform Maintenance On Level
3. Disconnect the engine power harness Ground
(two connectors below the battery dis- The vehicle should be on level ground when-
connect switch).
ever possible for maintenance. Before you
4. Connect the welding machine ground start, make sure the parking brake has been
clamp on the vehicle as closely as possi- applied and the wheels are blocked. Keep the
ble to the point at which the welding is to vehicle well clear of traffic lanes.
be done.
Install Articulation Locking Bar
Hydraulic System Cleanliness
An articulation (or swivel) locking bar is
Important: Foreign matter of any kind will attached to the frame on the right hand side
cause problems in hydraulic systems. Abso- of the bogie. Before performing any mainte-
lute cleanliness is essential for all work done nance in the pivot area of the vehicle, make
on the scooptram hydraulic systems. Always sure this bar is connected between the bogie
follow these six primary rules regarding
cleanliness in maintenance operations on the
hydraulic systems:
1. Steam clean the area of the scooptram on
16 Atlas Copco Scooptrams

and power frame to prevent the vehicle from

pivoting.
1
1
1. ST1000 Articulation Lock Stowed

1. ST700 Articulation Lock Pin Installed
General Safety When You Service the
Vehicle
1 Read the safety and information decals on

the vehicle. Also read and understand this
operator’s manual. You must understand the
operation of this vehicle before performing
maintenance.
Do not attempt repairs that you do not under-
stand. See the service manual for this vehicle
or see your Atlas Copco Wagner sales com-
pany or dealer for more information.
1. ST700 Articulation Lock Pin Stowed Use the correct safety clothing and safety
equipment. It may be required that you use
eye or face protection, ear protection, safety
1 shoes, hard hat, heavy gloves, etc.
Before performing any maintenance on the
Scooptram, review the following safety pre-
cautions. They're included for your protec-
tion.
1. Empty the bucket completely and lower
it to the ground.
2. Shut down the engine.
1. ST1000 Articulation Lock Installed 3. Apply the park brake.
4. Block the wheels

5. Turn the Ignition Switch and Master

Switch to OFF position.
6. If you must service the vehicle in the
articulation area with the engine running,
always place the Articulation Locking
Bar in the LOCKED position.
Never Work Under An Unsupported

Boom
ACW00072.pict
7. Before you service the vehicle, always

put a DO NOT OPERATE tag in the
cab on the steering wheel or lever. Then,
remove the key if one is available.
If you must service the vehicle with the
engine running, have a second person help
you. The second person must be in the opera-
tor’s seat during the service or adjustment.
Using the HourMeter (MMC)

The Mini-Message Center (MMC) default
screen is the hourmeter. The MMC displays
the amount of time the engine has actually
run. The meter shows hour increments and
cannot be reset to zero. Check the hourmeter

often to make sure all required services are

done at the correct interval. Shift Maintenance Report
Vehicle Model
Vehicle Number
Date Shift No
Hour Meter Reading
Clearly state any mechanical failures on
RES SEL this vehicle at end of each shift.
Fluids Added
Engine qts
Transmission qts
Shift Maintenance Report Hydraulic Tank qts
Shown here is a sample shift maintenance Hydraulic Brake Reservoirs qts
report form. A shift maintenance report form OK Defect
must be used to report defects found when
making shift maintenance checks at the Trans Clutch Pressure
beginning of each shift. Engine Oil Pressure
Your company may have a different report- Air Pressure (Tires)
ing method, however, it is recommended that
Volt Meter
this form be filled out at the end of each shift
and returned to your supervisor. Accurate Oil filled pinsa
shift maintenance reports can help your com- Remarks:
pany anticipate maintenance problems and
take action to prevent costly failures.
Name: No:
Operator Signature
Supervisor Signature
a. If pins are leaking, oil must be added prior to opera-
tion. See the Service Manual, or call your mainte-
nance department.

Operator Shift Maintenance Checklist nance report form to report mechanical

defects.
A recommended check list is given to assist
you in developing a sound shift maintenance Clean out chassis compartments and opera-
program if one has not been developed by tor area. Note general vehicle condition.
your company. Perform these checks at the Check for mechanical damage and loose or
beginning of each shift. Use the shift mainte- leaking components. Report faults to mainte-
nance department.
Equipment No. Month Day Shift No. Operator
Service Description
Before Starting Engine - Check The Following:
Engine Crankcase (Check Oil Level - Look For Leaks)
Engine Air Cleaner (Check Indicator. Clean Or Change)
Engine V-belts And Pulleys (Check Adjustment And Wear)
Radiator (Check Coolant Level. Look for Leaks)
Fuel Tank (Fill-check For Leaks)
Primary Fuel Filter (Drain Off Water)
Exhaust Scrubber (If Used) — (Flush/refill, Look For Leaks)
Surge Tank (Look For Leaks)
Hydraulic Tank (Check Level - Look For Leaks)
Transfer Case (Check Oil Level)
Battery (Check Electrolyte Level)
Tires (Check Condition And Pressure)
Hoses (Look For Leaks Or Damage)
Oil Filled Pins (ST1000 only) (Look For Leaks Or Damage)
Fire Extinguisher (Check Indicator)
After Starting Engine — Check The Following
Engine (Does It Sound Normal?)
Cooling System (Look For Leaks Or Radiator Blockage)
Oil Leaks (Look for leaks)
Fuel Leaks (Look for leaks)
Transverter (Check Oil Level With Engine Warm And Idling)

Service Description
Air Intake System (Look For Leaks Or Damage)
Exhaust System (Look For Leaks And Excessive Smoke)
Park/emergency Brake (Test Against Engine Power)
Service Brakes (Test Against Engine Power)
Horn (Check Operation)
Lights (Clean Lenses And Check Operation)
Control Levers (Check Operation)
Maintenance Schedules
As Required
Item Task Special Instructions

Engine air filter Check and service Check the restriction indica-
tor periodically during your
shift. Report to maintenance
if there is an indication of a
restriction.
Radiator Clean Remove all dirt and debris
from the engine radiator.
Also clean the hydraulic
cooler.
Cab, bucket, and frames Check for damage, missing Report any cracks or damage
parts or cracks found prior to operating the
vehicle
Circuit breakers and fuses Reset or replace If a circuit breaker does not
reset, notify maintenance for
assistance.
Windshield wipers and Replace blades, Refill
washer fluid (on cab- washer reservoir
equipped vehicles)

Shift/Daily Requirements

Fuel Check gauge for proper The Scooptram has two fuel
fuel level gauges, one in the cab and
the other located on the tank.
Refill the tank after your
shift. Atlas Copco recom-
mends maintaining a full
tank to decrease water build
up.
Engine Check the engine oil level Push the dipstick completely
down and pull out. The oil
level must be between the
ADD and FULL marks on
the dipstick.
If the oil level is below the
ADD mark, add oil to raise
the oil level up to the FULL
mark on the dipstick.
Transverter Check the transverter oil Check the oil level when the
level transverter is at normal oper-
ating temperature.
Transfer Case Check transfer case oil Check transfer case prior to
level starting the engine
Fuel water separator Check for water, drain if Turn knob at bottom of sight
necessary glass to drain the water
Hydraulic reservoir Check the oil level The oil level must be visible
in the upper sight glass.
Check the oil level with the
bucket down and the oil at
operating temperature.


Tires Check condition, air pres- Check each tire for deep
sure, and that the tires are cuts, breaks or loose tread.
all the same size (same Look for exposed cord.
rolling radius) Report any damage to the
maintenance department for
corrective action
Fire extinguisher Check for charge Check the seal and charge
indicator
Alternator drive belt Check tension and wear Check the tension of the
drive belts by pressing with
the thumb halfway between
the pulleys. The belts should
not deflect more than 13-19
mm (1/2”-3/4”).
Engine fan drive belt Check tension and wear Check the tension of the
drive belts by pressing with
the thumb halfway between
the pulleys. The belts should
not deflect more than 13-19
mm (1/2”-3/4”).
Air filter evacuator valve Squeeze rubber cover to
discharge dirt
Engine air filter Check filter restriction If the indicator shows red,
indicator have the filter serviced.
Cooling system Check the coolant reservoir
level
All hinge pins Inspect for damage and
excessive wear. On the
ST1000 only, check for oil
leakage.
Hydraulic Filter Restriction Check If the red indicator knob is
Indicator visible, report to mainte-
nance to have the filter
changed.


Vehicle Lights Check Walk around the Scooptram,
make sure all lights are oper-
ating and they are aimed
properly.
Battery Electrolyte level Check, refill Check electrolyte level in the
battery cells.
Hydraulic Controls Check function Test the dump and hoist, and
the steering for proper func-
tion.
Instruments and Gauges Check function Report to maintenance when-
ever the gauge needles sweep
back and forth in a wind-
shield wiper motion.
Daily Lubrication Items

Articulation Pins Lubricate Give one (1) to two (2)
Oscillator Bearings Lubricate squirts at the remote lube
site. Inspect the bearing seals
Driveline Support Bearing Lubricate to ensure that grease is get-
ting to the bearings.
Bucket Pins (ST700) Lubricate Give on (1) or two (2) squirts
or until grease comes out of
the bushing area.

125 Hour Requirements

Engine oil Change the engine oil and When installing the new fil-
replace the engine oil filter, make sure that the rubber
ter(s) gasket is lubricated. Screw
on new filters until the gasket
contacts the mount and there
is no side to side movement,
then rotate the filter by hand
2/3 turn to tighten.
Engine air filter Replace the primary (outer) • Remove old element gen-
filter tly.
• Clean the inside of the
filter housing.
• Clean the filter gasket
sealing surfaces of the
housing and cover.
• Check old filter for
uneven dirt patterns.
• Check integrity of new
filter
• Make sure new filter is
installed and seating
properly.
Check connections and ducts
for air tight fit.
Engine Coolant Test supplemental coolant
additive
Batteries Check voltage balance, Voltage should read 13.5V
check fluid level, clean bat- ±.2V
tery terminals and connec- (27.0 ±.4V across the pair)
tions
Hydraulic reservoir breather Inspect and clean
Transverter breather Inspect and clean


Axle breathers Inspect and clean Inspect the breather remote
lines for damage
Differentials Check the oil level Check oil level at level plug
Planetaries Check the oil level with lettering right side up.
Oil level should be at the bot-
tom threads, but not spilling
out when the plug is
removed.
Brake cooling oil reservoir Check
level (ST700 only)
Wheels Check nut torque See the torque chart in the
Specifications section for the
proper value
Driveline slip joints Grease Give on (1) or two (2) squirts
Fan hub bearing Grease or until grease comes out of
the bushing area.
Articulation pin caps Check bolt torques See the torque chart in the
Specifications section
Fire Suppression System check dry chemical level,
gas cartridges, and nozzles
Fuel Filters Replace
Hydraulic Hoses and Fix- Inspect
tures
Accumulator Pre-Charge Check
Pressure
Axle Mounts Inspect
Steering Stops Inspect for excessive wear
Boom Stops or damage
Bucket Rollback Stops
Drivelines Inspect for wear or dam-
age, check for clearances
with hydraulic hoses


Fuel tank fillers Clean strainers
Engine/Transverter idle and Measure and record
stall speeds

Fuel tank Check for water and sedi-
ment, drain and clean
Engine coolant filter Replace the coolant filter
Transverter oil filters Replace
Hydraulic oil filters Replace
Bucket and steering cycle Measure and record
times
Drive belts Check, replace, or adjust • Check for cracks or
excessive stretching of
belt.
• Replace all belts in a set
when one is worn.
• After replacing a worn
belt, check the belt ten-
sion after 1/2 hour of
operation and again after
8 hours of operation.
Belt tension should be such
that a firm push with thumb,
at a point midway between
the two pulleys, will depress
the belt 13-19mm (1/2”- 3/
4”)


Articulation joint Check bearings for loose- See the Service Manual for
ness instructions on how to check
looseness
Engine Mounting Bolts Check torques See the torque chart in the
Transverter Mounts Service Manual Appendix
section for your specific
All Trunnion Cap Bolts vehicle.
Axle Mounting Bolts
Oscillation Mounting Bolts
Transfer Case Mounting
Bolts

Fuel tank Drain and flush
Transverter Change oil, clean breather,
and clean suction screen
Transverter Check clutch pressures
(ST-1800)
Axles Change oil of each differ-
ential and planetary and
clean the breathers
Hydraulic reservoir clean/replace the reservoir
breather
Hydraulic pressures measure and record
Hydraulic drift measure and record
Radiator and cooler core clean
Engine fan belts replace
Engine air filter replace the secondary
(inner) element


Air intake and exhaust check compression and
manifold tightness; clean
exhaust purifier
Oil Filled Pins (ST1000) Check oil level
Fire Suppression Inspect, verify operation

Cooling system drain, flush and refill the
cooling system
Alternator Test voltage output, inspect

Engine and transverter check bolt torque and
mounts check/replace rubber grom-
mets
U-joints replace
Fuel injectors test/replace
Thermostat and seals replace
Hoses replace all hydraulic sys- IMPORTANT: Order
tem and engine fuel, air, replacement pressure hoses
and coolant hoses from your Atlas Copco Parts
Catalog. For safety reasons,
Pressure hoses must never be
replaced with hoses of a
lower rating.

Maintenance Intervals also provided to indicate when within speci-

fications.
Note: Whenever conducting engine mainte-
nance, the engine manufacturer’s service 1
and operator’s manuals should be referred to
for correct procedures.
As Required
Engine Air Filter Restriction Indicator VACUUM
INCHES H 2 O kPa
NOTE: An adequate supply of clean, filtered SERVICE

WHEN RED 10 67
2
air is necessary to maintain correct fuel/air 13 90
15 103
ratios, resulting in a cleaner burning engine. 18 124
Free flow of air to the intake must not be 20 138
restricted in any way. The maximum pressure 3

drop through the intake system, at full throt-
tle and no load (approximately 2200 rpm)
should not exceed specified engine manufac-
turer’s recommendations.
IMPORTANT: Always service the air filter 1. Reset Button
system with the engine stopped. You can 2. Restriction Gauge
damage the engine severely with dust and 3. Service Indicator
debris. As the air filter becomes restricted with dust,
Periodically during your shift check the air the reading on the scale will increase. The
intake restriction indicator. The restriction filter should be cleaned or changed when the
indicator has a calibrated scale in inches of scale reads above 20 inches or when the
water (in. H2O). A Yellow visual reference is restriction indicator window shows Red.
Reset the indicator when the element is
replaced, and after each reading.
Radiator
Clean all debris that obstructs free air flow
through the radiators.
Cab, Bucket, Frames, and Hoses
Look for signs of frame cracks or damage
that might lead to a system malfunction.
Check for any evidence of oil leakage or
crimped hydraulic hoses. Check for any pos-
sible fire hazards such as pooled fuel, oil

leaking on the exhaust system, or grease Before each shift you should make sure the
build-up near sources of high heat. reservoir is full of washer fluid.
Circuit Breakers and Fuses Fuel
Fuel level should be checked at the start of
1 each shift. An electronic fuel gauge provides
fuel levels. See the Gauges section for a
description of the fuel gauge.
NOTE: Most engine manufacturers recom-
2 mend that the fuel tank be kept full to prevent
condensation in the tank.Atlas Copco recom-
mends refilling the tank(s) at the end of each
shift.
IMPORTANT: Always shutdown engine
1. Component Box
when refueling vehicle or working on fuel
2. Circuit Breakers
system.
The component box contains circuit breaker
and fuses or re-settable circuit breakers. Engine Oil
In the instrument panel, the lower amperage

breakers are “push-pull” which allows for
manually isolating circuits for troubleshoot-
ing.
All breakers are manually reset. If an electri-
1
cal fault occurs try resetting the appropriate 2
breaker. If the breaker cannot be reset, con-
tact maintenance personnel to resolve the
problem before continuing operation.
Windshield Wipers
You should check the windshield wiper 1. Engine Oil Dipstick
blades periodically throughout the shift to 2. Engine Oil Filler Tube
make sure they are not worn, cracked or bro- The engine lubricating oil should be at the
ken. FULL mark on the dipstick. To accurately
check the oil level, stop the engine and allow
Before Each Shift for the oil to drain off engine internal parts
(at least 20 minutes). This eliminates the
Windshield Wipers and Washer Fluid (on
possibility of overfilling. When checking the
cab-equipped vehicles) oil level, make sure that the area around the

dipstick is clean and the vehicle is on level NOTE: On most vehicles, a dipstick and fill
ground. tube are located under a hinged cover at the
center of the vehicle, although this may vary.
Push the dipstick completely down and pull
For vehicles with Funk transverters, the dip-
out. The oil level must be between the ADD
stick tube serves as the fill tube. Vehicles
and FULL marks on the dipstick.
with hydrostatic transverters are equipped
If the oil level is below the ADD mark, add with sight glasses located on the hydraulic
oil to raise the oil level up to the FULL mark reservoir tank. A fill cap is located on top of
on the dipstick. the reservoir.
Note: Do not add engine oil until level is IMPORTANT: The transverter oil level must
below the ADD mark on the dipstick. A be checked at operating temperature.
major cause of engine oil consumption on an ST-700, ST-1000 27° - 49° C (80° - 120° F)
Atlas Copco engine is overfilling the crank- ST-1800 82°-93° C (180°-200° F)
case.
Correct level is at the FULL mark on the dip-
IMPORTANT: Failure to promptly add oil stick (or upper sight glass). Make sure that
when indicated may result in serious engine the area around the dipstick is clean before
damage due to piston and bearing seizure. checking. Never overfill the transverter.
Transverter Oil Transfer Case Oil
1. Transverter Dip Stick and Filler Tube

(ST700 and ST1000)
With the engine running at idle, check the
1. Transfer Case Dipstick
transverter oil level:
Check the oil level in the transfer case every
Park the vehicle on a level surface.
shift as part of pre-start checks. The oil level
Apply the parking brake. should be between the ADD and FULL
Shift the transverter to NEUTRAL and run marks on the dip stick. Add or drain if neces-
the engine at idle speed. sary to achieve proper level.

Primary Fuel Filter/Water Separator Hydraulic Reservoir
1. Upper Sight Glass

1 2. Lower Sight Glass
Check the hydraulic oil level every shift.
Park the vehicle on a level surface and put
the bucket blade on the ground.
1. Drain Cock
Stop the engine and allow time for accumu-
On the Atlas Copco Scooptrams, the Primary lator to bleed down.
fuel filter also acts as a fuel/water separator.
It should be checked before each shift. Vent the reservoir by loosening the filler cap
(or depressing relief valve) on top of the
Inspect bottom view glass on filter. tank.
If water is present, open the drain valve on Check the hydraulic oil in the hydraulic tank
the bottom of the fuel filter and drain water with all cylinders retracted. The hydraulic oil
from the fuel filter. level should be visible in the upper sight
Close the drain valve. glass.
NOTE: Fuel tank should be full when the Report to maintenance if oil does not appear
vehicle is parked for longer than 4 hours to in the glass at all.
prevent condensation in the tank. Note: The hydraulic reservoir can be either
through the filler cap or through a quick dis-
connect fitting, using the accompanying hose
and hand pump, depending on the model
vehicle.
Check the reservoir breather before each
shift.

Tires Always check pressure when the tire is cold.

Always inflate tires to the recommended
pressure.
In extremely cold temperatures, inflation
pressures will vary from those listed below.
Contact your Wagner sales company or
dealer.
Avoid operation when the vehicles has been
parked for a long time in temperatures below
-40°F (-40°C).
WARNING: Never mix different size
wheel parts. Never use damaged
wheel rims or parts. Incorrect modi-
fication or rework to wheel rim or parts may
result in failure, injury, or death.
Check to make sure that all tires are the same
size, or at least have the same rolling radius.
WARNING: Tires and wheels can
explode and cause injury or death. Deflate the tire before attempting to repair
Always keep yourself and others out tire tread or removing foreign objects.
of the danger areas of the tires and wheels.
Fire Extinguisher
Stand on the tread side of a tire when you
perform service. Ensure that a fire extinguisher is secured to
The vehicle must be empty before servicing the vehicle and that the indicator shows that
the tires. it is serviceable.
Stand on the tread side of the tire when ser-

vicing.
Check each tire for deep cuts, breaks or loose
tread. Look for exposed cord. Report any
damage to the maintenance department for
corrective action.
Use a long hose and self-attaching air valve
fitting so that you can be outside of the dan-
ger zone when inflating the tires.
If the tire and wheel assembly is removed
from the vehicle, always put it into the tire
inflation cage before adding air.

Engine Drive Belts
Inspect the engine fan belts before each shift.

Inspect for cracking, wear, or looseness.
Check the tension of the drive belts by press-
ing with the thumb halfway between the pul-
leys. The belts should not deflect more than
13-19 mm (1/2”-3/4”). If any belt is loose or
worn, report to maintenance personnel for
corrective action.

Air Filter Evacuator Valve 50/50 mixture of coolant (ethylene glycol),

with correct supplemental coolant additives
as required.
Note: Always pre-mix the solution before you
fill or add to the system. Do not allow nitrite
1
concentration to exceed 2400 ppm (parts per
million) or drop below 800 ppm.
Hinge Pins (ST1000)
1. Evacuator Valve
Check and clean the evacuator valve before 1
every shift. Make sure there is no obstruc-
tions inside the evacuator valve. Check the
evacuator valve more often when the vehicle
is operating in severe dust or wet conditions.
Cooling System
1. Oil Plug for Oil Filled Pin (ST1000)

Check the bearing area around each pin for
leakage or damage to the bearing seal. You
should also check them periodically during
the shift. If oil is leaking from the pin area
(ST1000 only), check the oil level in the pin.
1. Coolant Level Sight Gauge
Check the coolant level in the radiator by
viewing the surge tank sight glass. Add clean
coolant as required.
WARNING: Do not remove the cap
from the radiator. Check and fill
through the surge tank only.
When operating in cold weather, make sure
that the antifreeze content is adequate. Add a

Hydraulic Restriction Indicator Batteries
1 1
1. Hydraulic Filter Restriction Indicator 1. Battery Cell Cover

On the hydraulic return filter head, a red Check the battery electrolyte level in each
knob pops out when a restriction in the filter battery cell prior to operating the vehicle.
exists. You should check to make sure the Make sure that the engine is not running, that
red knob is not extended prior to operating the articulation lock is installed, and that the
the scooptram. park brake is applied.
Vehicle Lights The electrolyte level in the battery cells must
be at least be at the bottom of the filler tube
for the cell. If it is below the tube opening,
add enough distilled water to bring the level
up to the tube.
Inspect the battery for damage, excessive
acid build up on the terminals, corrosion,
cracks to battery housing, and worn or frayed
battery cables.
WARNING: The batteries pose a
potential explosion hazard. Do not
During your initial walk around inspection lean over the batteries while check-
of the Scooptram, look at the vehicle lights. ing the electrolyte levels. The battery electro-
Check that they are all in place, are working, lyte is an acid and will burn when it comes in
and that they are aimed in the right direction. contact with your skin and eyes. Wear appro-
Check the wiring to the lights, note any dam- priate protective clothing and equipment
aged wiring and notify maintenance when a when servicing the batteries.
light does not work.
Daily Lube Items
The following items must be lubricated at
the beginning of each shift:

• Front and Rear Oscillators (Rear Axle) ST1800 Remote Lube Point
• Top and Bottom Articulation Hinge 5
• Driveline Support Bearings
1
• Bucket Pins (ST700 Only)
4
On the ST1000 and ST1800, the lube points 2
for the above are remoted to a single area on
the left hand side of the machine. On the
ST700, the axle oscillator points are 3
mounted on the fuel tank, the driveline sup-
port points are remoted in the articulation
area, and the top and bottom articulation 1. Top Articulation Hinge
hinge points are directly mounted on the 2. Bottom Articulation Hinge
hinge collar. 3. Driveline Support Bearing
ST1000 Remote Lube Point 4. Forward (Power Frame Axle) Oscillator
Bearing
5. Rearward (Power Frame Axle) Oscillator
Bearing
1 2 3
ST700 Remote Lube Points
4
6 5
1. Forward (Power Frame Axle) Oscillator 1

Bearing 2
Bearing
3. Bottom Articulation Hinge Bearing
4. Top Articulation Hinge Bearing
Bearing
5. Driveline Support Bearing
2. Forward (Power Frame Axle) Oscillator
6. Rear Brake Bleeders (DO NOT Bearing
GREASE)

ST700 Articulation Hinge Lube Points ST700 Bucket Pin Lube Points
1. Articulation Joint Grease Fittings 1. Bucket Pin Grease Fittings

IMPORTANT: There are two (2) hinge pins To lubricate the points, use only specified
that require lubrication, this photo shows grease (see Grease Charts) and apply one (1)
only the top hinge, the bottom has the grease or two (2) squirts to the area. Observe the
fittings mounted in the same way. lubrication area while applying the grease to
ensure that grease is getting to the spot. For
ST700 Driveline Support Bearings Lube the axle oscillators, apply the grease, and
Points your maintenance crew will periodically
check to make sure grease is getting to the
1 needed areas.

Conduct Daily/Shift Maintenance
Engine Oil
1. Driveline Support Bearing Grease Fitting

NOTE: There are two driveline support
bearings, one mounted on the power frame
(shown above) and one mounted on the load
frame. The grease fittings are located across
from each other and both require daily lubri-
cation.
1. ST1000 Oil Filters

Engine oil and engine oil filter should be Clean the filter sealing surface with a clean
changed after every 100 hours of operation. cloth.
The drain interval may be gradually Apply clean oil to the gasket of each new fil-
increased, or decreased, following the rec- ter.
ommendations of an independent oil analysis Fill each new filter with new 15W-40 engine
laboratory or the oil supplier (based upon the oil and install each filter.
oil sample analysis) until the most practical
oil change period has been established. Turn each filter clockwise until the gasket
makes contact with the filter base. Continue
Oil changes should be made when the engine to turn the filter 2/3 turn by hand.
is warm, as the oil will drain more com-
pletely than when cold. Fill the crankcase through the filler tube to
the top dipstick mark.
CAUTION: Engine oil can reach tempera-
tures exceeding 104° C (220°F). Do not Start the engine and run at idle speed and
change oil immediately following engine check the engine oil pressure. Then, check
shutdown. for oil leaks around the filter.
Select a container sufficient to hold the entire Stop the engine and check the engine oil
amount of oil in the system and place under- level after a few minutes.
neath the oil pan drain. Engine Air Filters
Proceed with removing the crankcase oil
The air intake system is provided with test
drain plug. After the oil has drained off,
ports for measuring vacuum. A visual check
clean and reinstall the drain plug.
should be made to insure that plugs are
installed.
2 Replace the outer air cleaner filter element

when air restriction is in the red or every 125
hours of operation.
1
The following steps describe filter removal
procedures:
1. Radiator Drain Plug (ST700)

2. Engine Oil Drain Plug (ST700)
Remove the oil filters by turning counter-
clockwise using a strap wrench or filter
removal tool.
Discard the filters.

1. Loosen and remove the air filter cover. 5. Reset filter service indicator.
2. Loosen and remove the outer filter ele- 6. Start the engine, if the filter service indi-
ment wing nut and remove the element. cator indicates red again, replace the
inner filter element.
Engine Coolant
Inspect radiator hoses for loose fittings, leaks
and damaged condition.
Test coolant for proper additives concentra-
tion and water quality levels.
Batteries
3. Inspect filter gasket surface and replace

if needed.
4. Install a new primary element. Rotate the Each week, the battery should be checked
element as you tighten the wing nut to and cleaned.
make sure there is a good gasket seal. Ensure that battery tops are kept clean and
free of dirt and electrolyte. Check that all ter-

minals and connectors are clean and tight. Hydraulic Reservoir Breather
Replace any wire or cable with damaged
insulation. Make sure that the battery box
cover is secured before vehicle is placed in
operation.
Clean battery with a weak solution of baking
soda and warm water. Ensure no cleaning
solution reaches electrolyte in battery.
Fill all battery cells with distilled water to
inside top of battery.
Check electrolyte level.
Inspect hydraulic tank breather valve for
Note: Frequency of battery maintenance blockage, and clean if necessary.
dependent on type of battery (i.e. Conven-
tional, Low-Maintenance or Maintenance- Transverter Breather
Free).
Check and record battery voltage level
CAUTION: Avoid contact with electrolyte.
Acid burns! Personal injury can result.
Check battery hold-downs for tightness, and
clean if needed with solution used on battery.
Ensure integrity of hold-downs, and replace
if in doubt.
WARNING: When working around
batteries, avoid any sparks and/or Inspect the transverter breather, which is
flame. Hydrogen gas given off by
ACW00073 pict
located on the dip stick tube. Check for
batteries is explosive. blockage. Remove and clean if restricted.
Axle Breathers
Check axle breathers for blockage. They
should be cleaned if plugged or restricted.
They are located on top of each axle housing.

Differentials With the vehicle on a level surface, move the

vehicle forward or back until the oil level/
drain plug is horizontal with the wheel cen-
terline and the direction arrow is pointing
down.
Apply the parking brake, and stop the
engine.
Remove the oil level/drain plug. The oil
level must be up to the bottom of the plug
hole. Add oil as required.
Install the oil level/drain plug and check the
Check oil level for each axle differential. other planetaries.
IMPORTANT: Check fluid levels when oil is
Wheels
cold. Do not check with hot oil, as incorrect
level will be indicated.
Park the vehicle on a level surface, apply the
parking brake, and stop the engine.
Let vehicle to stand 5 minutes to allow oil to
settle to normal level.
Remove the oil level plug. The oil level must
be up to the bottom of the plug hole. Add oil
as required.
Install the oil level plug and check the other
differential. Inspect for missing nuts or studs. Replace
any damaged or missing wheel retaining
Planetaries hardware with Grade 8 or equivalent.
Check wheel nut torque. Proper torque can
1 be found in the torque charts in the Specifi-
cations section.
Driveline Slip Joints
Grease all driveline slip-joints. Apply one
(1) or two (2) pumps of grease.
IMPORTANT: Do not overgrease. Shaft
seals will be blown out by excessive greas-
ing.
1. Planetary Oil Check Plug

Fan Hub Bearing Check all boom, bucket and steering stops
for wear and cracks. Wear should not exceed
1.59 mm (1/16 in.) from original condition.
1 2
Fire Suppression System
Inspect over-all condition of hoses, discharge
nozzles, and activator valve for damage,
blockage, or any sign of possible failure.
Nozzles should be capped with silicone
grease or plastic blow-off caps. Actuator and
expellent cartridge seals and disks must be
intact. Repair as needed.
1. ST1000/ST1800 Fan Hub Grease Zert
2. ST700 Fan Hub Grease Zert Check level of pressurized dry chemical
If cooling fan hub is supplied with a grease extinguisher tank(s). Extinguishers should
fitting, apply one (1) hand pump of grease. contain an active charge of not less than five
pounds (2.3 kg) nominal weight.
IMPORTANT: Do not overgrease. Shaft seals
will be blown out by excessive greasing. Fuel Filters
Articulation Pin Caps
Check articulation and steering pin trunnion

cap bolt torque.
Check steering cylinder mounting pins and
bushings for wear or excessive clearances. If 1. Secondary Fuel Filter (ST1000)
any pin free-play exceeds 3.175 mm (1/8
in.), replace pin and/or bushing, or repair pin Replace the fuel filters every 125 hours of
bore as required. operation.
Clean both fuel filters and the area around
each filter.

Turn the two fuel line shutoff valves 90 Hydraulic Hoses and Fixtures
degrees to the OFF position.
Turn each filter counterclockwise and
remove from the filter head. Discard the old
filters.
Use a clean cloth and wipe the mounting sur-
face of each filter. Make sure this area is
clean.
Apply a thin layer of clean oil to the gasket
of each new filter.
Fill each new filter with clean diesel fuel and Check all plumbing lines and piping connec-
install each filter. tions for leakage and/or breaks and replace
Turn each filter clockwise to install. When as necessary.
the gasket of each filter touches the filter Check all hydraulic hoses for tears, buckling,
head, continue to tighten each filter 2/3 turn. and leaks.
Note: It may be necessary to bleed air from Accumulator Pre-Charge Pressure
the fuel system
Check accumulator pre-charge pressure.
To bleed air from the Fuel System:
Pressure should be 1200± 100 psi (83 ±6.9
Remove the air bleed plug(s) on the top of bar).
the primary fuel filter.
To test pre-charge pressure in the accumula-
Operate the hand primer pump until you see tor, start the vehicle and allow the hydraulic
air free fuel coming out of the plug hole. system pressure to build up. Watching the
Note: The priming pump is a push-button on accumulator pressure gauge, pump the brake
top of the primary fuel filter. pedal. System pressure should fall gradually
to 1200 psi (83 bar), then drop immediately
Install the bleed plug(s) and start the engine. to zero.
Run at idle speed and check for fuel leaks.
Pre-charge pressure can also be checked
Continue priming if the engine fails to start using the Atlas Copco Accumulator Pre-
immediately. charging tool. (See instructions for pre-
CAUTION: When performing any checks or charging the accumulator in Section?).
maintenance on the fuel system, be certain to Note: On vehicles with more than one accu-
clean up all fuel that has spilled on the mulator, pre-charge pressure must be tested
engine or vehicle. at each accumulator, using the pressure
gauge on the Atlas Copco Accumulator Pre-
charging tool.

Axle Mounts Fuel Tank Fillers
Check axle oscillating bushings for exces-

sive wear and overall condition.
Check that the oscillating mounting cap bolts
and axle mounting bolts are torqued to speci-
fication.
Steering, Boom, and Bucket Rollback Clean the fuel tank filler screen assembly.
Stops
Remove the screen by gently pulling it out of
the filler tube.
Blow off any dirt from the inside of the
screen. If there is dirt build up, clean with
diesel fuel if there is a sludge build-up.
Engine/Transverter Idle and Stall Speeds
The transverter stall test is conducted to
check the operation of the transverter
clutches.
Inspect all stops for excessive wear or dam- Two stall speeds need to be measured:
age. See the Frame section for further infor- A. Transverter
mation and locations of stops.
B. Transverter and dump
250 Hour Requirements To test transverter stall:
Conduct Daily/Shift Maintenance Start engine and operate hydraulic controls
until hydraulic oil temperature is at operating
Conduct 125 Hour Maintenance temperature (66° C / 150° F).

Place the vehicle in its highest forward gear. Loosen the drain plug on the bottom of the
With park brake applied, depress throttle fuel tank and check for presence of water or
pedal completely down and observe Trans- sediment.
verter Oil Temperature gauge. When gauge CAUTION: If the fuel tank is full, there will
reads 88° C (190° F) measure and record be pressure on the drain plug. To remove the
engine RPM using photo-tachometer or water, only loosen the plug. Do not remove
DDEC reader. the plug.
CAUTION: Do not operate the transverter
Engine Coolant Filter
at full throttle speed for more than thirty (30)
seconds. Do not allow the transverter tem-
perature to exceed 250° F (121°C).
Transverter and Dump stall:
Repeat the transverter test with the dump
rolled back against the stops and the dump
control lever held back.
Engine Idle Speed
Engine Idle speed tests allow the engine per-

formance to be checked without the engine
ECM being involved. The idle speed test
information should be checked and docu-
mented regularly so that comparisons can be
made. Replace the coolant system filter every 500
hours of operation or when the cooling sys-
To test idle speeds, place vehicle in neutral.
tem is drained, flushed and refilled.
With throttle pedal completely depressed,
measure and record High Idle engine RPM. Rotate the two filter shutoff valves clockwise
to the OFF position.
Release throttle pedal and allow engine
speed to drop. Measure and record Low Idle Use a strap wrench and turn the filter coun-
engine RPM. terclockwise to remove. Discard the old fil-
ter.
500 Hour Requirements Use a clean cloth and clean the filter mount-
Conduct Daily/Shift maintenance ing area on the filter head.
Conduct 125 Hour maintenance Apply a thin layer of clean grease or oil to
the gasket of the new filter.
Conduct 250 Hour maintenance
Turn the new filter clockwise onto the filter
Fuel Tank base until the filter gasket makes contact.
Check fuel tank for water and sediment. Continue to turn the new filter 2/3 turn.

Rotate the two filter shutoff valves counter- nation or burnt appearance. Clean the fil-
clockwise to the OPEN position. ter(s) and the area around the filter(s).
Engine Intake and Exhaust Valves With the engine stopped, turn each filter
counterclockwise and remove. Discard the
The valve clearance adjustment should be
old filters.
checked at least every month or 400 operat-
ing hours (more often under severe operating Use a clean cloth and wipe the filter mount-
conditions). ing surface on the filter head.
Improper valve clearances can cause rough Apply a coat of transverter oil to the seal of
engine running, power loss, and incomplete each new filter and fill each filter with trans-
combustion. verter oil.
When adjusting valves, follow the instruc- Install the new filter(s) and turn until the seal
tions outlined in the engine manufacturer’s contacts the filter head. Continue to turn
service manual. each filter clockwise 3/4 turn.
Release springs or unscrew bolts to remove Note: Use of a catch basin or container is
the cover. Unscrew bolts to remove the bowl recommended when changing filter(s).
by means of a 22 mm per foot tubular span-
Hydraulic Oil Filter
ner or puller, applying a clockwise turn.
Clean the bowl. When reassembling, make Replace the hydraulic oil filter every 500
sure that seals are properly seated. Renew hours of operation or when indicated.
any defective seals.
The hydraulic suction type filter system uses
Transverter Oil Filters an in-tank filter which is located on the top
of the tank. The filter head is made out of
cast steel and has a hex bolt type head that
allows it to be removed easily. Follow these
steps to change the filter:
1. Depress the bleed valve relief button on
the tank breather to relieve tank pressure.
Remove the filter head by unscrewing it.
2. Remove the filter element from the body
1 assembly and discard it.
3. Remove O-ring from the head assembly
1. Transverter Oil Filter (ST700/ST1000) and inspect for cuts or excessive wear
Change the transverter oil filter(s) every 500 and replace if necessary. Inspect the head
hours of operation. assembly for wear or cracks.
IMPORTANT: Oil and filter(s) should be
changed anytime there are signs of contami-

4. Wipe head assembly O-ring with clean Drive Belts

cloth, Apply a thin layer of clean grease
or oil to the O-ring and reinstall on the
head assembly.
IMPORTANT: When changing filter ensure
that it has completely filled with hydraulic
oil prior to closing the filter housing and
starting the vehicle. Air pockets can cause
cavitation and damage the hydraulic pump.
5. Start the engine and run at idle speed.
6. Stop the engine and check the hydraulic
oil level.
If leakage appears at top of the body, replace
the head assembly O-ring. If this does not
stop the leakage, the body may be nicked or
distorted by over torquing, and should be Check the tension of the drive belts by press-
repaired or replaced. Consult Atlas Copco if ing with a thumb on the belt half way
a major problem exists. between the pulleys. The belts should not
move more than 13-19 mm (1/2 - 3/4 in).
The power-fill port is used to fill the reser-
Adjust belt tension if necessary.
voir through the filter without removing the
head assembly. Also the Scooptram is When belt replacement is necessary, belts
equipped with a hand pump assembly that must be replaced as a complete set. Never
routs the hydraulic oil through the filter. replace a single belt since the new belt will
carry all the load and fail rapidly.
In the rare instance the threads on the filter
head become damaged, consult your Atlas Engine Crank Case Pressure
Copco service representative for repair
instructions if housing assembly cannot be Check and record the engine crank case pres-
replaced. sure.
Bucket and Steering Cycle Times Cylinders
Test and record dump/hoist and steering Inspect all hydraulic cylinders for signs of
cycle times. damage or leakage.
Check mounts for cracks and pins and bush-
ings for wear and excessive clearances.
Cylinders need to be checked for leaks,
scored, bent or damaged stems and condition
of eye bushings.

Hinge Points and Mounts Axle Mounting Bolts and Oscillation Bearings
Refer to the torque charts in the Specifica- Inspect all axle mounting bolts for wear,
tions section of this manual. damage, and cracking. Check the bolt
torques.
Articulation Joint
Check oscillation cradle to frame bushings
Check articulation joint for looseness. and thrust washers for movement and end
Since the joint cannot be adjusted, if play is play. If any lateral movement is detected in
found it is necessary to replace the whole the cradle bushings, replace bushings and
bearing assembly. See Section 6: Frame for thrust washers. Replace thrust washers with
articulation joint bearing replacement. the same part number that is stamped on the
old thrust washers.
Engine and Transverter Mounting Bolts
No end play should exist in cradle bushings.
If end play is observed, replace thrust wash-
ers and adjust with adjusting nut.
Transfer Case Mounting Bolts
1. Rear Engine Mounts (Rubber Grom-

mets) 1
Inspect mounts for cracks. Inspect for miss-
ing or cracked mounting bolts. Inspect con-
dition of rubber mounting pads. Keep pads
free of oil.
All Trunnion Cap Bolts
Inspect the trunnion caps on all hinge points

on the cylinders, Z-Bar, bucket, and frame
for excessive wear, damage, or cracking.
Check the bolt torques. See the torque charts 1. Transfer Case Flywheel Mounting Bolts
in the Specifications section. Inspect the transfer case flywheel housing
for damage or cracks. Check mounting bolt
torques. The torques are 112-126 N-M (83-
93 ft-lb.).

1000 Hour Requirements Remove the drain plug and oil strainer
assembly. Drain all the transverter oil.
Conduct Daily/Shift maintenance
Fuel tank
Drain and flush the fuel tank.
1. Loosen the drain plug on the bottom of
the fuel tank and drain fuel into a proper
container.
CAUTION: If the fuel tank is full, there will
be pressure on the drain plug. Recommend Note: Use of a catch basin or container is
draining tank with low fuel level. recommended when changing oil.
2. Flush tank with clean diesel fuel. Make Replace the transverter oil filters and clean
sure that all contaminants are dislodged the strainer assembly and breather.
and removed from the tank. Install the drain plug and strainer and add
3. Remove any feed line screens or strain- new oil to FULL mark.
ers, clean and re-install. Start the engine and run at idle for a few min-
4. Re-install fuel tank drain plug and re-fill utes with the transverter in NEUTRAL.
tank with diesel fuel. Check for oil leaks.
Bleed all air from the fuel system. Check the transverter oil level once oil tem-
perature has reached normal operating range.
Transverter Level should be between the ADD and
FULL mark.
Change the transverter oil every 1000 hours.
Clean the area around the transverter oil Axles, Differentials, and Planetaries
filler tube and drain plug. The differential thrust screw to ring gear
clearance must be adjusted to maintain
proper contact during heavy loading on ring
gear.
Change the oil of the differentials and plane-
taries every 1000 hours of operation.
Note: Draining of oil is best accomplished
after vehicle has been operated and oil has

warmed up. Use of a catch basin or con- Install the oil level/drain plug, then repeat
tainer is recommended when changing oil. procedure with the other planetaries.
Differential Hydraulic Reservoir
Park the vehicle on a level surface, apply the Change the hydraulic oil and clean/replace
parking brake, and stop the engine. the reservoir breather every 1000 hours of
operation.
Remove the oil drain plugs and completely
drain each differential. Raise the boom to its full height so that the
pistons will be extended in the hoist cylin-
ders.
Move the bucket to its full dump position so
that the piston will be extended in the stabi-
lizer cylinder.
Note: In these positions the hydraulic oil in
the cylinders will be below the pistons and
will drain more completely.
Secure the boom with a chain hoist or by
Install the oil drain plugs. securely blocking the boom and bucket
assembly with support stands.
Remove the oil level plug and put new oil in
each differential. The oil level must be up to CAUTION: Perform this step carefully to
prevent the possibility of an accident. With
the bottom of the oil level plug hole.
the oil drained there will be nothing to sup-
Install the oil level plug. port the boom.
Planetary Vent the reservoir by loosening the filler cap
on top of the tank.
With the vehicle on a level surface, move the
vehicle forward or back until the oil level/ CAUTION: Make sure the hydraulic oil is
drain plug is at the bottom of the hub. just warm from operation before you drain
the oil. Hydraulic oil temperature can reach
Apply the parking brake, and stop the
121° C (250°F).
engine.
Select a container sufficient to hold the entire
Remove the oil level/drain plug. amount of oil in the system and place under-
After all the oil has been drained, reposition neath the reservoir drain.
the vehicle so that the oil level/drain plug is Remove the drain plug from the reservoir
in the level check position. and drain the oil.
Put new oil into the planetary. The oil level
Disconnect the hoist and stabilizer cylinders’
must be up to the bottom of the oil level/ hoses at the lowest points so as to completely
drain plug hole. drain the cylinders.

Clean the inside of the reservoir. If it is diffi- • Sequence Valve

cult to clean, use a mixture of five parts fuel
• Cooler Check Valves
oil to one part of clean lubricating oil. Be
sure to flush out the bottom of the tank. • Charge Pump Pressure
Make sure that all of the flushing solution is • Hydraulic Drift
removed from the reservoir.
• Pump Flows
Disconnect any other hoses that might trap
hydraulic oil in the system and shift the See the Hydraulics section for procedures to
hydraulic control levers to permit any oil in check the pressures.
the control valves to drain. Radiator and Cooler Core
Replace the hydraulic filter(s).
Re-connect all hoses and fittings previously
disconnected.
Install the reservoir drain plug.
Pump new oil into the hydraulic reservoir.
IMPORTANT: On vehicles with internal fil-
ter cartridge, ensure that the filter has com-
pletely filled with hydraulic oil prior to
closing the filter housing and starting the
vehicle. Air pockets can cause cavitation and Check the engine radiator, hydraulic oil
damage the hydraulic pump. Wagner recom- cooler, the fuel cooler and the hydraulic fan
mends filling the tank through the filter on fins for damage, wear, and dirt build up.
these vehicles.
Clean the radiators periodically to keep dirt
Start the engine, cycle dump/hoist and steer- build up from closing off the fins.
ing and check for oil leaks.
Check the hoses and tubing that attach to the
Stop the engine and check the hydraulic oil radiators for damage, leaks, or excessive
level. wear.
Hydraulic Pressures and Flows Check the engine radiator mounting bolt
torques.
The following pressure checks must be
made: Engine and Fan Belts
• Charge Valve Kick-In and Kick-Out Steam clean engine block and radiator.
• Steering and Dump Main Relief Crankcase Breather
• Steering and Dump Port Relief Remove and clean the steel mesh pad with
• Steering and Dump Pilot Pressure clean fuel oil.

Drive Belts Diesel Purifier
Replace engine drive (V-belts) to alternator 1. Loosen/remove purifier housing retain-

and fan. ing clamps. Slide out purifier.
Engine Air Filter 2. Wire brush inlet and outlet faces of puri-
fier to remove carbon buildup.
Replace the inner (or secondary) filter ele-
ment after 1000 hours in the vehicle, or if the 3. Using low pressure air (2 bar / 30 psi),
outer element has been replaced and the ser- blow through outlet side of purifier.
vice indicator still shows RED with the 4. Continue steps 2and 3 until the inlet and
engine running. outlet faces are clean.
IMPORTANT: Do not attempt to clean the 5. Completely soak purifier in cleaning
inner filter element, always replace the ele- solution (one hour).
ment with a new one.
6. Blow low pressure air (2 bar / 30 psi)
1. Remove the filter cover. through outlet side of purifier to remove
2. Remove the outer filter. dirty solvent.
3. Remove the wing nut for the inner filter 7. Repeat steps 5 and 6 until the purifier is
and remove the filter. as clean as possible.
4. Inspect filter gasket surface and replace 8. Flush purifier through outlet side using
if needed. high pressure water (3.4 bar / 50 psi max)
and air dry.
5. Replace the inner filter, install the outer
filter, and install the filter cap. 9. Reinstall purifier in the reverse position
of how it was previously installed.
Air Intake and Exhaust
Note: If high pressure steam is available, it
Manifolds may be substitute for the solvent solution.
Steam clean through the outlet side, keeping
Inspect the cylinder head(s) and the intake
nozzle 5 cm (2 in) away from the catalyst.
and exhaust manifolds.
Check bolts or capscrews for correct torque, Oil Filled Pins (ST1000)
according to the engine manufacturer’s spec- Check the oil filled pins oil level. The vol-
ifications. umes for each pin is located in the Specifica-
Check that manifolds are secure and prop- tions section. Check the pin level as follows:
erly sealed to cylinder head(s). Check also
that manifolds are free of holes or cracks and
that no oil leaks and/or coolant leaks are
present. Make replacements or repairs as
necessary.

Remove the small #6 plug located on the top 5. Make certain extinguisher is filled with
of the radius of the pin. free-flowing Ansul dry chemical. Level
should be no more than 3 inches from the
bottom of the fill opening.
1
2 6. Re-install the fill cap. Hand tighten.
7. Remove cartridge from extinguisher and
examine disc. Seat should not be rup-
tured.
8. Weigh cartridge. Replace if weight is 1/4
oz. less than weight stamped on car-
tridge.
1. #6 Filler Plug 9. Inspect threads on cartridge and in

2. End Plug receiver/actuator for nicks, burrs, cross
The oil level should be visible in the plug threading, rough, or feather edges.
hole. Add more oil if necessary. 10. Check pressure vents in receiver/actuator
for obstructions.
Adding Pin Oil (Horizontal plug position)
11. Examine cartridge receiver gasket for
Remove the top (#6) plug. elasticity. Clean and coat lightly with a
Back out the pin end plug (#20) until it has good grade of high heat-resistant grease.
only two (2) threads hold the plug in place. Return cartridge to receiver/actuator.
Add oil until it is a the bottom of the top Hand tighten.
(filler) plug hole. 12. Disengage bursting disc union and open
Replace the filler plug and tighten the pin bracket clamp.
end plug until it is firmly seated. 13. Lift extinguisher partially out of bracket
and examine bursting disc. It should be
Fire Suppression
installed with full disc side facing extin-
Inspect fire suppression system to ensure guisher. Make sure disc is properly
that system is charged and operable: seated and undamaged.
1. Note general appearance for mechanical 14. Check piping (hose), fittings and nozzles
damage or corrosion. for mechanical damage and cuts.
2. Check that nameplate is readable. 15. Check nozzle openings. Nozzles should
be capped or closed with silicone grease.
3. Remove fill cap assembly. Inspect gasket
and threads. 16. Remove cartridge from remote actuator,
and examine disc. Seal should not be
4. Check pressure relief vent in fill opening
ruptured.
for obstructions.

17. Weigh cartridge. Replace if weight is 7 g Note: Weigh new cartridge. Weight must be
(1/4 oz.) less than weight stamped on within 7 g (1/4 oz.) of weight stamped on
cartridge. cartridge.
18. Inspect threads on cartridge and in 13. Screw fully charged cartridge (part num-
receiver/actuator for nicks, burrs, cross ber specified on nameplate) into receiver/
threading, rough, or feather edges. actuator assembly. Hand tighten.
19. Check pressure vents in remote actuator 14. Replace cartridge guard.
for obstructions.
15. Secure extinguisher in bracket.
20. Examine cartridge receiver gasket for
16. Assemble bursting disc union. Wrench
elasticity. Clean and coat lightly with a
tighten.
good grade of high heat-resistant grease.
Return cartridge to remote actuator. 17. Connect actuator system hose at car-
Hand tighten. tridge receiver/actuator assembly.
Wrench tighten.
21. Replace any broken or missing lead and
wire seals and record date of inspection.
To return your system to service after use:
1. Pull ring on safety/relief valve to relive
actuator system pressure. Conduct 125 Hour maintenance
2. Disconnect actuation system hose at car- Conduct 250 Hour maintenance

tridge receiver/actuator assembly. Conduct 500 Hour maintenance
3. Open bursting disc union assembly. Conduct 1000 Hour maintenance
4. Remove extinguisher from bracket. Cooling System
5. Replace ruptured bursting disc with new Drain, flush, and refill the engine coolant
disc. every 2000 hours of operation. After clean-
6. Full disc side must face extinguisher. ing the system, replace the coolant filter.
7. Fill extinguisher to rated capacity with Note: If the cooling system is drained,
dry chemical specified on nameplate. flushed, and refilled with new coolant, use a
precharge filter instead of the service filter to
8. Clean fill opening threads and gasket
ensure the correct concentration of Supple-
seating surface.
mental Coolant Additive (SCA).
9. Secure fill cap. Hand tighten.
Open the radiator drain valve/cap and the
10. Remove cartridge guard assembly. two drain valves on the engine.
11. Remove empty cartridge. Remove the coolant reservoir cap (if applica-
12. Make certain receiver/actuator puncture ble).
pin is fully retracted.

After all coolant is removed, close the drain Conduct 125 Hour maintenance
valves. Conduct 250 Hour maintenance
Add a cleaning solution to the cooling sys- Conduct 500 Hour maintenance
tem and fill the system with clean water. Fol-
low the directions included with the cleaning Conduct 1000 Hour maintenance
solution. Conduct 2000 Hour maintenance
After you drain the cleaning solution from Engine and Transverter Mounts
the cooling system, flush with clean water.
Check mounting bolts for proper torque.
Remove and replace the cooling system filter
(See specified torque values in the Specifica-
with a new precharge filter.
tions section)
Fill the cooling system with premixed cool-
Replace rubber mounting pads.
ant (No supplemental coolant additive).
Start the engine and run at idle speed for two U-joints
minutes. Check for leaks during this period. All pin joints must be inspected. If any are
Stop the engine and check the coolant level. found to be worn out, replace pin and bush-
Add coolant as required to raise the level up ings and repair bores as required.
to the top of the sight window (or within 0.5 Thermostat and Seals
in / 13mm of the radiator fill pipe for vehi-
cles not equipped with surge tanks). Replace the thermostats and seals every
5000 hours.
Ensure the two filter shutoff valves are fully
counter clockwise in the OPEN position. Hoses
Engine Tune-Up Replace all rubber intake piping and clamps.
This will insure clean air reaching the
As long as the engine is running smoothly
engine.
and no problems are encountered, an engine
tune-up is not necessary. However, a check Replace all hydraulic system and engine fuel
of the intake and exhaust valve clearances and coolant system hoses.
and the injector heights should be conducted.
See the engine manufacturer manuals for
further information.
Alternator
Test alternator and starter for voltage and
amperage. Replace if necessary.



Section 3 Power Unit
Introduction Fuel System
Efficient engine operation depends upon cor-
rect operating practices and proper protective
maintenance. Operating temperatures, air
supply, and the general mechanical condition
of the engine have an important bearing on
its efficiency. As important as all of these
factors are, however, none is more important
than using a fuel which is of a grade and
quality that meets requirements and specifi-
cations.
Diesel fuel has two (2) basic functions in an
engine. First, of course, it is the source of
This section will cover all of the major com-
energy for all of the work done by the
ponents of the power unit. It will discuss
engine. Second, it lubricates many parts of
each component as it pertains to moving the
the fuel system.Today’s fuel pump and injec-
Atlas Copco Scooptram. This section will
tor parts are precision made to provide accu-
not cover any major rebuild or disassembly
rate metering and fuel injection. Many of
of the engine itself. For information concern-
these closely fitted parts depend entirely
ing the engine, see your authorized Atlas
upon fuel oil for lubrication. If a fuel does
Copco dealer.
not have good lubricating qualities, these
The power unit consists of the following sys- parts will soon be damaged and will need to
tems: be replaced.
• Fuel System An additional function of diesel fuel in some
• Lubrication System systems is to act as a coolant for various
parts of the fuel injection system. Excessive
• Electrical System fuel, not utilized by the injector, is circulated
• Cooling System back to the fuel tank. This circulation of fuel
not only cools the various parts of the injec-
• Air Intake System tion system, it also warms the fuel in the tank
• Exhaust System slightly. This preheated fuel helps to ensure
more complete combustion, particularly dur-
ing cold weather operation.

Power Unit
Theory of Operation 6. Fuel Tank

7. Primary Fuel Filter/Water Separator
Fuel is drawn from the lower-most fitting on 8. Fuel Primer Pump
the fuel tank, through the primary fuel filter, 9. Fuel Pump
and into the fuel pump which then supplies
all of the fuel through the secondary fuel fil- The fuel system is composed of the follow-
ters, to the electronic unit injectors. The fuel ing:
is then supplied to the individual cylinders of • Filters
the engine. Excess or unused fuel is returned
to the fuel tank. • Pumps
• Fuel Tank
Note: Fuel is taken from the bottom fittings
on a fuel tank to provide the most air free • Electronic Unit Injectors
fuel as possible and to utilize the full tank
• Electronic Control Module
capacity.
• Fuel Cooler
Fuel System Components Filters
2
1 Primary Filter/Water Separator
3
9
8 4 2
1
7
3
1. Water Separator Sight Glass

1. Cylinder Head
2. Primary Filter
2. Electronic Unit Injectors
3. Water Drain Knob
3. Electronic Control Module
4. Fuel Cooler (ST1000, ST1800 only) The life and effective operation of any diesel
5. Secondary Fuel Filter fuel system depends upon fuel which is free

Power Unit
from dirt particles and water. Diesel fuels are Pumps

higher in viscosity than gasoline because
Hand Primer Pump
diesel fuels must have the ability to provide
lubrication for many parts of the fuel system.
However, diesel fuels also contain more 1
gums and abrasive particles which are diffi-
cult to extract during refining. Therefore, an
efficient fuel filter or filters are provided by
engine manufacturers.
The primary filter is located between the fuel
tank and the fuel supply pump. The primary
filter contains a cartridge which is made of
filter media and is equipped with a draincock
at the bottom for draining water and sedi- 1. Hand Primer Pump
ment which collects at the bottom of the fil- The primer pump is used to pull diesel from
ter shell. This should be done whenever the fuel tank and deliver it to the injector
water can be seen in the clear filter bowl. pump prior to starting the engine.It is also
Secondary Fuel Filter used when the engine runs out of fuel, to
bleed air from the system. On DDEC
engines, the priming pump is a push-button
on top of the primary fuel filter (above).
1
Fuel Pump
3
2
3
2
1. Primary Fuel Filter
2. Secondary Fuel Filter 1
3. Fuel Shut-Off Valve
The secondary fuel filter is located between
the fuel lift pump and the injectors. The sec- 1. Fuel Inlet
ondary filter removes additional impurities 2. Fuel Pump Housing
from the fuel before it enters the injectors. 3. Fuel Outlet
The fuel pump is located on the intake side
of the engine and is driven by the bull gear. It
supplies fuel flow to the injectors through

Power Unit
the secondary filters and the engine ECM 3. Injector Body

during engine operation. 4. Injector Spray Nozzle
5. Fuel Inlet
Fuel Tank
The Electronic Unit Injector (EUI) is a light-
The fuel tanks on any diesel installation are weight, compact unit that injects diesel fuel
as important as the other components of the directly into the combustion chamber. The
fuel system. Maintenance personnel some- amount of fuel injected and the beginning of
times have a tendency to overlook this fact. injection timing is determined by the engine
It is up to the fuel supply tank and fuel lines Electronic Control Module (ECM). The
to store and transport the fuel from one part ECM sends a command pulse which acti-
of the system to another without failures and vates the injector solenoid. The EUI per-
without the possibility of air getting into the forms four functions:
system. Therefore, they must receive the
• Creates the high-fuel pressure required
same careful maintenance that the other parts
for efficient injection.
of the engine and fuel system receive.
• Meters and injects the exact amount of
Carelessness when filling fuel tanks can
fuel required to handle the load.
allow dirt to get into the fuel system. It takes
very little dirt to damage fuel injection • Atomizes the fuel for mixing with the air
pumps and injectors, and the repair of these in the combustion chamber.
engine components can be expensive. • Permits continuous fuel flow for compo-
Electronic Unit Injectors (EUI) and nent cooling.
Engine Control Module (ECM) Engine combustion is obtained by injecting,
1 under pressure, a small quantity of accu-
rately metered and finely atomized fuel oil
2 into the cylinder. Metering and timing of the
fuel is accomplished by the ECM which
actuates the solenoid poppet valve to stop the
free flow of fuel through the injector. When
the solenoid poppet valve closes, fuel is
trapped in the injector body and under the
3
plunger. The continuous fuel flow through
5 the injector prevents air pockets in the fuel
system and cools those injector parts sub-
jected to high combustion temperatures.
Fuel Lines
4
The Detroit Diesel engine, with its electronic
engine controls and electronic injectors, has
1. Injector Solenoid no injector pump and is plumbed with flexi-
2. Injector Follower Spring ble hose in place of rigid fuel lines. The fuel

Power Unit
pump is used to deliver fuel to the injectors, Oil Filters

each of which measures and injects the cor-
ST700 Filter
rect amount of fuel required to handle the
load.
Fuel Cooler
The fuel cooler, part of the hydraulic cooling
radiator, cools the diesel fuel as it flows back
to the tank. The ST700 does not have a fuel
cooler installed.
Engine Oil System

Oil from the sump is drawn up by the oil
pump through the oil filters to the main oil
gallery, and is distributed to various parts of
the engine. It then flows by gravity back to
ST1000 Oil Filters
the engine sump.
System Components
The major components in the Scooptram
engine oil system are:
• Oil pump.
• Oil filters.
• Pressure gauge.
Lubricating Oil Pump
The oil lubrication pump is a gear pump
On the Scooptram engine the oil filters are
mounted to the cylinder block and driven off
located on the right hand side of the engine,
the engine. It is the heart of the engine oil
below and to the rear of the turbocharger.
system and is usually equipped with an inlet
The filters are the disposable spin-on type
screen located in the oil pan to strain out any
that require changing every time the engine
contaminants that could damage the pump.
oil itself is changed, usually every 100-150
hours, depending on the manufacturer’s
specifications.

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Engine Oil Pressure Gauge • Cranking Motor Relay

The battery stores electrical energy. The
starter converts electrical energy from the
battery into mechanical energy, then trans-
fers the mechanical energy to the engine as a
rotational force. The alternator converts
mechanical energy from the engine to elec-
trical energy. This electrical output of the
alternator is transferred to the battery to be
stored for later use. The wiring links the bat-
tery to the starter, and the alternator to the
battery. The DDEC system power source
must be directly from the battery. The elec-
trical system provides a balanced system to
meet all operating requirements.
The engine Electronic Control Module
The Atlas Copco Scooptram is equipped (ECM) is an integral part of the vehicle elec-
with a LED oil gauge with warning lights trical system. See the Electrical Section for
that indicate abnormal conditions. If a gauge further discussion on the Acmes role.
light comes on, stop the vehicle in a safe
location and report the problem to mainte-
Cooling System
nance personnel. The Scooptram is also
equipped with a Stop Engine Light (SEL) On the Atlas Copco Scooptram, the engine
and a Check Engine Light (CEL) that illumi- and engine cooling package is mounted on a
nate when the oil pressure drops too low. The cradle that can be removed from the vehicle
engine ECM also ramp the engine power as one unit.
down to save its internal components.
It is not necessary to drain the engine coolant
to remove the entire engine and radiator
Engine Electrical System package.
The electrical system consists of the follow- The cooling systems on board the Atlas
ing components: Copco Scooptrams are composed of the fol-
• Cranking Motor lowing systems:
• Battery Charging Generator (Alternator) • Engine, combustion air intercourse (a
dual cooler system that includes the
• Voltage Regulator (normally integral to engine radiator and an air-to-air heat
the alternator)
• Batteries
• Ignition Switch

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exchanger that cools combustion intake and radiators can be high enough to cause
air.) serious burns. Allow the engine and the
entire cooling system to cool before initiating
removal procedures.
Coolant Recommendations
Use genuine Detroit Diesel Power Cool or an
equivalent fully formulated, inhibited ethyl-
ene glycol (IEG)-base coolant (low silicate
formulation) that meets or exceeds the stan-
dard of either the GM 6038-M formulation
(GM 1899-M performance), or ASTM D
4985 requirements.
• Transverter, fuel (ST1000 and ST1800
only), hydraulic cooler (a three section A 50/50 mix of quality fully formulated,
oil-to-air heat exchanger with blower). inhibited propylene glycol antifreeze and
water may also be used if it provides
1 required freeze, boil over, and inhibitor pro-
tection. Do not mix ethylene glycol and pro-
pylene glycol antifreeze. Flush the cooling
system thoroughly before replacing ethylene
glycol with propylene glycol antifreeze.
A 50% Power Cool antifreeze/water solution
is normally used as a factory fill. Concentra-
tions over 67% are not recommended
because of poor heat transfer capability,
adverse freeze protection and possible sili-
1. Fuel Cooler (ST1000, ST1800) cate dropout. Concentrations below 33%
The engine radiator/air intake cooler is an offer little freeze, boil over or corrosion pro-
integral package, installed in front of the tection.
engine. The second component is located on If (IEG) or pre-charged inhibited propylene
the underside of the midframe compartment glycol (IPC) is not used, Detroit Diesel
hood. Maintenance Product supplement I inhibitors
Note: On scooptrams, the engine faces away must be added to the coolant at initial fill.
from the front of the vehicle. Any position Inhibitor levels in all coolants used must be
description given relative to the engine will maintained at proper concentration thereaf-
be the opposite in relation to the scooptram. ter.
CAUTION: If the engine has been running Antifreeze solution should be used year-
within the previous hour, the temperature of round to provide freeze and boil over protec-
the engine components, the coolant, the oil,

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tion as well as a stable environment for seals forced air cooling to dissipate various engine
and hoses. heat loads.
In extremely hot environments, clean, soft, ST700/ST1000 Air Cleaner
properly inhibited water may be used if
Detroit Diesel Maintenance Product supple- 1
mental corrosion inhibitors are also added in
the right concentration. If water is used, sup-
plemental coolant additive levels should be 2
increased from 3% to 6% by volume.
Air Intake System

The air intake system fulfills two (2) primary 3
functions: 4
1. Provides clean, contaminant free com-
bustion air to the engine.
2. Provides forced-air cooling to the engine
and/or various sub-systems.
5
Air Cleaner Operation
1. Pre-Cleaner
The function of the air cleaner is to remove
2. Dirty Outside Air Inlet
abrasive airborne particles from the air, fur-
3. Primary Filter
nishing a supply of clean air to the engine.
4. Safety Filter
Major manufacturers of engines have stated
5. Clean Filtered Air to Turbos then Engine
that anywhere from 1 tablespoon to 1 cup of
dust ingested into a diesel engine can ruin ST1800 Air Cleaner
that engine. The air cleaner is of vital impor-
tance to engine life and performance. 1
On Detroit Diesel engines, the combustion
air flows through a turbo-charger, driven off
engine exhaust air, and an after-cooler before
entering the cylinders. In addition to com-
bustion air, Atlas Copco Scooptrams rely on
4 3

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1. Dirty Outside Air Inlet 3. Service Indicator

2. Filtered Air to Engine Restriction indicators are provided as an
3. Primary Filter easy reference to the operator that the engine
4. Safety Filter is not getting the necessary amount of intake
5. Evacuator Valve air.
The Scooptram engines use an engine driven The type of indicator can vary and may or
fan blade to circulate air through the engine may not indicate the amount of vacuum (in
cooling radiator. This radiator also serves as inches of water). All restriction indicators
the combustion air after cooler. are color coded. Normal indication is indi-
cated by a Yellow, Green or Clear indicating
Restriction Indicators window. When intake air restriction has
As the air cleaner element becomes dirty the reached the allowed trip point, the indicator
flow of air to the engine will become will show Red. This notifies the operator that
restricted. This can limit engine perfor- the filter requires changing.
mance. Visual inspection of the filters is not It is important that operators and mainte-
always sufficient for determining replace- nance personnel remember to reset these
ment. In some cases, there may be little indicators after each filter change.
visual indication of dirt, yet the filter may be The maximum vacuum trip point is shown
internally plugged with very fine particles. below.
Trip Point
Engine (in. H20 / mm Hg)
1
Detroit Diesel 25 / 46.7
TurboChargers
VACUUM
INCHES H 2
O kPa
3 SERVICE
WHEN RED 10 67
13 90
103
2
15
18 124
20 138
The turbocharger is designed to increase the

overall efficiency of the engine. Power to
1. Reset Button drive the turbocharger is extracted from the
2. Restriction Gauge

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energy in the engine exhaust gas. The turbo-

charger consists of a turbine wheel and shaft,
a compressor wheel, and a center housing
that serves to support the rotating assembly,
bearings, seals, a turbine housing, and a
compressor housing. The center housing has
connections for oil inlet and oil outlet fit-
tings. The rotating assembly consists of a
turbine wheel and shaft assembly, piston
ring(s), thrust spacer, compressor wheel, and
wheel retaining nut. The rotating assembly is
supported on two pressure-lubricated bear-
ings that are retained in the center housing
by snap rings. Internal oil passages are
drilled in the center housing to provide lubri-
cation to the turbine wheel shaft bearings,
thrust washer, thrust collar, and thrust spacer.
The turbine housing is a heat-resistant alloy
casting that encloses the turbine wheel and
provides a flanged engine exhaust gas inlet
and an axially located turbocharger exhaust
gas outlet. The turbine housing is secured to
the turbine end of the center housing.
The gases are discharged into the exhaust
system after passing through the turbine
housing. The compressor wheel, in the com-
pressor housing, is mounted on the opposite
end of the turbine wheel shaft and rotates
with the turbine wheel. The compressor
wheel draws in clean air, compresses it, and
delivers high pressure air through the intake
manifold to the engine cylinders. Oil for
lubricating the turbocharger is supplied
under pressure through an external oil line
extending from the oil filter adapter to the
top of the center housing.

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8
4 3
10 7
9
1
2
1. Engine Exhaust flow

2. Compressed Air Flow
3. Charge Air Cooler
4. Engine Cylinder
5. Exhaust Gas Discharge
6. Turbine Exhaust Outlet
7. Turbo Compressor Wheel
8. Ambient Air Inlet
9. Turbine
10. Ambient Air Inlet
From the oil inlet in the center housing, the
oil flows through the drilled oil passages in
the housing to the shaft bearings, thrust ring,
thrust bearing, and back-plate or thrust plate.
The oil returns by gravity to the engine oil
pan through an external oil line extending
from the bottom of the turbocharger center
housing to the cylinder block.

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Exhaust System The purpose of the exhaust system is to dis-

charge engine exhaust gases in a safe direc-
ST700/ST1000 Exhaust System
tion, purify exhaust, and to reduce engine
noise.
The exhaust system is composed of silenc-
1 ers, purifiers, tubing, and the turbo-charger.
2 Silencers
The exhaust silencers act in the same manner
as the mufflers on a car. A double wall con-
3 struction along with special packing act to
reduce engine noise radiating from the com-
bustion cycles while not restricting exhaust
4 flow. Back pressure caused by an exhaust
restriction could lead to engine damage,
therefore the silencers should be inspected
often and serviced/replaced when a restric-
tion is detected.
1. Exhaust Flex Tube Purifiers (Optional)

2. Top Hat The exhaust purifiers reduce the amount of
3. Purifier carbon monoxide, hydrocarbons, and diesel
4. Silencer odor that is emitted from the combustion
ST1800 Exhaust System process of the engine.
Exhaust Heat Shields
The exhaust heat shields are installed on all
Atlas Copco Wagner Scooptrams to protect
personnel when they are conducting service
on or around the engine. They also provide
1 some protection for the exhaust system from
debris while the scooptram is operating.
2 3 4 Engine Accessories Removal &
Replacement
1. Exhaust Flex Tube
2. Purifier Note: This section contains removal and
3. Silencer replacement instructions covering the engine
4. Tail Pipe and its accessories. All maintenance proce-

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dures on the engine proper are included in a 2. Place a suitable receptacle below the
separate engine manual. engine coolant radiator and drain all
engine coolant.
The procedures in the following paragraphs
describe removal and replacement of the var-
ious engine accessory components and of the
engine as a package. 1
Wherever possible, procedures are presented
in the sequence required for orderly removal;
that is, if an item must be removed before
another item can be removed, that item is
covered first.
WARNING: Block all wheels, set
the parking brake, remove the key (if
available) from the ignition switch,
ACW00073 pict 1. ST1000 Radiator Drain Cock (ST700
and ST1800 are remoted)
and place a Do Not Operate tag on the steer-
ing wheel or Off/On/Start switch before per- 3. Disconnect the air hoses that connect to
forming maintenance on the power train the charge air cooler.
systems.
Removing the Engine Cooling System
Package
The engine/intake radiator can be removed
from the engine cradle package without dis-
turbing the other engine components.
Remove the cooling system package as fol-
lows:
1. Remove the engine hoods.
4. Disconnect and cap all coolant hoses
from the radiator.
1. Engine Hoods

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5. Remove the fan shroud and fan. 9. Lift the cooling system package clear of
the scooptram and store it in a safe loca-
tion.
Reinstalling the Cooling System Package
Reinstall the cooling system package as fol-
lows:
1. Using the hoist and lifting chains
arrangement used in the removal, lift the
cooling system package into position on
the engine cradle.
2. Reinstall the lock nuts that fasten the bot-
6. Remove the upper end support bracket. tom of the cooling system shell to the
engine cradle. Remove the lifting chains
and hardware and the hoist.
3. Reinstall the radiator support arm.
4. Reinstall the hoses that connect to the
engine block and oil cooler.
5. Reinstall the hoses that connect to the
charge air cooler.
6. Close the engine coolant radiator drain
cock. If the engine block was drained,
7. Install lift eye on top of radiator and
close the two drains on the engine.
place hoist hook.
7. Fill the radiator with the proper coolant
8. Loosen and remove the lock nuts from
mixture.
the radiator mounting bolts located on
the bottom of the engine package cradle. 8. Reinstall the engine hoods.
Removing the Transverter/Hydraulic/Fuel
Radiator
Remove the radiator as follows:
1. Raise and support the midship compart-

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ment cover. and upper clamps.
2. Disconnect and immediately cap the 1. Exhaust System Heat Shield

lines that connect the radiator to the
transverter, fuel system, and hydraulic 2. Remove the two bolts on the lower muf-
system. fler clamp.
3. Remove the bolts that secure the radiator 3. Remove the muffler.
to the cooling system shell. Reinstalling the Exhaust System
4. Remove the radiator. Reinstall the muffler in the reverse order of
Reinstalling the Transverter/Hydraulic/ removal.
Fuel Oil Radiator
Fuel System
Reinstall the radiator in the reverse order of
removal. Remove and reinstall the fuel system compo-
nents as outlined in the following para-
Exhaust System graphs.
Your scooptram may be equipped with either CAUTION: If the engine has been running
a water exhaust scrubber or a catalytic within the previous hour, the temperature of
exhaust purifier. The water exhaust scrubber the engine and exhaust system components
requires routine maintenance. The catalytic can be high enough to cause serious burns.
exhaust purifier does not require operator Allow the engine and exhaust system to cool
maintenance. before initiating removal procedures.
CAUTION: Cleanliness is absolutely essen-
Removing the Exhaust System
tial in all work done on the scooptram fuel
Remove the Exhaust System as follows: system. Always follow these rules regarding
cleanliness in maintenance operations on the
1. Remove the exhaust system heat shield
fuel system.
• Steam clean the area of the scooptram on
which the work will be performed if

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there is a substantial accumulation of dirt 3. Turn each filter counterclockwise and

or other debris. remove it.
• Wipe clean hose and pipe connections Reinstalling Fuel Filters
before opening any connection.
Reinstall the fuel filters as follows:
• Remove all loose paint before opening
any section of the head pipe to the rear 1. Wipe the mounting surface for each filter
section connections. with a clean cloth.
• Plug or cap any hose or connection 2. Apply a thin layer of grease to each filter
immediately after opening it. gasket.
• Flush any unsealed hose or pipe with fuel 3. Fill each filter with clean diesel fuel.
before installing it in the system. 4. Install each filter on the filter mount,
Removing Fuel Filters turning it clockwise. After the filter gas-
ket contacts the mount, continue to turn
the filter two thirds of a turn.
5. Turn the two fuel line valves to the on
position.
2 6. Start the engine, run it at idle speed, and
check for fuel leaks.
1 Removing Fuel Valves or Lines
3 Remove a fuel valve or line as follows:
1. Clean the fuel valve or ends of the fuel
line and the surrounding area.
4 2. If the component to be removed is after
the fuel filters, turn the two filter fuel line
valves to the off position. If the compo-
nent to be removed is before the fuel fil-
1. Fuel Primer Pump ters, turn the fuel shut-off valve to the off
2. Primary Fuel Filter position.
3. Fuel Shut-Off Valve 3. Disconnect the component and remove
4. Secondary Fuel Filter it.
Remove the fuel filters as follows: Reinstalling Fuel Valves or Lines
1. Clean the fuel filters and the surrounding Reinstall a fuel valve or line as follows:
area.
1. Make certain that the connections are
2. Turn the two fuel line valves 90 degrees clean, both on the component to be
to the off position.

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replaced and the components to which it and place it on the frame.

connects.
2. Re-install the bolts that secure the tank to
2. Install the component. the power frame. Torque the bolts to 380
3. Turn the fuel valve(s) to the on position. N-m (280 ft-lb).
4. Start the engine, run it at idle speed, and 3. Remove the hoist and the chains.
check for fuel leaks. 4. Remove all temporary seals from fittings
and outlets.
Removing Fuel Tank
5. Open the fuel valve to the tank.
Many Atlas Copco vehicles incorporate the
hydraulic and fuel tanks into the major weld- Electronic Engine Control System
ment structure. However, on some units,
these tanks may be “drop-in” and fastened to The engine electronic control system is an
the frame with bolts. To remove a drop-in integral part of the engine package. Refer to
fuel tank as follows: the engine manual for removal and replace-
ment information.
1. Close the fuel shut-off valve to the fuel
tank.
Engine
2. Place a suitable receptacle under the fuel
drain of the tank, open the drain valve (or WARNING: The engine package
remove drain plug), and drain the tank. could weigh more than 1134 kilo-
grams (2500 pounds). Do not reach
ACW00073 pict
3. Position a hoist over the fuel tank and rig or lean underneath the engine as it is being
chains from the hoist hook to the lifting removed or re-installed.
rings at the front and rear of the tank.
CAUTION: If the engine has been running
4. Take up the slack in the chains, but do within the previous hour, the temperature of
not lift the tank yet. the engine and exhaust system components
5. Remove the bolts that attach the fuel tank can be high enough to cause serious burns.
to the Power Frame. Allow the engine and exhaust system to cool
before initiating removal procedures.
6. Lift the tank from the frame and set it on
blocks in a safe location. Removing the Engine Package
7. Remove the receptacle from under the Remove the engine package as follows:
power frame.
1. Turn the master battery isolation switch
8. Close the fuel valve of the tank and tem-
porarily seal all fittings and outlets.
Reinstalling the Fuel Tank
Reinstall the fuel tank as follows:
1. Lift the tank from the storage position

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to the “OFF” position. 5. Remove the brake accumulator and

mounting bracket (ST1000 and ST1800
only).
6. Turn the filter fuel line inlet valve to the
off position. Turn the fuel tank valve(s)
to the off position.
7. Disconnect the inlet fuel line from the
fuel filter block.
8. Disconnect the wiring harness from the
engine ECM.
2. Remove the engine hoods.
3. Remove the rear upper cross member.
1. ST700 ECM Wiring Harness

9. Disconnect the air intake tubes from the
4. Disconnect the transverter driveline on air cleaner to the engine.
the slip yoke at the transfer case. 10. Disconnect the exhaust and turbo tubes.
11. Remove the four (4) engine cradle bolts.

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12. Use the lifting eyes to hoist the engine 5. Inspect the engine position. If it is in the
package out of its compartment. The lift- correct position, tighten the four engine
ing eyes are bolted to the engine, two (2) mount bolts to their proper torque. See
at the rear right and left hand sides, and the torque chart in the Specifications sec-
on the front engine cooler brace. tion of this manual.
13. While watching carefully to make certain 6. Remove the chains, spreader bar, and
that it does not catch on any engine com- hoist from above the engine.
partment items, lift the engine clear of
7. Reinstall the engine-transverter drive-
the engine compartment and place it
line.
securely on blocks or a support structure
on the floor. 8. Reconnect the electrical wiring harness
to the engine ECM.
Reinstalling the Engine Package
9. Reconnect the inlet fuel line from the
Reinstall the engine as follows: fuel filter block.
1. Using the same hoist, spreader bar, and 10. Turn the filter fuel line inlet valve to the
chains as were used for removal, lift the on position. Turn the fuel tank valve(s) to
engine package from the blocks or sup- the on position.
port structure to a point above its posi-
tion in the engine compartment. 11. Reinstall the clamp that secures the front
end of the exhaust system head pipe to
NOTE: Engine cradle grommets (vibration the turbocharger.
dampers placed between frame and engine
cradle) need to be replaced when worn or 12. Reinstall the engine hoods.
damaged.
2. While watching carefully to make certain
that it does not catch on any engine com-
partment items, carefully lower the
engine until it rests on the four engine
mounts and is in proper alignment
between the turbocharger and the exhaust
head pipe.
3. Reinstall the two bolts that secure the
front engine mount (center) to the power
frame, but do not tighten.
4. Reinstall the two bolts that secure each
rear engine mount (left and right) to the
power frame, but do not tighten.

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Section 4 Power Train
Introduction
1 2
3
4 5
9 8
7 6
1. Up Box Transverter
2. Upbox to Transverter Driveline
3. Transverter Transverter Theory of Operation
4. Midship Driveline
5. Rear Axle The transverter is an electronically con-
6. Rear Driveline trolled automatic transmission/torque con-
7. Driveline Support Bearing verter that is employed by a series of push
8. Front Driveline buttons or selector switch located in the
9. Front Axle operator’s compartment. Power from the die-
sel engine is transmitted directly from the
The power train is composed of the follow-
engine flywheel through the upbox (ratio of
ing items:
1:1) to the transverter whose output shafts
• Transverter transmit power via drivelines to the front and
• Upbox rear differentials. The bevel gear and bevel
pinion of each differential convey power
• Drivelines through the differential to the free floating
• Axles axles. The planetary final drive sun gears are
splined to the axles. As the axles rotate,
• Wheels and Tires planet gears, mounted in the carrier, are
forced to walk around the stationary ring

Power Train
gear, imparting rotation to the hub and wheel selects a gear, information is transmitted
which is attached to it. from the selector switch to through the Pro-
grammable Logic Control (PLC) to the
The transverter electrically defaults to neu-
transverter ECU and is stored until the oper-
tral whenever the vehicle is shut off, the park
ator selects a direction. Once the direction is
brake is applied, or if a problem with the
indicated and the park brake is released, the
transverter develops during operation.
transverter automatically steps itself up to
When the operator turns the ignition switch the selected gear as vehicle speed is
to the “ON” position, the transverter Elec- increased.
tronic Control Unit (ECU) begins a self
check, then when the engine is started the Transverter Component Description
transverter is ready for a gear range and
direction selection. When the operator
1 2
1. Transverter Oil Filter • Transverter Electronic Control Unit

2. Transverter (ECU)
3.
• Programmable Logic Control (PLC)/
4.
Gear Selectors
The transverter system is made up of certain
components that work together as one unit. Torque Converter
The following are key parts of the transverter A torque converter is a hydrodynamic sys-
system: tem that transmits energy from an engine to a
• Torque Converter transmission through the use of hydraulic oil.
• Transverter

Power Train
Hydrodynamic systems are based on the activate the direction and speed clutches.
principle that a fluid in motion has force. The regulator valve is a hardened spool in a
A torque converter consists of three ele- tight-fitting bore. A spring keeps the spool
ments: seated until oil pressure overcomes the
spring force. Then the spool moves to expose
• A rotating impeller which causes oil a port through which oil can be directed
within it to flow outward by centrifugal through a line to the converter inlet port.
force.
Once in the converter, the oil is sent into the
• A turbine which is driven by the flowing converter support through the impeller bear-
oil ing.
• A stator to increase torque. The blades of the turbine, impeller, and sta-
The impeller is connected to the engine fly tor are designed to circulate oil from the
wheel. It rotates the entire time the engine is impeller to the turbine, through the stator,
running. The turbine is connected to the and back to the impeller. This circulation
transverter by gears and a prop shaft. makes the turbine and impeller to rotate in
the same direction.
So long as no demand (load) is placed on the
scooptram (transverter is in neutral), the oil, Since the torque converter and the transmis-
the impeller, and the turbine rotate as one sion are combined into one unit oil is passed
mass at whatever RPM the engine is turning. between the two internally.
When a load is applied to the scooptram Transverter
(either the hydraulic or drive train system), it
The transverter uses electrohydraulic valves
reduces the turbine speed. The impeller con-
to control its operation. The solenoids con-
tinues to rotate at the same RPM as the
trolling the transverter clutches (solenoids A
engine. This causes oil to flow from the
through D and 1 through 4) are driven by a
impeller through the turbine.
pulse width modulated signal that produces
The stator intercepts the oil so that its force proportional pressure/flow changes. When a
is redirected against the blades of the impel- gear setting is chosen, the ECU derives pulse
ler in the same direction as the impeller is activation and duration to change the gears
already rotating. This increases torque. or direction.
When the engine is running, a charging Transverter Electronic Control Unit
pump draws oil from the transmission sump (ECU)
and sends it through filters to the pressure
regulating valve in the control cover, which The purpose of the transverter ECU is to
is mounted on top of the transmission. Oil control the functions of the transmission.
travels from the regulating valve to the trans- Upshifting, down shifting, and control of the
mission clutches and to the converter. disconnect are main functions of the ECU.
Other functions include the ability to drive a
The pressure regulating valve is closed until speedometer and the ability to communicate
pressure is applied to the transmission to with a diagnostic device. The ECU uses vari-

Power Train
ous information sources to operate. It takes gear changes when the transmission sole-
input from the engine ECM about engine noids open the spools. The transverter sys-
rpm, it receives input from the operator via tem is composed of the control valve, charge
the gear selection controls, and monitors pump, oil filter, and transverter oil cooler.
transmission output. When the operator
Control Valve
selects a gear, a computer program derives
the best action to take considering the infor- The control valve directs oil under pressure
mation it has been given. If an error has been to the desired speed or directional clutches.
detected, the ECU will command the trans- A pressure regulating valve maintains the
mission to remain in neutral. Also if a prob- proper pressure needed to actuate the
lem develops during operation of the vehicle, clutches.
the ECU will automatically ramp down to
When the transverter direction switch is in
neutral. If no errors exist, the transverter
the neutral position, with the engine running,
ECU will calculate a speed ratio between the
the direction selector spool assembly in the
engine rpm and the transverter output and
control valve blocks the flow of oil from the
shift to the appropriate gear. If the operator
pressure regulating valve. Shifting the trans-
selects third gear, the transverter will shift
mission control lever to either forward or
from neutral to first then second and finally
reverse moves the direction selector spool
third as the vehicle is accelerated. Also if the
accordingly, allowing hydraulic oil to the
direction is changed by the operator, the
appropriate clutch. Shifting the transmission
transverter ECU will shift down to neutral as
(or speed) control lever moves the speed
the vehicle slows, then change directions
selector spool accordingly, allowing hydrau-
when the vehicle has stopped.
lic oil to the appropriate clutch.Once in the
Programmable Logic Control (PLC) and clutch drum, oil goes to the rear of the piston
Transverter Selector Switches bore, forcing the piston and disc against the
back-plate. This forces the disc to engage,
The PLC is a computerized module located locking the clutch drum and drive shaft
behind the dash in the operator’s compart-
together, so they turn as a single unit.
ment. It takes input from the operator
through the gear selector switches and trans- Charge Pump
fers the information to the transverter ECU.
The transverter charge pump is directly
The PLC is also responsible for operation of
mounted on the converter and supplies the
the park brake system.
converter with 50 gpm (189 liter/m) of oil @
The gear selection switches are either push 2000 rpm.
button type or selector lever that allows the
operator to interface with the transverter. Transverter Oil Filter
After oil leaves the charging pump and
Transverter System before it moves to the pressure regulating
The transverter system is lubricated with valve, it is sent through a filter to remove
hydraulic oil that is also used to actuate the impurities from the fluid.

Power Train
This is a 10 micron filter and should be returned to its original position and oil to the
changed each time the system oil is changed clutch is supplied at normal operating pres-
or as indicated by the service indicator. sure.
Transverter Oil Cooler
Towing
The friction of torque multiplication in the
WARNING: Towing this vehicle
torque converter causes the oil to heat up, so
improperly can cause serious injury
it is routed to the transmission sump through ACW00073 pict
or death. If this vehicle is disabled,

an oil cooler and lubrication distributor
block the front and rear of each wheel and
which bring the oil back to normal operating
use the recommended procedure in this man-
temperature.
ual.
The transverter cooler is mounted on the
The following instructions are for moving
midship compartment door and air is sucked
the disabled vehicle a short distance to a safe
through it by an oil driven fan.
repair area. If the Scooptram must be moved
To insure proper cooling of the transmission a long distance, transport it on a suitable
circuit, the cooler must be inspected daily to trailer.
assure it is not damaged or leaking. It should
IMPORTANT: Do not tow vehicle more
be cleaned weekly to avoid a build up of dirt
than one mile. Do not exceed 3.3 km/hr (2
that can restrict the flow of air past the cool-
m.p.h.)
ing fins.
1. Block the vehicle at all wheels to prevent
The best method for cleaning the oil cooler is
movement.
to use a high-pressure steam jet. A cold
cleansing agent will also work if allowed to 2. It is recommended that the towing vehi-
soak in properly before being hosed off with cle be at least as big as your scooptram.
a strong water jet. The towing vehicle must have enough
brake capacity, weight and power to con-
Note: When using a cold water or steam
trol both vehicles considering the terrain
spray, make sure to cover the injection pump,
and distance involved.
alternator, voltage regulator and starter
motor as protection. After wet-cleaning, let 3. Inspect the towing bar or towing cable to
the engine run long enough to evaporate all make sure there is no damage and that
water to avoid rust problems. the bar or cable is in good condition.
Make sure that the bar or cable is strong
Compressed air can be used for dry-cleaning
enough for the towing conditions taking
by starting from the exhaust-air side. Clean
into consideration whether the towed
all dirt blown into the air cowling space after
vehicle is loaded, unloaded, on a grade,
using compressed air.
or stuck in the mud.
Shell and tube oil coolers should be drained
and cleaned once a year.

Power Train
4. Connect a towing bar or towing cable of 11. Reapply park brake and chock all wheels
sufficient size. If towing with a cable, a when vehicle is parked.
shield must be provided on the towing
vehicle and on the truck if an operator is Checking oil temperature
present during the towing operations.
The shield must be strong enough to pro- The oil temperature of the gear box is moni-
tect both operators if the cable should tored by a temperature sensor and gauge. A
break. maximum temperature of 120° C (248° F) at
the converter outlet may not be exceeded.
5. To provide control and braking while Under normal service conditions, higher
moving the disabled vehicle downhill, a temperatures will not be reached, unless a
larger towing vehicle and a solid towing problem exists.
bar are recommended. The Articulation
Lock must be installed in the LOCKED If the temperature exceeds 120° C (248° F),
position. Additional vehicles may be the scooptram must be stopped and inspected
required at the rear of the disabled vehi- for external oil leakage. Let the engine idle at
cle. 1200 to 1500 RPM with the transverter in
neutral.
6. If the disabled vehicle is to be towed
downhill and must be steered, it is neces- Under this condition, the temperature should
sary to have a towing vehicle at the front drop quickly (in about 2 to 3 minutes) to nor-
and a vehicle at the rear to control the mal values. If this does not occur, there is a
rear of the disabled vehicle. The Articu- problem in the system which must be cor-
lation Lock must be in the STORED rected before operations can be continued.
position if this procedure is followed.
Checking Control Pressure
7. Disconnect the transverter driveline from
the transverter. Clutch pressure should be checked regularly.
A drop in pressure will allow the clutch
IMPORTANT: The transverter will be dam- plates to slip, which increases friction and
aged if the transverter driveline is not dis- causes wearout of the clutch disc.
connected.
Check at low engine idle (500-700 rpm) with
8. Disengage the parking brake. Refer to oil temperature 82°-93° C (180°-200° F).
See “SAHR Brake Override Procedures” Pressure should be between 240-280 psi
in Section 3. (16.5-19.3 bar), depending on the model
Note: The parking brake must be disengaged transverter.
before you move the vehicle or damage to the Attach a calibrated pressure gauge to the
tires or vehicle may occur. transverter charging pump pressure port.
9. Carefully remove wheel chocks. (Refer to the manufacturer’s service manual
for location.)
10. Gradually and smoothly begin moving
the vehicle to prevent overloading the Start the vehicle and shift into forward (or
towing bar or cable. reverse), then shift through all the gears.

Power Train
Record the pressure reading for each gear. All Note: Larger size clutch packs (usually 1st and
speed clutch pressures must be within 5 psi (.34 2nd gears), will fall off to a lower pressure than
bar) of each other. If clutch pressure varies more smaller size clutches (forward and reverse and
than 5 psi (.34 bar) in any one gear, repair the higher gears), and will also return more slowly
clutch. to the original reading. Be sure to compare read-
Attach the gauge to the transverter forward ings of the same size clutches.
clutch pressure port and shift direction from for-
ward to reverse and record the pressure. Repeat Up Box
this test with the gauge attached to the trans-
verter reverse clutch pressure port. 2 3
Note: Atlas Copco Scooptrams are equipped
with modulated shift transmissions. Do to the
combination of clutch leakage, piston bleed ori-
fice flow rate and flow limiting orifices, direc-
tional clutch pressures can be as much as 30 psi
(2.1 bar) lower than system pressure.
Engine speed must remain constant during the
entire leakage test.
Another test that may help warn of failing
clutches before the 5 psi (.34 bar) pressure vari-
ance shows up is the pressure drop test. In this 1
test, the drop in pressure and the speed of return
to original pressure is monitored. When the
transmission is shifted into gear, the needle on 4
the transmission/converter oil pressure gauge
will drop off quickly as oil enters the clutch, and
as the clutch fills, the needle will slowly return
to original reading. 1. Up Box
2. Dipstick
With oil temperature at 82°-93° C (180°-200° F)
3. Engine to Transverter Driveline Coupling
and the engine at idle, go through each gear and
4. Upbox Bell Housing
note the drop in pressure and the speed of recov-
ery back to original pressure. The clutch that The upbox transfers engine output over the front
may drop to a lower pressure and/or return to driveline, allowing the scooptram to maintain its
original pressure slower than the others should low height clearance. The up box transmits
be suspect and may signal the need to make a engine output on a one to one ratio to the trans-
pressure test with the master gauge. verter.

Power Train
The upbox is composed of a Drive Plate, a ularly necessary in the swivel hinge area of
Pump Pad, and the Driveline Coupling. The the scooptram; the articulation point of the
drive plate is the engine mounting area and scooptram which allows the scooptram to
shaft, a flex plate between the engine and turn. The drive shaft’s telescoping feature
upbox disperses engine vibration. The pump eliminates tension forces that could develop
pad is a hydraulic pump mount on the upbox in conventional drive shafts.
housing. On the Scooptram, the SAHR brake
variable displacement axial piston pump is Component Description
mounted to the pump pad. The driveline cou-
pling provide the engine output connection Universal Joint Bearings
to the engine to transverter driveline.
Drivelines
Theory of Operation
The purpose of the driveline is to transmit
power from the engine to the drive axles.
Atlas Copco Wagner equipment uses both
non-telescoping and telescoping drive shafts,
and drive shaft support bearings. All of the
drive shafts have a universal joint located at Universal joints employ various types of
each end to permit pivoting, and accommo- bearing tap assemblies. They are specified
date angularity between two (2) intersecting on any particular scooptram based on their
shafts. Telescoping shafts have a splined slip torque loading capabilities.
joint to compensate for movement between Driveline Support Bearings
the connected components.
During normal operation, the chassis,
engine, transverter, and axles all experience
some movement relating to surface irregular-
ities and varying stress loads. Each time
these conditions are encountered, a change in
the overall length of the drive shaft occurs.
When a telescoping shaft runs at an angle to
its mating shaft or yoke, it will slip in and out 1
slightly. It does this to compensate for the
working action of the universal joint as it 1. Driveline Support Bearing
rotates. The slip joint accommodates these
variations by telescoping at the spline por- Drive shaft support bearings are used at loca-
tion of the shaft. The slip joint shaft is partic- tions where a driveline passes through a

Power Train
frame bulkhead, usually at the amidships planet carrier which in turn drives the wheel
area; or in the middle of a long span. hub. Positive lubrication keeps all moving
Driveline support bearings are generally parts bathed in lubricant to reduce friction,
flange type bearings that are bracket heat, and wear.
mounted to a frame cross member.
Wheels And Tires
These bearings require regular lubrication
and are provided with lube fittings for that General
purpose. Most support bearings are lubri-
cated directly, but in some cases a remote Tires are the single most expensive mainte-
access lube line and fitting is installed for nance item on a scooptram. As a result, an
convenience of servicing. effective wheel and tire maintenance pro-
gram can pay big dividends in improved pro-
Axles ductivity and longer tire life.
The front and rear axles have spiral bevel The material in this section will not attempt
type ring gear and pinion with further reduc- to establish a detailed tire maintenance pro-
tion provided by planetary gear set within gram, but will identify several major areas to
the wheel hub. consider in establishing your own mainte-
nance program. They include: Road Mainte-
Primary Reduction nance, Wheel and Tire Inspection and
Maintenance, Air Pressure Inspection, and
The spiral bevel pinion and ring gear trans-
Tire Sizing Policy.
mit power through the center differential pin-
ions, side gears, and to the axle shaft. The Other areas not included in this section, but
spiral bevel differential assembly is mounted must be included as an integral part of any
on tapered roller bearings which are adjusted maintenance programs, are: Records Mainte-
by positioning of the two threaded adjusting nance, Personnel Training (both mechanic
nuts mounted in the differential carrier and and driver), and Wheel and Tire Handling
cap assembly. The tapered roller pinion bear- Equipment.
ing pre-load is adjusted and maintained by a
hardened and precision ground spacer posi- Road Maintenance
tioned between inner and outer bearings.
Efficient and systematic maintenance of
Secondary Reduction haulageways is very important, but is usually
overlooked as a means of improving tire life.
In the wheel hub, a self-centering sun gear is
spline fitted to the axle shaft and drives three Conscientious maintenance prevents excess
planetary pinion gears. These gears in turn road crown and ensures prompt repair of ruts
mesh with and react against a rigidly or chuckholes, and removal of rock spillage
mounted internal ring gear. The planet gears or sharp objects imbedded in the road sur-
rotate on needle roller bearings mounted on face. Maintaining proper drainage of the
hardened and ground pins located in the haulageway will prevent water from accu-

Power Train
mulating and hiding tire damaging road haz- One simple method of preventing this from
ards. occurring is to use an awl or similar tool to
clean out the cut and remove any stones or
Maintenance of loading and dumping areas
other matter lodged in the cut. Next, use a
is just as important as the haulageway. The
sharp, narrow-bladed knife and cut away the
same hazards outlined above will put a tire
rubber around the cut to form a cone-shaped
out of service just as quickly in these areas as
cavity extending to the bottom of the cut.
on the haulageway.
The sides of the cavity should be slanted
Inspection And Maintenance enough to prevent stones from wedging into
it. Tires with tread cuts treated in this manner
Tires may be continued in service without danger
of further growth of these injuries.
Large cord body breaks over 1/3 of the width
of the tire cannot be economically repaired
for use in normal service.
When the damage is repairable, it should be
determined whether the anticipated remain-
ing service life of the tire justifies the cost of
the required repair. Tire repair records have
shown that the older the tire, the less service
is received from repairs.
Keep tires free from oil, grease, and fuel.
Rubber quickly absorbs petroleum products
and then swells and becomes soft and
spongy. The damage is permanent and fatal.
Never clean tires with petroleum products or
allow tires to stand in puddles of (or areas
saturated with) petroleum products. If a
petroleum product does get on a tire,
promptly flush off or wipe off with water.
Maintain ample tire-to-scooptram clearance.
Failure to make regular inspections and Maintenance personnel should carefully
repairs when needed will result in unrepair- check all tires on each scooptram to make
able damage to the cord body. sure the tires will not rub against any part of
the scooptram, either on straight-away driv-
Small rocks and dirt will get into shallow
ing or on turns. Failure to ensure ample
cuts in the tread and, if neglected, will be
clearance results in premature tire replace-
gradually pounded through the cord body.
ment.
Separation of either tread and/or plies can
result from neglected cuts.

Power Train
Wedged stones are one source of trouble. underinflated tires, and, therefore, unneces-
Proper maintenance requires stones or other sary tire expense.
objects which have become wedged between
Over-inflation results in:
the tire and scooptram to be removed
promptly to prevent serious tire damage. A 1. Excessive cutting.
permanent rock “kicker” should be installed
2. Lower impact resistance.
on the scooptram, if necessary. Improperly
sized fender bolts can be another cause of 3. Rapid center wear.
premature wear. 4. Cut growth.
Wheels 5. Poor re-treadability.
Wheels should be visually inspected for Under-inflation results in:
signs of rust, cracking or other damage that
would reduce their reliability. If any of these 1. Ply and tread separation as a result of
conditions are observed, take the necessary excessive heat build up.
corrective action. Damaged wheels under 2. Cracking and excessive flexing.
pressure are dangerous and can cause severe
personal injury. 3. Bead failures from excessive strain.
4. Tubeless liner separation from heat.
Air Pressure Maintenance
5. Rapid wear from tread disfiguration.
Recommended Tire Pressures 6. Rapid wear from heat, reducing the cut
A maintenance program that ignores fre- resistance and wearing ability of the
quent checking of tire inflation pressures can tread rubber compound.
cause the tire to operate at temperatures
which exceed the tire capabilities and may Tire Rolling Radius
result in premature tire failure. Another important item to consider in your
A slow loss of inflation pressure is normal. tire maintenance program is the rolling
Unless lost pressure is restored, there will be radius of the tires on a vehicle.
a reduction in tire service life. Measure pres- IMPORTANT: NEVER put different sized
sure when tire is cold. tires on a scooptram.
Inflation pressures are based on the standard When the rolling radius of tires on the same
scooptram configuration; a 8 kph (5 mph) axle is different, they are not traveling at the
maximum speed; and the off-road rating by same speed. The tire with the smaller rolling
the Tire and Rim Association, Inc. radius is traveling faster than the one with
Proper Inflation the larger rolling radius. This sets up a con-
tinuous stress on the axle components which
The importance of correct inflation in off- is relieved by tire skid. When the rolling
road tires cannot be over-emphasized. Poor radius difference occurs between the front
tire maintenance almost always results in and rear axles on a four-wheel drive vehicle

Power Train
this additional stress is amplified throughout the bucket when approaching the ore pile, to
the entire drivetrain. clear the work area.
Improper inflation is the most common Preventing excessive braking. Heat devel-
cause of a difference in rolling radius. Two oped by braking may be transferred to the
identical tires which are not equally inflated beads (and/or inner liner of tubeless tires),
will have a different rolling radius. The tire causing these areas to become charred or
with less air in it will have to turn more revo- cracked.
lutions to cover a given distance than the tire
Not letting tires rub against side walls or
with more air in it.
against barriers erected to facilitate unload-
Other reasons for a difference in the rolling ing.
radius would be the use of different sized
Avoiding taking turns at high speeds and
tires, or unequally worn tires, on the vehicle.
driving in the lowest gear applicable.
Atlas-Copco Wagner, Inc. recommends that
The driver who drives carefully and who
the tire rolling radius tolerances be matched
makes a reasonable attempt to prevent tire
as shown in the following table:
damage saves a substantial amount of money
Note: If the mis-match is larger than 2%, on tire costs.
one side of the no-spin will disengage (the
smaller tire). The other side will carry all of Removal & Replacement
the torque.
Example: Transverter/ Accessories
30" RR tire +/- 4% = 31.2" RR to 28.8" RR. Wherever possible, procedures are presented
in the sequence required for orderly removal;
Driving Practices that is, if an item must be removed before
another item can be removed, the first item is
A proper tire maintenance program and covered first.
maintaining haulageways in good condition
WARNING: Block all wheels, set
cannot guarantee optimum service life of
the parking brake, remove the key
tires. Poor driving practices are a major
from the ignition switch, and place
cause of excessive wear and permanent dam-
a “Do Not Operate” tag in the
age.
operator’s compartment before performing
Drivers can help to reduce tire costs by: maintenance on the power train systems.
Avoiding obstacles and keeping away from CAUTION: If the scooptram has been in
chuckholes or other hazards, which can dam- operation within the previous hour, the tem-
age tires. perature of the engine, the engine cooling
Not climbing or driving up on the ore pile. and exhaust systems, and the transverter
Such practice subjects tires to cutting and components can be high enough to cause
concentrated impact. Operators should lower serious burns. Allow all components to cool
before initiating removal procedures.

Power Train
Transverter Cooling System 3. Disconnect and cap the hoses to the

cooler fan assembly and remove the
The transverter cooling system consists of
cooling fan assembly and compartment
the transverter oil radiator, the fuel cooling
hood.
radiator, and the hydraulic oil cooling radia-
tor. The cooling system is bolted to the mid- 4. Remove and cap the hydraulic hoses to
ship compartment door. Air is pulled through the pumps and transverter. It may be nec-
the radiator system by a fan that is driven by essary to remove all hoses in the trans-
hydraulic oil passing through its turbines. To verter compartment.
remove the cooling radiator: 5. Remove the upper cross-member that is
1. Secure the compartment door and place situated in the midship compartment.
suitable containers to collect hydraulic 6. Disconnect the wiring harness from the
oil, transverter oil and fuel. transverter and lay aside. Make sure the
2. Drain the cooler system, making sure harness is clear of the working area.
that the fuel and oils are separated. 7. Disconnect the engine to transverter
3. Remove the bolts holding the radiator driveline from the transverter.
system in place. 8. Disconnect the midship and rear drive-
4. Carefully lower the radiator system to a lines.
stand on the shop floor. 9. Remove the bottom and top mounting
Replacing the Transverter Cooling bolts.
Radiator 10. Attach a lift eye to the front plate of the
Replace the radiator by reversing the transverter. Use the threaded holes
removal steps. behind the dip-stick mounting bracket.
11. Use the top lift eyes to hoist the trans-
Removing the Transverter
verter unit out of its compartment.
Remove and replace the transverter assembly NOTE: It is important to make sure that the
as outlined in the following paragraphs. transverter hoisting chains are adjusted so
NOTE: It is important to identify and label that the transverter is lifted evenly out of the
all hoses and wiring prior to removing them compartment.
from the transverter. This will allow the 12. While lifting the transverter out of the
speedy re-installation of the transverter. vehicle, take care to ensure the unit does
1. Remove the rear driveline from under the not catch on any hydraulic hoses or wir-
scooptram. ing.
2. Place a suitable container below the 13. Place the transverter in a safe location on
transverter and drain the oil. After the oil a stand or on the shop floor.
is out of the transverter, replace the drain
plug.

Power Train
Reinstalling the Transverter Drivelines

Install the transverter as follows: Most driveline sections are removed and
replaced in somewhat similar manners.
1. Using the same hoist, spreader bar,
However, for ease in locating procedures and
chains, and lift fittings as used in
precise coverage of minor differences, the
removal, lift the transverter from its
following paragraphs contain procedures for
stand and, taking care that it does not
each driveline section.
catch on anything, lower it into the
power frame until the mounting brackets CAUTION: Removing any driveline section
set solidly on the frame. reduces the effectiveness of the parking
brake. Make certain that all wheels are
2. Remove the hoist, transverter lift
blocked securely before removing a driveline
spreader bar, chains, and lift fittings.
section.
3. Reinstall the bolts that secure each trans-
Note: In each of the following replacement
verter mounting bracket to the power
procedures, the procedure assumes that the
frame.
scooptram is in the same condition and posi-
4. Reinstall the driveline sections. tion as at the conclusion of the associated
5. Reconnect the electrical harness to the removal procedure.
transverter. Phasing the Driveline
6. Reinstall the dump/hoist, steering, and
brake pumps. Reconnect the hydraulic
lines and their retainer clamps to the
pumps.
7. Uncap or unplug and reinstall the
Yokes Must Be In Line
hydraulic lines and their retainer clamps
that run above the transverter.
8. Fill the transverter with proper oil.
9. Replace the transverter/hydraulic/fuel
cooling radiator and the lines that feed
the radiator, ensuring that the retaining
When a splined shaft is assembled to a slip
clamps are also reinstalled to the appro-
yoke, splines must be aligned so that the
priate hose.
yokes at either end of the shaft are in the
10. Reinstall the hood above the transverter same plane, that is “in phase”. When the
compartment. shaft is assembled with the yokes in different
11. After starting the engine, check the trans- planes, the driveline will be “out of phase”.
verter oil level and leaks in the system. Drive shafts are phased and balanced at the
Factory and are “marked” for correct assem-

Power Train
bly with match marks at the yoke flange ends 3. Once the bearings are properly seated,
and on the propeller shaft. insert the capscrew fasteners and torque
Lubricate the splines thoroughly, and prop- them to the proper values using a suitable
erly assemble and “phase” the shaft. Mis- torque wrench.
phasing the drive shaft can cause vibrations Note: Do not use lockwashers, lockplates or
throughout the driveline, contributing to lockwire to secure the fasteners. These
bearing failure. devices will not prevent the fasteners from
loosening. Proper torquing is the most reli-
Installing the Drive Shaft
able method of securing fasteners.
Install drive shafts with the slip yoke toward
Installing Driveline Guards
the source of power (torque). Reverse instal-
lation if doing it provides better access to the Driveline guards help restrain a drive shaft
lube fitting on the slip yoke. when a universal joint fails. The guard pre-
Note: The lube fitting on each of the univer- vents the drive shaft from rotating out of
sal joints and the fitting on the slip yoke control within the frame of the scooptram
should all be on the same side of the shaft for and damaging other components, and caus-
ease of servicing. ing possible injury to personnel.
If the scooptram does not have driveline
Yokes and Bearing Mounts
guards, it is recommended that these devices
Note: Yoke faces, bearing mounting faces, be fabricated and installed on the scooptram,
and keyways must be free of burrs, nicks, dirt or ordered from Atlas Copco Wagner, Inc.
and paint to allow proper assembly and WARNING: Always make sure
retention of the bearings. there is a driveline guard installed
1. To assemble the cross and bearing around or over the midship drive
assembly to a yoke, insert the key of one shaft. This guard provides protec-
bearing cap into the keyway of the yoke tion for the operator.
flange.
Upbox to Transverter Driveline
2. Insert the key of the opposite bearing cap
into the yoke. The bearing cap has Remove and replace the converter to trans-
machined surfaces keyway, so some verter driveline as outlined in the following
compression of the seals may be required paragraphs.
to seat the second bearing. This can be Removal:
done using a C clamp, tapping with a soft
hammer, or by using hand pressure. 1. Wrap several layers of masking tape
around the bearings on the front univer-
Note: Do not use bearing mounting cap- sal joint cross.
screws as jacking screws in order to seat the
bearing in the yoke.

Power Train
2. Remove the bolts that secure the front Transverter to Front Axle Driveline
universal joint cross to the upbox yoke.
Remove and replace the transverter to front
Make certain that the tape holds the bear-
ings in place on the cross. axle driveline as outlined in the following
paragraphs.
3. Wrap several layers of masking tape
Removal:
around the bearings on the rear universal
joint cross. 1. Wrap several layers of masking tape
4. Remove the bolts that secure the rear around the bearings on the front univer-
universal joint cross to the transverter sal joint cross.
input shaft yoke. Make certain that the 2. Remove the bolts that secure the front
tape holds the bearings in place on the universal joint cross to the front axle
cross. input shaft yoke. Make certain that the
5. Remove the driveline section. tape holds the bearings in place on the
cross.
Reinstallation:
1. Place the upbox to transverter driveline around the bearings on the rear universal
section in approximate position. joint cross.
2. Reinstall the bolts that secure the rear 4. Remove the bolts that secure the rear
universal joint cross to the transverter universal joint cross to the transverter
input shaft yoke, but do not tighten yet. front output shaft yoke. Make certain that
Remove the tape from the bearings on the tape holds the bearings in place on
the cross. the cross.
3. Remove the bolts that secure the rear 5. Remove the driveline section.
universal joint cross to the transverter
Reinstallation:
front output shaft yoke. Make certain that
the tape holds the bearings in place on 1. Place the transverter to front axle drive-
the cross. line in approximate position.
4. Reinstall the bolts that secure the front 2. Reinstall the bolts that secure the rear
universal joint cross to the converter universal joint cross to the transverter
yoke, but do not tighten yet. Remove the front output shaft yoke, but do not
tape from the bearings on the cross. tighten yet. Remove the tape from the
5. Reinstall the bolts that secure the drive- bearings on the cross.
line carrier bearing to the power frame. 3. Reinstall the bolts that secure the front
6. Inspect the positions of the bearings. If universal joint cross to the front axle
all are in the correct position, torque the input shaft yoke, but do not tighten yet.
bolts to their proper setting (see Appen- Remove the tape from the bearings on
dix). the cross.

Power Train
4. Inspect the positions of the bearings. If 3. Reinstall the bolts that secure the front
all are in the correct position, torque the universal joint cross to the transverter
bolts to their proper setting (see Appen- rear output shaft yoke, but do not tighten
dix). yet. Remove the tape from the bearings
on the cross.
Midship Driveline
4. Inspect the positions of the bearings. If
Remove and replace the midship driveline as all are in the correct position, torque the
outlined in the following paragraphs. bolts their proper setting (see Appendix).
Removal:
Midship-to-Flange Bearing Driveline
1. Wrap several layers of masking tape Remove and replace the midship-to-flange
around the bearings on the front univer- bearing driveline as outlined below.
sal joint cross.
Removal:
2. Remove the bolts that secure the front
universal joint cross to the transverter 1. Wrap several layers of masking tape
rear output shaft yoke. Make certain that around the bearings on the front univer-
the tape holds the bearings in place on sal joint cross.
the cross. 2. Remove the bolts that secure the front
3. Wrap several layers of masking tape universal joint cross to the oscillator rear
around the bearings on the rear universal yoke. Make certain that the tape holds
joint cross. the bearings in place on the cross.
4. Remove the bolts that secure the rear 3. Wrap several layers of masking tape
universal joint cross to the oscillator around the bearings on the rear universal
front yoke. Make certain that the tape joint cross.
holds the bearings in place on the cross. 4. Remove the bolts that secure the rear
5. Remove the driveline section. universal joint cross to the axle input
shaft yoke. Make certain that the tape
Reinstallation:
holds the bearings in place on the cross.
1. Place the midship driveline in approxi- 5. Remove the driveline section.
mate position.
Reinstallation:
2. Reinstall the bolts that secure the rear
universal joint cross to the oscillator 1. Place the driveline in approximate posi-
front yoke, but do not tighten yet. tion.
Remove the tape from the bearings on
2. Reinstall the bolts that secure the rear
the cross. universal joint cross to the axle input
shaft yoke, but do not tighten yet.
the cross.

Power Train
3. Reinstall the bolts that secure the front 3. Reinstall the bolts that secure the front
universal joint cross to the oscillator rear universal joint cross to the axle output
yoke, but do not tighten yet. Remove the shaft yoke, but do not tighten yet.
tape from the bearings on the cross. Remove the tape from the bearings on
the cross.
4. Inspect the positions of the bearings. If
all are in the correct position, torque the 4. Inspect the positions of the bearings. If
bolts to their proper setting (see Appen- all are in the correct position, torque the
dix). bolts to their proper setting (see Appen-
dix).
Flange Bearing to Front Axle Driveline
Remove and replace the flange bearing to Axles
front axle driveline as outlined below.
Note: In each of the following replacement
Removal: procedures, the procedure assumes that the
scooptram is in the same condition and posi-
1. Wrap several layers of masking tape tion as at the conclusion of the associated
around the bearings on the front univer- removal procedure.
sal joint cross.
Front Axle
2. Remove the bolts that secure the front
universal joint cross to the axle output Remove and replace the front axle as out-
shaft yoke. Make certain that the tape lined in the following paragraphs.
holds the bearings in place on the cross.
Removal:
around the bearings on the rear universal 1. Relieve all pressure from the hydraulic
joint cross. system by venting at the breather and/or
loosening the tank cap.
4. Remove the bolts that secure the rear
universal joint cross to the axle pinion 2. Disconnect the flange bearing to front
shaft yoke. Make certain that the tape axle driveline from the front axle.
holds the bearings in place on the cross. 3. Disconnect the brake and brake cooling
5. Remove the driveline section. lines from the wheel ends. Immediately
cap or plug each line or connection.
Reinstallation:
4. Place a hoist above the axle and rig a
1. Place the driveline in the approximate sling to lift the axle.
position.
IMPORTANT: Be sure the hoist is capable
2. Reinstall the bolts that secure the rear of lifting the axle.
universal joint cross to the axle pinion
5. Remove the nuts from the bolts that
shaft yoke, but do not tighten yet.
secure the axle to each side of the axle
hanger.
the cross.

Power Train
6. Lift the axle and place it on the axle 5. Remove the nuts from the bolts that
stand. secure the entire axle assembly, which
includes the oscillating cradle, to each
Reinstallation:
side of the axle hanger.
1. Using the same hoist and sling used in 6. Lift the axle assembly and place it on the
removal, lift the axle from the axle stand axle stand.
and set it in place.
Reinstallation:
2. Reinstall the bolts that secure the axle to
each side of the hanger and tighten but 1. Using the same hoist and sling used in
do not torque the nuts at this time. removal, lift the axle assembly from the
3. Torque the nuts to their proper setting, axle stand and set it in place.
then install a lock nut over the nut on 2. Reinstall the bolts that secure the axle
each of the bolts and torque it to its assembly to each side of the hanger and
proper setting. See Appendix for the tighten but do not torque the nuts at this
appropriate bolt torques. time.
4. Uncap or unplug and reconnect the brake 3. Torque the nuts to their proper settings,
and brake cooling lines. then install a lock nut over the nut on
5. Reinstall the flange bearing to front axle each of the bolts and torque it to its
driveline to the front axle. proper setting. See the torque table in the
Appendix for proper settings.
Rear Axle
4. Uncap or unplug and reconnect the brake
Remove and replace the rear axle as outlined and brake cooling lines.
in the following paragraphs. 5. Reinstall the transverter to rear axle driv-
Removal: eline to the rear axle.
1. Bleed all pressure from the hydraulic SAHR Brake Assembly/Disassembly

system by venting at the breather and/or
loosening the tank cap. Disassembly
2. Disconnect the transverter to rear axle WARNING: The procedures
driveline. described here must be followed
exactly. Failure to do so may result
3. Disconnect the brake and brake cooling
in personal injury. High internal spring ten-
lines from the wheel ends. Immediately
sions are basic to the SAHR brake’s design.
cap or plug each line or connection.
This makes improper disassembly of the
4. Place a hoist above the axle and rig a brake unit very dangerous. Have all neces-
sling to lift the axle. sary tools available and be familiar with the
IMPORTANT: Be sure the hoist is capable procedures before starting the disassembly.
of lifting the axle.

Power Train
CAUTION: The front cover and backing make certain to exercise care in keeping all
plate must be “backed out” slowly to relieve parts as clean as possible to avoid contami-
inner spring tension. If these steps are not nation.
followed precisely, personal injury may 2. Remove quad sealing ring from the hous-
result! ing.
NOTE: The front cover is under spring pres-
sure for approximately the first inch of bolt
travel unless pressure (1500 psi) is applied
to release the brake. If pressure is applied to
the brake (by using a port-a-power, for
example), the bolts can simply be loosened
and removed.
1. Back-out the bolts from the front cover
plate by loosening each bolt 1/2 to 1 turn
at a time in a crisscross pattern until all
bolts are removed. Then lift off the front 3. Remove disks from the brake housing.
cover plate.
4. Flip the brake assembly over.
NOTE: The pictures in this manual illustrate

the disassembly/assembly procedures with
the brake unit dismounted from the axle. If
you are performing these procedures with CAUTION: This step will release the spring
the brake assembly still mounted on the axle, force, proceed with care.

Power Train
5. Begin by removing every other bolt. 7. Remove springs from the brake housing.
Then slowly release the backing plate by
loosening the remaining bolts 1/2 to 1
turn at a time in a crisscross pattern.
Make certain to criss-cross when loosen-
ing the bolts to minimize stress on the
backing plate. Continue slowly loosening
the bolts 1/2 to 1 turn at a time until all
but three or four equally spaced bolts are
removed. These bolts will hold the unit
together when you flip it over.
8. Remove the 0-ring from the backing

plate.
6. Once you’ve flipped the unit over,

remove the remaining bolts and lift the
housing off the springs and backing
plate. 9. Remove the port 0-rings from the brake
housing.

Power Train
10. Tap the piston from the housing with a 12. Remove inner piston seal and expander
rubber mallet. Separate the piston from ring from the housing.
the housing.
11. Remove outer piston seal & expander Cleaning and Inspection
ring from the piston. Cleaning
Clean all parts thoroughly using a solvent.

Parts should be immersed in cleaning fluid
and moved up and down slowly until all old
lubricant and foreign matter is dissolved and
parts are thoroughly cleaned.
Inspection
Make a careful and thorough inspection of

all parts. You can avoid costly failures at a
later date by identifying and replacing all
parts showing wear or fatigue. Carefully
inspect all piston seal surfaces, grooves,
edges of grooves, as well as housing bore
and outer diameter of piston.
Housing, Covers, etc.
Make sure that all housings, covers, and

bearing caps are thoroughly cleaned and that
mating surfaces are free of nicks or burrs.

Power Train
Check for cracks or other conditions which 3. Insert the piston into the brake housing.
could result in oil leaks or failure. Use a press of C-clamps to install the pis-
ton evenly and to prevent seal damage.
Piston and Housing Seals
The piston must enter the housing
You should always use new Atlas Copco evenly.
Wagner replacement seals when rebuilding
the SAHR brake. Handle all sealing mem-
bers carefully. Cutting, nicking, or over-
stretching can result in premature failure.
Assembly of the SAHR Brakes
1. Install expander ring and outer piston
seal in the piston. Do not over-stretch or
cut the rings.
4. Clean all holes in the backing plate.
2. Install expander ring and inner piston

seal in the brake housing.

Power Train
5. Insert 0-ring onto backing plate. 8. Insert and partial tighten three or four
bolts through the backing plate into the
housing. Evenly space these bolts to dis-
tribute the load as the brake unit is being
turned over.
6. Insert springs into the backing plate.

There are two sizes of springs. Install so
that the tops are even.
9. Turn the assembly over.
7. Lower housing & piston assembly onto

backing plate. Be sure to index the hous-
ing to the backing plate so the ports and 10. Install 0-rings into the port grooves.
dowel holes all line up.

Power Train
11. Install all mounting bolts with Loctite 14. Finish installing roll pins. Then flip the
#262. assembly over.
IMPORTANT: Slowly tighten the backing

plate onto the housing by turning each bolt
1/2 to 1 turn in a criss-crossing pattern. Do 15. Install stationary and friction disks from
not use an impact wrench. the brake housing.
12. Just before the backing plate contacts the
housing, install roll pin(s) through back-
ing plate into mating holes in the hous-
ing. Continue tightening until the
backing plate is snug against the brake
housing.
13. Torque the bolts to 407-447 N-m (300-
330 ft./lbs).
CAUTION: Be certain that a stationary disk

is placed against the piston first. A friction
disk against the piston will damage the pis-
ton.

Power Train
16. Insert quad sealing ring into the housing. Tire Demounting And Mounting
Procedures
WARNING: Tire and rim servicing
can be dangerous, and should be
done by trained personnel using
ACW00073 pict
proper tools and procedures.

WARNING: Failure to comply with
these procedures may result in faulty
positioning of the tire and/or rim,
ACW00073 pict
and cause the assembly to burst with explo-

sive force, sufficient to cause serious physi-
cal injury or death.
The following illustration shows a cross-sec-
tion of the wheels.
17. Set the front plate back on the housing,
and insert and tighten the bolts. Torque Earthmover rim locking wheel flange with
the bolts to 407-447 N-m (300 -330 ft- heavy duty driver.
lbs).
1. Rim Base Weldment

2. Bead Seat
3. Lock Ring
4. Flange
5. O-Ring
6. Heavy Duty Driver
7. Locking Wheel Flange
NOTE: To properly secure the front plate to Demounting

the housing, either pressurize the brake to
1. Connect articulation lock to the frame
release it and simply install all bolts, or
mounts prior to lifting the vehicle.
tighten bolts in a crisscross pattern 1/2 to I
turn at a time.

Power Train
2. Attach a Do Not Operate tag to the Off/ 9. Demount tire from wheel using accepted
On/Start switch. shop practices.
3. Block wheels not being serviced. Mounting
4. Using a jack, hoist, or other suitable Review safety warnings and cautions for dis-
method, raise the vehicle until the wheel mounting before beginning work.
to be serviced just clears the ground.
1. Verify articulation locking bar is secured
WARNING: Ensure that the method between both frame mounts and Do Not
used to elevate the scooptram is sta- Operate tag is in place on Off/On/Start
ble and capable of raising and sup-
ACW00073 pict
switch.
porting the weight. If the tire being removed
is on an oscillating axle, be sure to block the 2. Verify all blocking and cribbing is
carrier. securely in place.
5. Crib or securely block the vehicle before 3. Clean all wheel and hub mounting sur-
proceeding with wheel removal. faces. Remove all dirt, grease or paint
before installing wheel.
WARNING: DO NOT attempt to
remove any rim or wheel compo- 4. Replace the wheel using a hoist and sling
nents such as lugs or wheel clamps
ACW00073 pict or forklift capable of safely supporting
before all pressure in the tire is exhausted. A the load. Make sure the valve stem is
broken rim part under pressure can blow aligned with any clearance slot in the
apart and cause severe injury or death. axle hub.
6. Remove the valve core and exhaust all 5. Install mounting hardware and secure the
air from the tire. Stand clear or to the side tire and rim in accordance with the
during deflation. torque settings specified in the Appen-
dix.
7. Check the valve stem by running a piece
of wire through the stem to make sure it 6. Once the tire is mounted, lower the vehi-
is not plugged before proceeding with cle to the ground, using jacks, hoists or
wheel service. other suitable method.
WARNING: DO NOT look into the 7. Remove all cribs and blocks.
valve stem while clearing restric- 8. Remove and stow articulation lock.
ACW00073 pict
tions.
9. Remove Do Not Operate tag from Off/
8. Remove the wheel using a hoist and sling On/Start switch.
capable of supporting the load.
CAUTION: Use caution when removing Inspection
wheels or heavy rim components. Stand to Inspect wheel components for defects,
one side and keep hands and fingers clear observing the following precautions:
when using demounting tools. The tool may
slip and cause injury. 1. Clean rims and repaint to prevent corro-

Power Train
sion and to facilitate inspection and tire 4. Do not, under any circumstances,
mounting. Be very careful to clean all attempt to re-work, weld, heat, or braze
dirt and rust from the lock ring and gut- any rim components that are cracked,
ter. This is important to secure the lock broken, or damaged. Replace them with
ring in its proper position. A filter on the new parts, or spare parts that are not
air inflation equipment to remove the cracked, broken, or damaged and which
moisture from the air line helps prevent are of the same size and type. Heating a
corrosion. The filter should be checked part may weaken it to the extent that it is
periodically to be sure that it is working unable to withstand forces of inflation or
properly. Parts must be clean for a proper operation.
fit, particularly the gutter section which
holds the lock ring in proper position.
2. Check the rim for cracks. Replace all
cracked, badly worn, damaged, and
severely rusted components with new
parts of the same size and type. Replace a
component when condition is in doubt.
Parts that are cracked, damaged, or
excessively corroded are weakened. Bent
or repaired parts may not engage prop-
erly.
3. Don’t re-inflate a tire that has been run
flat without first inspecting the tire, tube,
flap, rim, and wheel assembly. Double
check the side ring, flange, bead seat,
lock ring, and o-ring for damage and
make sure that they are secure in the gut-
ter before installation. Components may
have been damaged or dislocated during
the time the tire was run flat or seriously
under-inflated.

Power Train
5. Make sure the correct parts are being

assembled. If you are not sure about the
proper mating of rim and wheel parts,
consult a rim and wheel chart.
2 Correct 2
1
3 3
6
4
1 3
4 Incorrect
1 1 8 2
7
5
8
1 6 4 1
2
5
7
1. Base • Overheating
2. Side Ring
• Valve Stem Tear Outs
3. Proper Fit
4. Lock Ring • Sidewall Failure
5. Improper Fit
• Ply Separation
6. Flange
7. Loose Fit • Blowouts
8. Bead Seat Too High Most rims look alike but all vary somewhat
WARNING: Mismatched rim parts in certain design features. It is these differ-
are dangerous!!! ences between rims of different types that
make “part mixing” a hazardous business. A
close, proper fit between rim parts is essen-
Improper rim selection can cause these oper- tial to long tire life as well as to operating
ating problems: safety.
• Tire Slippage Very often side-rings, flanges, and lock rings
of different types appear to be properly
• Excessive Flexing
seated, but actually wide gaps are present,
• Tube Pinching frequently difficult to see. The rim cross-sec-

Power Train
tions above show correct, safe matchings of damage the components being hammered
rim parts, as well as mismatched rings and and cause an improper fit.
bases which almost always create an unsafe
• Never sit on or stand in front of a tire and
operating condition.
rim assembly that is being inflated. Use a
clip-on fitting or connector with an in-
Mounting and Inflating line valve so that the person inflating the
Observe the following precautions during tire can stand to the side of the tire, not in
mounting and inflation: front or in back of the tire assembly.
• Inflate all tires in a safety cage, then use • Stand clear when using a cable or chain
safety chains or an equivalent restraining sling. The cable or chain may break, lash
device during inflation. Mis-assembled out, and cause injury.
parts may fly apart during inflation. • Never attempt to weld on an inflated tire/
• Don’t inflate a tire before all components rim assembly or on a rim assembly with
are properly in place. With the tire in a a deflated tire. Heat from welding will
safety cage and safety chains or equiva- cause a sudden, drastic rise in pressure
lent restraining devices installed, inflate which could result in an explosion with
to approximately 10 psi (.69 bar). the force of a bomb. The heat from weld-
Recheck the components for proper ing can also cause deflated tires to catch
assembly. If the assembly is not proper, fire.
deflate the tire and correct the problem. • Never mix parts of one type rim with
• NEVER hammer on an inflated or par- those of another. Mis-matched parts may
tially inflated tire/rim assembly. If the appear to fit, but when inflated, can fly
assembly is not proper at 10 psi (.69 bar), apart with explosive force.
deflate the tire and correct the problem. • Never add or remove an attachment or
Don’t try to seat rings or other compo- otherwise modify a rim (especially by
nents by hammering while the tire is welding or brazing) unless the tire has
inflated or partially inflated. Properly been removed and you have received
matched and assembled components will approval from the rim manufacturer.
seat without tapping. If a part is tapped, it Modification or heating of a rim or one
or the tapping tool may fly out with of its parts may weaken it.
explosive force. Check to make sure all
components are properly seated prior to 1. Install tire on the wheel. Complete
inflation. assembly of wheel components.
• Don't hammer on rims or components

with steel hammers. Use rubber, lead,
plastic, or brass faced mallets if it is nec-
essary to tap un-inflated components
together. The use of steel hammers may

Power Train
2. Align driver pockets in bead seat band 4. Make certain that all parts are properly
and base. aligned before inflation.
3. Insert driving key into driver pocket on 5. When properly aligned, the bead seat
base. band and pocket will move out and lock
the drive key during inflation.
6. Mount completed wheel and tire assem-

bly on the axle, then tighten lugs to the
specified torque.
7. Remove cribbing or blocks and lower the
vehicle.

Power Train
8. Check that tire is inflated to the specified 1. Don’t use undersized rims. Use recom-
pressure following the applicable precau- mended rim for tire. Consult catalogs for
tions listed above. proper time/rim matching.
Note: Outboard drivers are on those rims 2. Don’t overload or over-inflate tire/rim
used in high torque and/or low inflation assemblies. Check your rim assemblies if
pressure applications, preventing circumfer- special operating conditions are required.
ential movement of the rim components. Rim Excessive overload can cause damage to
assemblies with an “M” or “L” near the end the tire and rim assembly.
of the style designation (part number) are so 3. Never run a scooptram on one tire of a
equipped. dual assembly. The carrying capacity of
the single tire and rim is dangerously
Wheel Nut Torque exceeded, and operating a scooptram in
Wheel nuts must be tightened in an alternat- this manner can result in damage to the
ing pattern. rim and tire assembly.
Wheel nuts are to be tightened to the correct 4. Never install a tube in a tubeless tire/rim
torque upon initial installation or reinstalla- assembly when the rim is suspected of
tion on the scooptram. leaking. Loss of air pressure through
fatigue, cracks, or other fractures in a
Wheel nuts are to be checked for correct tubeless rim warns you of a potential rim
torque every four (4) hours for the first failure. This safety feature is lost when
twelve (12) hours of operation. tubes are used with leaking rims. Contin-
Wheel nuts are to be checked for correct ued use may cause the rim to burst with
torque every eight (8) hours for the next explosive force.
thirty-two (32) hours of operation. Thereaf- 5. Always inspect rims and wheels for dam-
ter, check wheel nuts every one hundred age during tire checks. Early detection of
(100) hours, or weekly. potential rim failures may prevent seri-
IMPORTANT: Before mounting and torqu- ous injury.
ing...Remove all paint, dirt and rust from 6. Never add or remove an attachment or
both sides of wheels at mating surfaces otherwise modify a rim (especially by
around lug bolt holes. THESE AREAS heating, welding, or brazing) unless the
MUST BE CLEAN. Also, clean axle wheel tire has been removed and approval has
end surfaces which mate with back side of been received from the rim manufacturer.
wheels. Proper torque cannot be maintained Modification or heating of a rim or one
unless these surfaces are clean and free of of its parts may weaken it so that it can-
paint, dirt or grease. not withstand forces created by inflation
or operation.
Operating Precautions
Observe the following precautions when put-
ting the scooptram back in service:

Power Train
Recapping blue paint, will provide indirect lighting in

the daytime which is not injurious.
For some off-road operations, such as muck-
ing and hauling, recapping tires can be cost Wagner does not recommend the storage of
effective alternative to replacement with new tires out of doors. Where this is necessary,
tires. Most tires are generally recappable, whether in transit or stationary storage, tires
depending on how well they have been should be protected from the elements by an
inspected during their service life. opaque waterproof covering. Such tires
should be inspected before mounting to be
The deciding factor is the severity of the job sure they are clean, dry, and free of foreign
the tire must do. Some jobs are too tough for objects.
recapped tires. High speed, overloading, and
long service at low inflation pressure all take Mounting for Storage
too much life out of the cord body for it to
last longer than the life of one tread. When a scooptram is to be stored for a
period of time, the mounted and inflated tires
On large tires with wire in the body, recap-
should be blocked up to remove the load, and
ping is advantageous. Modern recappers can
the inflation pressure should be reduced to l5
recap wire and will replace the wire, if nec-
psi (1 bar).
essary.
Storage of scooptrams should be under
Tire Storage cover, if possible, and each tire should be
protected from the elements by an opaque
The most important factor about tire storage waterproof covering.
is to use the tires which have been in stock
the longest period of time. If it is not possible to block up the scoop-
tram, the tire inflation pressure should be
If tires are to be stored for a considerable increased to 25% above the rated psi for the
length of time, the ideal condition is a cool, actual load on the tire in the storage condi-
dry, and dark location, free from air currents. tion. The tires should be checked every two
While low temperatures are not objection- weeks for proper inflation.
able, high room temperature (over 26.7° C /
80° F) is detrimental and should be avoided. The surface area under each scooptram in
storage should be firm, reasonable level,
Always keep the floor clean and free of oil well drained, and free of all oil, fuel, or
and grease. Rubber quickly absorbs petro- grease. A 1/4 inch to 3/ 4 inch (6.4-19.1 mm)
leum products and then swells and becomes layer of clean gravel under each tire is desir-
soft and spongy. able if the area is not paved. Storage should
Particular care should be taken to store tires not be permitted on blacktop or oil stabilized
away from electric motors as they generate surfaces.
ozone which causes rapid aging of the rub- Tires must be inflated to the proper operating
ber. Keep the storage room dark, or free from pressure before returning a stored scooptram
direct sunlight. Windows, if given a coat of to service.

Power Train

Section 5 Frame
Introduction 1. Lower the boom until it is resting on its
stops.
This section contains removal and replace-
ment instructions for the following compo- 2. Roll the bucket back until the bottom of
nents: the bucket is parallel with the ground.
• Major components on the Load Frame
other than the power train, hydraulic sys-
tems, and electrical system.
• Major components on the Power Frame
other than the power train, hydraulic sys-
tems, and electrical system.
• Separating and reconnecting the Load
Frame and the Power Frame.
Wherever possible, procedures are presented
in the sequence required for orderly removal; 3. Place suitable support blocks, or a pal-
that is, if an item must be removed before ette, under the bucket so that it rests on
another item can be removed, that item is the supports.
covered first. WARNING: The bucket is extremely
heavy. Severe injury or death may
Load Frame result if the support blocks are not
ACW00073 pict
strong enough to hold the weight of the

WARNING: Block all wheels,
bucket.
remove the key from the ignition
switch, and place a Do Not Operate
ACW00073 pict
WARNING: Place support blocks,
tag on the steering wheel (or lever) before or palette, under the entire bucket
removing the bucket or boom. making sure that it is stabilized and
ACW00073 pict
not rocking.
Removing the bucket
4. Roll the bucket down until it is resting on
Remove the bucket as follows: the supports, level but not on the ground.
WARNING: Depending on the IMPORTANT: Make sure that the entire
scooptram model, the bucket could bucket is resting on the support blocks.
weigh up to 6800 kilograms (15,000
ACW00073 pict
lbs.). Do not reach or lean underneath the

bucket unnecessarily.
Rev. 9608 Atlas Copco Scooptrams Service Instructions 113

Frame
5. Disconnect the Dog-bones from the one under or around an unsupported Z-Bar
bucket by removing the trunnion caps assembly.
from the bucket end. 1. Park the Scooptram on a flat hard sur-
face. Rest the tip of the bucket on the
ground.
Note: It is not necessary to remove the
bucket to remove the Z-Bar.
2. Remove the stabilizer cylinder guard.
6. Remove the trunnion caps from the main

boom pins on the bucket.
7. Back the vehicle away from the bucket

or hoist the bucket from in front of the 3. Remove the stem-end trunnion caps of
vehicle. the stabilizer cylinder on the Z-Bar.
Replacing the bucket

Reinstall the bucket in the reverse order of
removal.
Removing the Z-Bar
Follow these instructions to remove the Z-
Bar from the boom assembly:
WARNING: The Z-Bar is extremely
heavy. Take care to NOT place any
ACW00073 pict
114 Atlas Copco Scooptrams Service Instructions Rev 9608

Frame
4. With a suitable hoist, lift the stabilizer Removing the boom

cylinder stem-end up out of the Z-Bar
Remove the boom as follows:
trunnion cradle.
WARNING: Depending on the
5. Place suitable support blocks under the
scooptram model, the boom could
raised stabilizer cylinder and lower onto
ACW00073 pict
the blocks.
lbs.). Do not reach or lean underneath the
6. Remove the dog-bones from the bottom boom without it being properly supported.
end of the Z-Bar and lower to the ground.
1. Park the Scooptram on a flat hard sur-
face.
2. Follow the procedures for removing the
bucket.
3. Follow the procedures for removing the
Z-Bar.
4. Support the stabilizer cylinders with suit-
able blocks using the load frame as sup-
port. Do not rest the blocks on the boom
cross section.
7. Attach a hoist chain to the Z-Bar stabi-
lizer end and remove the trunnion caps 5. Hydraulically lift the boom until it is
from the Z-Bar swivel mount. Hoist the high enough for the hoist cylinder stem-
Z-Bar out of the way. end pins to clear the front tires. Prop the
boom up so that it is securely supported
with proper weight rated stands.
6. To disconnect the hoist cylinders, first
place a brace between the cylinder and
the load frame then loosen the split cap
screw and pound a wedge into the gap to
release the pressure on the pin (ST700
and ST1800 have trunnion caps instead
of the split caps). Remove the pin and
place on a clean surface. It is not neces-
sary to remove the hoist cylinders from
the load frame in order to take off the
Reinstalling the Z-Bar boom.
Follow the removal procedures in reverse

order.
Rev 9608 Atlas Copco Scooptrams Service Instructions 115

Frame
7. Connect three chains, which are fastened 5. Lift the hood and install the support.
to three lifting points on the boom, to the
lifting hoist hook. Make sure that the
chain lengths are adjusted to lift the
boom squarely.
8. Remove the trunnion caps from the
boom base end swivel mount and pull the
pins from the assembly.
9. Hoist the boom assembly off of the load
frame and set it so that it is securely sup-
ported.
Replacing the boom 6. Disconnect the gas support struts on both
Reinstall the boom in the reverse order of sides.
removal.
Power Frame
Removing and Replacing Hoods
The following procedures are generalized so
for all of the hoods on the scooptrams.
WARNING: The scooptram hoods
are heavy. Do not reach or lean
underneath any hood unnecessarily
ACW00073 pict
when the hood is raised without first install-

ing the hood prop.
Hood Removal
Remove the hoods as described in the fol-
lowing steps:
1. Park the Scooptram on a flat hard surface
and turn the engine off.
2. Block all tires.
3. Rig a hoist capable of lifting the hood
above the scooptram.
4. Unlatch the hood.

Frame
7. Remove the hinge bolts. 2. Place blocks in front of and behind all
wheels.
3. Remove any hoods that are in the way.
Follow the hood removal procedures.
4. Turn the fuel cut-off switch to the OFF
position.
1. Fuel Cut-off Switch in the OFF Position

5. Place a suitable clean container under the
fuel tank drain plug and slowly remove
8. Slowly lift the hood with the hoist, mak- the plug. Let the tank drain completely.
ing sure it does not strike the frame or 6. Label, remove, and cap the fuel lines at
catch on any components nearby and the tank. Move the hoses out of the way
place the hood on blocks in a safe loca- so they will not become entangled with
tion away from the work area. the tank.
Hood Replacement
Replace the hood in reverse order.

IMPORTANT: Always install the hood
latches after servicing the Scooptram.
Removing the Fuel Tank
The following steps are not specific to a par-
ticular model but are generalized to cover the
basic removal steps.
1. Park the Scooptram on a flat level sur- 7. Disconnect the fuel gauge wiring.
face.

Frame
8. Attach a lifting device rated to lift around before separating the Load Frame and the
450 kg (1000 lbs) to the lift points on the Power Frame.
tank.
Separating the Load Frame from the
Power Frame
2
In order to separate the Load Frame and the
Power Frame all tension must be removed
from the articulation joint. Separate as fol-
lows:
1. Place blocks in front of and behind all
1 wheels.
2. Follow the procedures in Section 6:
Hydraulics to relieve all hydraulic pres-
1. Fuel Tank Lift Eyes sure.
2. External Fuel Gauge (See Step 7)
3. Disconnect or remove the midship drive-
WARNING: The scooptram fuel line.
tank is heavy. Do not reach or lean
underneath the tank unnecessarily
ACW00073 pict
while it is being hoisted from the machine.

9. Loosen and remove the tank mounting
brackets and bolts.
10. Lift the fuel tank out of its compartment
making sure that any hoses or wires are
clear and not tangled with the tank.
11. Place the tank on the shop floor or work
stand so that it rests evenly and will no
4. Install two maintenance stands at the rear
tip over.
of the Power Frame. Adjust until they are
Replacing the Fuel Tank tight against the frame.
Follow the removal steps in reverse order of 5. Attach chains to the lifting points on the
disassembly. Load Frame and take enough strain with
the lifting hoist to raise the front end of
the Power Frame.
Separating and Reconnecting
the Load and Power Frames 6. Place a maintenance stand under the
front of the Power Frame and lower the
WARNING: Remove the ignition vehicle.
key, and place a Do Not Operate tag
ACW00073 pict
on the steering wheel (or lever)

Frame
7. Disconnect the hydraulic lines between 10. Perform either of the following:
the Load and Power Frames. Immedi- (1) Place a dolly capable of carrying the
ately cap or plug each line and connector. weight of the Load Frame under the
back of the frame. If the vehicle is
not on a concrete surface, place a
steel sheet on the ground on which to
roll the dolly. The steel sheet must be
of sufficient size to allow the Load
Frame to move forward approxi-
mately 1 meter (3 feet).
(2) Position a hoist over the front of the
Load Frame. The hoist must be capa-
ble of carrying the weight of the back
8. Disconnect the electrical lines between of the Load Frame, and must be capa-
the power and load frames at the power ble of moving approximately 1 meter
frame junction box. (3 feet) with the Load Frame. Rig a
sling to lift the frame.
10. Adjust the height of the dolly or hoist so
that the weight is removed from the artic-
ulation joint and remove the trunnion
caps from both the top joint and bottom
joint.
11. Remove the blocks from the Load Frame
wheels.
12. Move the Load Frame forward approxi-
9. Disconnect the steering cylinders from mately 1 meter (3 feet).
the Load Frame by removing the cylin- 13. Place blocks in front of and behind the
der-to-load frame (stem end) pins. Load Frame wheels.
14. Securely support the back of the Load
Frame frame with a maintenance stand or
wooden blocks.
Reconnecting the Load Frame and the
Power Frame
Reconnect the Load Frame and the Power
Frame as follows:
NOTE: This procedure assumes that the
vehicle is in the same condition and position

Frame
as at the end of the frame separation proce- Articulation Pins

dure.
Atlas-Copco Wagner Scooptrams are cur-
1. Remove the maintenance stand or rently supplied with taper roller articulation
wooden blocks from beneath the back of pins. Installation and removal of the articula-
the Load Frame. tion pins is not required to disconnect the
2. Remove the blocks from in front of and two frames. However during the life of the
behind the Load Frame wheels. scooptram, it may be necessary to remove
the hinge pins. The following explanation
3. Move the Load Frame backward until will provide sufficient information to accom-
aligned with the articulation pins. plish the pin removal and replacement.
4. Install the trunnion caps
3 1
5. Adjust the height of the rear of the Load
Frame as necessary for proper articulator
pin alignment.
2
6. Place blocks in front of and behind the
Load Frame wheels. 4
7. Insert the lower articulation pin. Re- 5
install the pin retaining cap. Lubricate
each articulation pin and retaining cap 7 6
bolt, and screw in all bolts. Do not
tighten. 8
8. Check the positions of all articulation pin
9 10
caps If both pins and all caps are in
proper position, properly torque the bolts
to according to specification. 12
11
9. Remove the dolly and its fittings from
beneath the Load Frame or remove the 8 14
hoist and its fittings from the frame.
10. Replace the midship driveline.
5
11. Reconnect the steering cylinders. 13
12. Unplug and reconnect the hydraulic
lines. 4
13. Remove the maintenance stands from 1

beneath the Power Frame.
14. Make sure the parking brake is set.
15. Remove all blocks from all wheels. 1. Bearing Retainer Plate Bolts

Frame
2. Pin Cap 3. Loosen and remove the pin cap bolts and
3. Pin Cap Bolts lift off the pin cap. Place the pin cap and
4. Bearing Retainer Plate bolts aside so that they may be reused.
5. Retainer Plate Seal
4. Loosen and remove the bearing retainer
6. Split Spacer
plate lock nuts and bolts.
7. Spacer
8. Bearing Cone 5. Carefully lift off the bearing retainer
9. Bearing Cup plates (both sides) and set aside for reuse.
10. Hinge Plate
6. Slide off the split spacer and the small
11. Hinge Plate Bore
spacer, set both aside for reuse.
12. Spacer Ring
13. Pin Shoulder 7. Remove the bearing cone. Note the posi-
14. Articulation Pin tion of the cone, and tag with placement
if the bearing will be reused.
IMPORTANT: The taper bearing cones and
bearing cup are a matched set. If the bearing 8. Depending on pin, either lower or lift the
is damaged or worn, replace the whole bear- pin from the hinge plate bore. Set the pin
ing assembly. aside for reuse.
IMPORTANT: Atlas Copco recommends 9. Slide the spacer ring and bearing cone off
replacing both the upper and lower hinge pin of the pin. If being reused, set aside and
bearing at the same time. tag with position of the bearing.
Pin Removal 10. Remove the bearing cup from the hinge
plate and set aside if being reused.
WARNING: The articulation pins
are very heavy and could cause Pin Installation
injury or even death if mishandled. WARNING: The articulation pins
Always use a hoist to position the are very heavy and could cause
pin into the hinge bore. Also take care when injury or even death if mishandled.
removing the top pin. Always use a hoist to position the
1. Disconnect the load and power frame as pin into the hinge bore. Also take care when
instructed previously. removing the top pin.
NOTE: The order of pin removal does not IMPORTANT: The hinge bearings are
matter. If the bearings are going to be reas- matched with the bearing cup. Take care
sembled, tag them as they are taken apart so when installing the hinge bearing to keep the
that they will be replaced in their previous sets of bearings together.
position. 1. Install the bearing retainer plate seals
2. If removing the bottom pin, place a stand into the retainer plates.
under the pin, if removing the upper pin, 2. Pack both bearing cones with grease
attach a hoist to the pin. before installing.

Frame
3. Press one bearing cone onto the pin, 7. Press remaining bearing cone onto pin,
taper towards the middle of the pin. taper towards the center of the pin, until
Make sure that the cone is seated on the it is seated in the bearing cup.
pin shoulder.
4. Press the spacer ring onto the pin and
seat on the bearing cone.
5. Press the bearing cup into the hinge plate
bore.
8. Slip the small spacer onto the pin.
NOTE: If freeze fitting insert for easy instal-

lation, install two or more bolts with flat
washers on underside of hinge plate to pre-
vent insert from falling out.
6. Slip the pin, with one cone and spacer
installed, into the hinge bore until the
bearing is seated into the bearing cup.
NOTE: The pin may need to be supported at 9. Slip the split spacer onto pin.
this stage.

Frame
10. Bolt pin cap onto pin assembly using Stops

washers and bolts.
Atlas Copco scooptrams are designed for the
weight of the load to be carried against the
stops.
Note: Not applicable to vehicles equipped
with Ride Control.
Either improper operating technique or
worn, missing, or improperly installed stops
can result in a number of problems.
The most common problems related to miss-
ing or defective stops are:
11. Slide upper bearing retaining plate over
• Blown or leaking seals.
pin and bolt onto hinge. Torque to the
following: • Cylinder seals leaking.
• ST700: 73 N-M (54 ft-lbs) • Cylinder barrel failure.
• ST1000: 109 N-M (80 ft-lbs) • Main control valve seals leaking.
• ST1800: 163 N-m (120 ft-lbs). • Structural damage.
All vehicles are shipped from the factory
with stops installed. Spare or replacement
buckets are not however, and stops will have
to be installed at the mine. When installing a
new bucket, be sure to verify stop position-
ing. A slight misalignment can cause dam-
age.
When the vehicle is being operated without
stops, stops that are hammered out, or
improperly installed stops, the load will be
12. Bolt lower bearing retaining plate onto supported by the cylinder barrel, load frame,
hinge. Torque to boom, or a combination of the three. If the
• ST700: 73 N-M (54 ft-lbs) stops are missing or badly worn, the cylinder
stem can bottom out in the barrel. With the
• ST1000: 109 N-M (80 ft-lbs) load supported by the barrel, any vertical
• ST1800: 163 N-m (120 ft-lbs). movement of the load (such as occurs during
travel) will cause the piston to pound the
Follow the procedures to reconnect the load base of the barrel. This will ultimately result
and power frames from the previous section. in failure of the cylinder, particularly at the

Frame
weld around the end cap and possibly at the Boom Stops
cylinder mount as well.
The purpose of the boom stop(s) is to pre-
Steering Stops vent the boom cylinders from bottoming out
when the boom is fully lowered. They also
The steering stops are installed to limit travel
provide protection to both the boom arms
of the steering cylinders to prevent them
and the load frame. These stops are welded
from bottoming out in either direction. The
into position at the factory.
stops also keep the bogie and chassis from
hitting each other and causing damage. Inspection and Maintenance
Oscillating Axle Stops Every 100 hours, all stops must be inspected.
The oscillating axle stop limits the oscilla- Look for worn or missing stops. When wear
tion of the rear axle 8° - 10° (depending on is evident, measure the contact surface of the
the vehicle) in each direction. stop.
Bucket Rollback Stops Allowable gap:
Steering Stops 3.2 mm (1/8 inch)
The purpose of the bucket rollback stop(s) is
to limit travel of the stab cylinder and pre- Bucket Dump Stops 1.6 mm (1/16 inch)
vent it from bottoming out. The stop(s) also Bucket Rollback Stops 1.6 mm (1/16 inch)
help prevent the operator from stressing the
Boom Stops 3.2 mm (1/8 inch)
boom arms, which can lead to cracking.
Bucket Rollover (Dump) Stops If the contact surface of a stop exceeds
allowable wear, repair or replace the stop.
The purpose of the bucket rollover stop(s) is
to limit travel of the stab cylinder and pre- Note: Another method for determining stop
vent it from over extending. The stop(s) also wear is to raise the boom a few feet and roll
help prevent boom arm cracking, which can the bucket back until the dump cylinder bot-
result from the operator slamming the bucket toms. Then measure the distance from the
against the arms. front of the cylinder barrel to the end of the
stem. Roll the bucket forward, lower the
Bucket Stops (Pads) boom to the stops, then roll the bucket back
A pad is located on the Z-bar to act as bucket to its stops. Measure the distance from the
a stop. The purpose of the rear bucket pad is front of the barrel to the end of the cylinder
to prevent the dump cylinders from bottom- stem and compare the two measurements.
ing out when the bucket is fully lowered. The dimension taken with the bucket against
These stops are welded into position at the the stops should exceed the first measure-
factory. ment by at least 1/32 inch (.8 mm).
If a stop is found missing, do not operate the
unit until a new stop has been installed.

Frame
Check to make sure that the welds on the Oscillating Axle Stops
stops are not cracked. If cracked, repair
To determine the final position, place the
crack by:
vehicle on support stands to allow free
• remove old weld by air-arcing or scarfing movement of the axles. Move (oscillate) the
• preheating material to 120°-150° C axle upward, in accordance with the angle
(250°-300° F) to remove moisture specified (See Appendix). Install the stops,
ensuring that full contact is made across the
• re-weld using a low hydrogen weld rod mating surfaces of the stop and axle.
(7018 or equivalent)
Bucket Rollback Stops
Check to make sure stops always make good
and full contact. 1. With the boom on its stops, fully retract
the stabilizer cylinder.
Check that the dump and rollback stops hit
the boom at the same time when dumping or 2. Extend the cylinder stem until the dis-
rolling the bucket back. tance between the cylinder face and the
centerline of the stem end pin (at Z-bar)
WARNING: When working around an ele-
measures 836 mm (33 inches).
vated boom, ALWAYS make sure the boom is
securely blocked. 3. Place the stop(s) so that complete surface
to surface contact occurs between the
Installation bucket and the stop and tack weld in
General Positioning place.
When installing new stops, always position 4. Reposition the boom and bucket and
them in the same basic location as installed weld in place. Make sure that the boom
by the factory. These locations have been and bucket are properly supported.
determined to be the most effective for that 5. Reposition the boom and bucket and
machine. weld in place. Make sure that the boom
Final Positioning and bucket are properly supported.
Steering Stops Bucket Rollover (Dump) Stops
The best method for properly positioning a 1. Fully raise the boom.
steering stop is to measure the center-to-cen- WARNING: When working around
ter distance between the axles with the vehi- an elevated boom, ALWAYS make
cle fully articulated. This distance cannot be ACW00073 pict
sure the boom is securely blocked.

greater than 12.7 mm (1/2 inch) than the
vehicle’s specified distance. 2. Using a protractor, roll the bucket for-
ward until it is at the specified angle.
IMPORTANT: This distance cannot be less
than the specified distance.

Frame
3. Insert the stop(s) on the Z-bar so that

complete surface to surface contact
occurs between the boom and the stop
and tack weld in place on the bucket.
4. Reposition the boom and bucket and
weld in place.
Bucket Stops (Pads)
Relocate stops at existing pad position and
weld into place.
Boom Stops
The boom stops on this vehicle are located
above the axle housing, on either side of the
boom. When replacing, install the stops so
that they are square with the side plates and
the axle housing.
Flush Contact
Once the final stop position is established,

shape and orient the stop(s) so they will
make contact along the full mating surface of
the frame or mating stop. Stops that have less
than full surface contact will have more
rapid wear and required more frequent
replacement.

Section 6 Hydraulics
Hydraulic System When the component being actuated reaches
its limit of travel, system pressure increases
This section covers the theory of operation; until the main relief valve lifts. Oil is then
description of common components (reser- directed (at minimal pressure) back to the
voirs, hoses, tubes, cylinders, etc.) found in a hydraulic tank. Pressure on the pump side of
typical vehicle hydraulic system; and general the relief valve remains at the level desig-
maintenance and troubleshooting informa- nated by the relief valve set-point, until the
tion. control is repositioned.
Also included are descriptions of specific On the Atlas Copco Scooptram, hydraulic oil
hydraulic systems found in the Atlas Copco is suctioned through either the steering/brake
Scooptram family. tandem pumps or the dump/hoist pump. Oil
Instructions for the proper removal and flows from the brake pump to the auxiliary
replacement of key components are pro- valve then to the brake system. At the auxil-
vided. iary valve, pilot pressure for the operator
controls, accumulator charging, and routing
Theory of Operation for the hydraulic cooling system is provided.
From the steering pump section, the oil flows
The primary purpose of the hydraulic system to the priority valve then to the steering
is to transmit power from the engine to the spool on the main control valve. Hydraulic
various working and control systems on the oil suctioned through the dump/hoist pump
vehicle. flows to the priority valve to either the hoist
Standard System spool or the dump spool on the main control
valve. The oil flow from the main control
Most vehicles use a fixed-displacement valve activates the cylinders.
hydraulic pump with open-center valves.
Starting the engine drives the pump. With no System Components
control functions operating, hydraulic fluid
(oil) flows freely through the system and The hydraulic system for the Atlas Copco
back to the hydraulic tank. System pressure Scooptram is made up of the following com-
is minimal. ponents:
Operating a control activates the applicable • Pumps

valve(s) in the system. The valve(s) then re- • Cylinders
directs oil to the component to be actuated.
• Accumulators
• Tank and Filters
Rev. 9608 Atlas Copco Scooptrams Service Instructions 127

Hydraulics
• Hoses and Tubing On the Scooptram, the steering and brake

• Control Valves pumps are tandem hydraulic gear pumps.
One supplies hydraulic oil to the steering
• Hydraulic Oil Cooler spool on the main control valve and the other
• Steering System supplies oil to the auxiliary valve.
• Dump and Hoist System The dump/hoist pump sends the flow of oil
to the main control valve and provides oil to
• Brake System both the dump spool and the hoist spool.
• Emergency Tow System Note: In the following descriptions of the
various hydraulic systems (steering, dump/
Pumps hoist, brake) and components, pumps will be
Hydraulic fluid flow is supplied to the work- referred to by the specific function they ful-
ing cylinders by a pump. fill.
Hydraulic Gear Pumps Cylinders
The cylinder does the work of the hydraulic

system. It converts the fluid power from the
pump to the mechanical power. Cylinders are
the “arms” of the hydraulic circuit.
Most vehicles typically have three systems Double-acting cylinders provide force in
requiring a hydraulic pump; steering, dump/ both directions. Hydraulic fluid enters at one
hoist, and braking. The pump converts end of the cylinder to extend it, and at the
mechanical energy from an engine or electric other end to retract it. Oil from the unpres-
motor into hydraulic energy. surized end of the cylinder returns to the
Atlas Copco uses single and tandem hydrau- hydraulic tank.
lic gear pumps, depending on the applica-
tion. A tandem pump (i.e., with two pumping
sections) is usually plumbed so one section
supplies a designated system (e.g., the steer-
ing system) while the other section supplies
a second (the dump or brake) system. A sec-
ond, single stage pump provides flow for the
remaining system.

Hydraulics
Steering Cylinders Hoist Cylinders

The hoist cylinders are double-acting cylin-
ders which provide force in both directions.
The steering cylinders are double-acting cyl-

inders which provide force in both direc-
tions.
Stabilizer (Dump) Cylinder
1. Dump Cylinder
2. Hoist Cylinders
The stabilizer cylinder is a double-acting
cylinder with a chrome plated stem, and one-
piece screw on piston with self-locking nut.

Hydraulics
Accumulators
4
5 6 7 8
3
10
2
1. Charging When the accumulator is charging, oil at sys-

2. Discharging tem pressure enters the chamber below the
3. Air Valve piston. This pressure acting on the bottom of
4. Upper Housing the piston moves the piston up. As the piston
5. Nitrogen Pre-Charge (1200 psi) travels up, the nitrogen gas compresses,
6. Piston increasing the charge pressure above the pis-
7. Hydraulic Oil ton. The piston will be forced up until the
8. Lower Housing pressure on both sides of the piston are
9. Oil In equal.
10. Oil Out
This oil will remain at this pressure until a
Hydraulic accumulators are used to store fluid path is opened. Opening a fluid path
energy and maintain a smooth flow of oil to (such as operating the park brake valve)
the brakes during vehicle operation. reduces the pressure below the piston. The
The number of accumulators and their size higher pressure above the piston will now
depends upon vehicle model and application. move the piston down until the pressure on
The larger the machine the more the volume both sides of the piston is equal.
of oil required to activate the braking system. The downward movement of the piston will
Vehicles equipped with the SAHR brake sys- provide flow in the system until the fluid
tem have one master accumulator. path is closed, or the piston bottoms in the
The accumulator consists primarily of a shell.
shell, piston, air valve, and seals. The area The accumulators should be checked during
above the piston is pre-charged with dry vehicle overhaul to assure proper pre-charge
nitrogen gas to approximately 1200 psi pressure is available. An accumulator with
(8300 kPa). low or no pre-charge will cause excess

Hydraulics
cycling of the accumulator charging valve Brake Release Tow Hook Accumulator
and excess temperature in the hydraulic sys-
The brake release tow hook accumulator is
tem.
charged when the tow hook release arm is
Accumulator Pre-Charge depressed. The accumulator is pre-charged
with dry nitrogen to 800 psi.
A piston-type pneumatic accumulator uses
dry nitrogen to pre-charge the cylinder and
Tank and Filters
store energy. This energy is used to operate
the vehicle brakes if a failure occurs in the Hydraulic Reservoir (Tank)
brake hydraulic system.
The hydraulic tank has several functions in
The accumulator must be pre-charged with the hydraulic system:
dry nitrogen to a pressure of 1200 psi (8300
kPa) to operate. Pre-charging is performed at • Stores hydraulic oil.
the factory and should not be necessary in • Cools hydraulic oil.
the field. Accumulators that undergo repair
• Allows air to separate from the oil.
or replacement will be charged in the field.
• Allows contamination to settle to the bot-
IMPORTANT: Use dry nitrogen only to pre-
tom of the tank.
charged the accumulator. Dry nitrogen does
not mix with oil. It is non-combustible. It will • Contains the return line filter.
not cause oxidation or condensation within • Is equipped with a filter/breather check
the accumulator and is not harmful to the valve assembly to maintain back pres-
piston seal. Do NOT use air or any combus- sure in the tank to 5 psi (34 kPa). This
tible gas as these may cause oxidation and helps force the oil to the suction side of
condensation. Oxidation and condensation the pumps and minimizes ingestion of
are harmful to the oil piston seal and the moisture and dirt.
accumulator.
Inspection
Note: When pre-charging an accumulator on
the vehicle make sure the oil side of the accu- Check the oil level in the hydraulic tank at
mulator has zero pressure. Operate the vehi- the beginning of each shift. The boom must
cle brakes while charging the accumulator to be down on its stops and bucket rolled back
bleed off oil pressure and ensure that the against its stops to read proper oil level. Oil
accumulator piston goes to the oil end of the should be in both sight glasses when tank is
accumulator. full.
The accumulator has a free floating piston The vehicle can be operated if oil is visible
which separates the oil from the nitrogen in only the lower sight gauge, but under no
gas. Packing is used to prevent any leakage circumstances should a vehicle be operated
past the piston. when oil is not visible in the lower sight
gauge.
Check tank for damage or cracks.

Hydraulics
Repair 5. After completing the welding operation,

remove all traces of the noncombustible
Since the reservoir is basically a container
material which was put in the tank to pre-
for storing hydraulic oil, it rarely requires
vent an explosion.
repair. The reservoir should be cleaned from
time to time as outlined in “Oil Changes” on Oil Filters
page 152.
Outlet
Occasionally a crack may form in a wall or
in one of the tubes or baffles in the reservoir.
When this happens, the reservoir must be 25
repaired. If you decide that the crack can be PSI
welded, there are certain safety precautions P
that you should take.
Remember that although hydraulic oil is not
an explosive, it is combustible. Therefore, Inlet
before welding a crack in the reservoir, pro-
ceed as follows: Despite utmost care in the handling and dis-
1. Thoroughly drain all hydraulic oil from pensing of the hydraulic fluid it is probable
the tank and system. that some foreign particles will find their
way into the hydraulic fluid. Because such
2. Remove all of the removable parts from particles are apt to be abrasive in nature and
the inside of the reservoir. will detract from both the operation and life
3. Clean the reservoir thoroughly. This can of the hydraulic pumps, motors and valve,
be done adequately with steam. Avoid Atlas Copco always incorporates filter(s) in
the use of toxic cleaners. If chemicals of its hydraulic systems.
any type are used, be sure to clean the The actual placement of the filter in the sys-
tank in a well ventilated area and wear tem to achieve maximum filtering efficiency
protective clothing and goggles. depends entirely on the circuit design. Corre-
4. Before welding, fill the tank with a non- spondingly, periodic replacement of fully
combustible material such as carbon contaminated filter media must be made to
dioxide gas or dry nitrogen to prevent the maintain overall efficiency.
possibility of injury from an explosion. If
neither of these gases are available, use
clean water.
CAUTION: Never use oxygen. Oxygen is a
basic ingredient of fire and its use can
increase the chance and severity of combus-
tion occurring.

Hydraulics
Internal Filter Cartridge with Indicator Dust from the surrounding air is a major
source of contamination. Another source of
1 2 contaminants is the vehicle itself. During
normal operation, the vehicle generates
burrs, dust and chips from metal to metal
contact between moving parts.
A properly maintained oil filter can save sig-
nificant cost by preventing premature equip-
ment failure and replacement.
Hoses and Tubing

Hydraulic fluid flows to the various working
1. Restriction Indicator and control components through fixed tubing
2. Return Filter Cap (with removal nut) and flexible hoses. Hydraulic fluid leaks and
A 10-micron hydraulic oil return filter is the entry of dirt and other foreign matter
located in the hydraulic tank. Most of the oil most often occurs with these hoses, tubing
returning to the hydraulic tank must pass and their fittings.
through this filter prior to re-entering the In order to prevent leakage, vibration, and
system. abrasion of lines and hoses, and also to pro-
When oil is being introduced to the hydraulic vide a neat, orderly hydraulic system, certain
system either through the quick disconnect rules should be followed when replacing
coupler or the hand pump, it is routed hoses and lines.
through the filter prior to entering the tank. • Replace lines and hoses in the same posi-
Most oil in the system flows through the fil- tions they were before removal. The
ter as it returns to the tank. routing of hydraulic lines has been
A red pop-out indicator is located on the fil- planned to prevent exposure to excessive
ter head and will show when the filter is vibration and abrasion. Many problems
restricted. can be avoided by installing lines in the
same position whenever replacement
Maintaining a clean hydraulic system is
becomes necessary.
important.
• Avoid sharp bends in hoses and tubing.
Contaminated oil can score or completely
Sharp bends in hydraulic lines act as
freeze a precisely fitted valve spool.
restrictions and will cause overheating.
Dirty oil can ruin the close tolerance of
• When a hose line must be bent for instal-
finely finished surfaces.
lation, always check the minimum bend
A grain of sand in a tiny control orifice can radius with the manufacturer’s catalog. If
put a whole machine out of operation. the manufacturer’s specification is not
available, avoid bending the hose to a

Hydraulics
radius smaller than ten times the outside • Always use the proper tools. Never use
diameter of the hose. tools such as a pipe wrench on hose or
• In areas where hose flexing will occur tubing fittings. Instead, use flare nut
during operation of the equipment, a wrenches when possible, and when they
larger minimum bend radius is necessary. are not available, use an open end
wrench of the correct size.
• When installing tubing or piping, the
ideal bend radius is 2 1/2 to 3 times the • Do not over-tighten fittings. If you
inside diameter. tighten them the proper amount, they will
seal and not leak. Never attempt to keep
• Keep lines as short as possible. The them from leaking by using sealing com-
longer the line, the more the internal pounds.
resistance. Therefore, avoid replacing
lines with new ones that are longer than • Always cap or plug a line or hose and the
the originals. Do not try to shorten lines fitting from which it was removed when-
so that you must use sharp bends to make ever you disconnect them.This is the best
them reach the point of connection. Mea- method for preventing the entrance of
sure the original line carefully. Then dirt into the system. Never use rags or
replace it with a line of the same length. waste material for plugging lines or com-
ponents of the system. Lint can be just as
• Hoses can decrease in length a small harmful as other types of dirt.
amount when pressurized. Therefore,
never cut a hose so short that when it is Control Valves
installed it has no bend whatsoever.
Allow a slight bend so that the hose can The Atlas Copco Scooptram employs a
shorten in length when it is pressurized. series of valves that have reduced the num-
ber of hoses and has placed important com-
• Use proper clamps, adapters, and fittings. ponents together. The valves are integral to
If brackets are not used to support hoses the operation of the scooptram’s hydraulic
as recommended by the manufacturer, system and allow easier maintenance as well
abrasion will result from hoses rubbing as faster turn around times. The valves
against each other and against various include the following:
parts of the equipment. This shortens the
life of the hoses, resulting in premature • Main control valve
replacement. • Steering Valve (ST1800 only)
• Be sure that hose clamps are the correct • Priority valve(ST700 and ST1000 only)
size. A loose clamp is no better than no
clamp at all. The hose can move back • Auxiliary valve
and forth in a loose clamp, causing abra- • Brake treadle valve included in the
sion. Be sure to use only recommend fit- SAHR brake section.
tings. If the fittings do not match the
hoses exactly, restriction or leakage will
result.

Hydraulics
Main Control Valve

1 2
4 4
3 3
7
6
8
7 8
9
6
9
10
10
11
12
13 13
1. ST700 Main Valve dem valve arrangement allows the hydraulic

2. ST1000 Main Valve system to be housed in one unit which lends
3. Anti-cavitation Check Valves itself to easy accessibility. The main control
4. Dump Port Reliefs valve is composed of the steering valve, the
5. Dump Spool dump valve, the hoist valve, the EOD valve
6. EOD Spool (Optional) (optional), two inlet ports and one outlet
7. Hoist Port Relief port. Two (2) port relief valves are located on
8. Hoist Spool the inlet ports and are set at 3500 psi. As
9. Dump and Hoist Main Relief hydraulic oil is feed to the valve it is sent
10. Steering Port Reliefs directly to either the steering, dump, or hoist
11. Steering Spool system. The following are components of the
12. Steering Main Relief main control valve:
13. Inlet
• Steering Spool
The main control valve is a four spool, pilot • Dump Spool
operated, open center, control valve. The tan-

Hydraulics
• Hoist Spool ST1800 Main Control Valve

• EOD Spool (optional) 2 3
• Inlet Port (Steering)
1
• Inlet Port (Dump/Hoist)
• Outlet Port
• Pressure Relief Valves
The outlet port allows the flow of hydraulic
oil to be sent through a filter and back into 4
the tank. 5
The pressure relief valves provide over pres-
sure protections for the dump/hoist an steer-
ing systems. The relief pressures are 3250
for the steering system and 3500 for the
dump/hoist system. 6
Anti-cavitation protection is built into the
spool system to prevent the flow of shock 1. Hoist Spool
pressure back through the pumps. Instead, 2. Hoist Port Relief f
the over-pressure (shock pressure) is 3. Dump Spool
returned to the tank through the relief sys- 4. Dump Port Reliefs
tem. 5. Anti-cavitation Check Valves
6. Dump and Hoist Main Relief

Hydraulics
Steering Valve (ST1800 only)
1 5 4
6
7
1. Inlet End or pilot notches on the spool require

2. HPCO Compensator Spool continuous flow through the valve, while
3. “A” Port Relief pilot pressure is applied. When the operator
4. Outlet to Tank returns the steering control wheel (or stick)
5. Steering Control Spool to its normal, or centered position, pilot flow
6. “B” Port Relief to the valve stops, and spring pressure
7. Main Relief Valve returns the valve spool to center position.
The steering control valve on the ST1800 An anti-cavitation valve in the internal
combines the functions of the main steering circuit prevents voiding the cylinders.
valve, priority flow valve and cushion valve High Pressure Compensator Function
into one component. It makes use of 200 psi
(1380 kPa) hydraulic system pilot pressure The internal compensator spool automati-
to shift the main spool, which ports hydraulic cally maintains inlet pressure slightly higher
system main pressure to the steering cylin- than the maximum pressure at either cylinder
ders.

Hydraulics
port. This provides fast steering response ered to the steering system out the port
when needed. marked CF.
In the priority position, the spool is seated The remaining flow goes to the dump and
during no flow conditions, or when all oil hoist system out the port marked EF.
flow is needed for steering. Flow through the valve to the steering sys-
The spool shifts to the extreme right when no tem on the ST700 is 38 liters/min (10 gpm) at
oil flow is needed for steering, and the high idle and 64 liters/min (17 gpm) on the
excess flow is directed to the dump circuit. ST1000 at high idle. This allows the unit to
steer from fully articulated left to fully artic-
The compensator spool also has a flow ulated right in 6 seconds at full RPM and
divider position which allows the spool to vice versa.
move anywhere between the priority and
excess flow positions to provide needed flow Auxiliary Valve (ST700/ST1000)
for steering, maintain working pressure, and 2 3
1 4
send excess flow out the H.P.C.O. port.
5
Priority Valve (ST700/ST1000)
PR
7
11
10 9 8
EF CF
The priority flow valve is an inline control 1. Priority Valve

valve that is situated directly between the 2. Accumulator Charging Valve
hydraulic pumps and the main control valve. 3. Hand Pump Check Valve
As the flow of oil enters the inlet port and 4. Pilot Pressure Test Port
pressure builds, a control orifice sends 5. Pilot Operated Check Valve
excess oil to the dump/hoist spools. The pri- 6. Filter Cartridge
ority of flow goes to the steering system. Oil 7. Pilot Pressure Valve
flow enters the inlet port and passes through 8. Cooling System Check Valve
a controlled orifice. The size of the orifice 9. Start-up Valve
can be varied externally. The pressure drop 10. Main Relief Valve
across the control orifice positions the com- 11. Inlet Test Port
pensator piston to limit the flow that is deliv-

Hydraulics
ST1800 Auxiliary Valve The auxiliary valve is a cast aluminum

3 4 machined manifold that houses a series of
5
cartridges that provide the functions of the
6
system. The cartridges can easily be
2 7 removed for replacement or serviced. The
cartridges include:
8 • Relief valve
1 9
• Air bleed
10 • Vented flow control
11 • Unloading valve
• Check valve
12 • Sequence valve
• Filter cartridge
1. Brake Cooling Bypass Valve
• P.O. check valve
2. Start-up Air Bleed
3. Main Relief Valve • Check valve
4. Main Inlet Pressure Test Valve • P.C Check valve
5. Flow Control Valve (Accumulator charg-
ing has priority over pilot pressure) • Solenoid pilot valve
6. Accumulator Charge Valve The auxiliary valve has two (2) pressure
7. Hydraulic Hand Pump Check Valve check ports that allow monitoring of supply
8. Pilot Pressure Relief Valve pressure and pilot pressure.
9. Filter Cartridge
10. Pilot Pressure Check Valve Hydraulic oil is sent directly to the auxiliary
11. Accumulator Pressure Test Port valve from the brake pump. As pressure
12. Pilot Pressure Test Port builds in the system, a priority valve sends
the excess flow of oil through the hydraulic
The auxiliary valve is located in the trans- cooling fan, through a pressure reducing
verter compartment and primarily provides valve and to the steering, dump/hoist, and
hydraulic oil pressure for the SAHR brake brake pilot control valves. The pressure
system. The auxiliary valve has four other reducing valve steps the 20,682 kPa (3000
functions that include: psi) oil pressure down to 2412 kPa (350 psi).
• Providing Oil for the brake cooler. On the ST1800, the pilot pressure is stepped
• Delivering drive oil for the transverter down to 1379 kPa (200 psi)
cooler fan. Accumulator Charging Valve
• Providing pilot pressure for the brake,
The main purpose of this valve is to control
dump/hoist, and steering control systems.
the charging rate of the accumulators. It
• Charging the brake system accumulator.

Hydraulics
keeps the accumulators charged between

1600 psi (11000 kPa) to 2000 psi (13800
kPa) for safe and effective braking.
As oil is used in the brake system, the accu-
mulator pressure drops. When it falls below
1600 psi (11000 kPa), the charge valve will
re-charge the accumulators back to 2000 psi
(13800 kPa).
On the Atlas Copco Scooptram, the charge
valve is a cartridge located on the Auxiliary
valve. This allows repair and maintenance of
the charging valve by easily replacing the
cartridge.
Hydraulic System Cooler
The hydraulic system cooler is located on the

transverter hood and is attached to the trans-
verter/fuel cooling radiator. A fan is driven
by the flow of hydraulic oil through a turbine
system which blows air through the radiator.
To remove the hydraulic cooler, see the
instructions for replacing the Transverter
cooling system.

Hydraulics
Steering System
ST700 and ST1000 System Operation
The steering system for the Atlas Copco • Auxiliary Valve

Scooptram is a pilot operated monostick sys- • Steering Control
tem which uses hydraulic oil pressure to turn
the vehicle. As the operator pushes the stick, • Steering Cylinders
a low pressure flow of hydraulic oil is ST1800 Steering System Operation
directed to the steering spool on the main
control valve. This pilot pressure pushes the In the steering system (monostick or steering
spool open and allows the high pressure oil wheel), oil flows from the suction tube in the
from the steering/brake pumps to fill the hydraulic tank through the steering section
steering cylinders. As one cylinder is of the steering and dump pump to the main
hydraulically extended, the other is hydrauli- steering control valve at port “P”.
cally retracted, articulating the vehicle. Hydraulic pressure at port “P” shifts the
Steering System Components: compensator spool fully to the left and
allows oil to flow through the high pressure
• Steering Pump carry-over (HPCO) to supplement the dump
• Priority Valve system.

Hydraulics
Until a right or left turn is selected by the These are double-acting cylinders. Oil in the
steering valve, oil pressure is dead-headed at non-pressure sides of the cylinders is sent
the center section of the main (direction) back through the direction spool and returns
spool. to the hydraulic tank.
When the steering wheel is rotated in either • Steering Pump
direction, oil flows and exits out port “A” or • Auxiliary Valve
“B”. This restricts the flow to the HPCO and
• Steering Control Valve
allows more oil flow through the direction
spool to the right or left steering cylinders • Steering Cylinders
through the cushion valve.
Dump and Hoist System
As oil pressure extends one of the cylinder
rods, it also retracts the other cylinder rod.
System Operation ders. As the operator moves the joystick, a

low pressure pilot oil is sent through the aux-
The dump/hoist system is a pilot operated iliary valve to the dump or hoist spools (On
joystick controlled hydraulic lift system. the ST1800, oil flows through the HPCO
Hydraulic oil is pumped through the priority valve to the dump and hoist valve). Depend-
valve directly to the dump and hoist spools ing on the action required by the operator,
on the main control valve then to the cylin-

Hydraulics
the dump or hoist spools open an allow high Dump and Hoist Components
pressure oil to fill the cylinder.
The dump and hoist system consists of those
Boom Up components which control the raising and
lowering of the boom and the dumping and
When the operator moves the boom control roll-back of the bucket. They include:
lever for boom up operation, the spool in the
Main Control valve shifts down. Oil flows • Dump/Hoist Pump
from the pressure port to the base end of the • Priority Valve (ST700/ST1000)
hoist cylinders to raise the boom. • Main Control Valve
Oil from the stem end of the cylinders is • Auxiliary Valve
routed back through the Main Control valve
• Dump/Hoist Control Valve
to the hydraulic tank.
• Dump Cylinder
Bucket Float
• Hoist Cylinders
When the operator places the Dump and
Hoist lever in float, or third position detent, Brake System
all ports are open to tank. The result is that
the weight of the bucket slowly lowers the All braking systems require energy on
boom onto its stops. demand to be applied to the friction devises
that stop the vehicle. This energy must be
Boom Power Down stored so that it is available when needed.
Generally speaking, energy is stored in two
To speed the return of the boom to its stops,
basic ways:
the operator can move the boom control
lever to the power down position. This shifts • With compressed gas or fluid (such as air
the Main Control valve to the extreme in a tank).
upward position and directs pressure from • With springs.
the inlet to the stem end of the hoist cylin-
ders. With a valve installed between the energy
Oil from the base end of the cylinders returns
through the dump system.
Load Check Valve Function
The load-check valve function is part of the
main control valve spool system. It allows
pressure to build up in the system to match
the load demand. This function prevents
reverse flow and supports the load. When the
load pressure is the same as the operating
pressure, the check valve opens porting the storage device and the friction device, you
oil to the cylinder. have a simple braking system.

Hydraulics
SAHR Brake retract, further compressing the springs, free-

ing the disc pack, and allowing the wheel to
turn. This pressure must be maintained dur-
ing normal operation.
Loss of system pressure for whatever rea-
sons allows the springs to immediately apply
full braking energy. This allows for the elim-
ination of all redundant systems.
Service application for retarding the vehicle
or slowing to a stop is accomplished by sim-
ply controlling the pressure loss. Control is
The SAHR (Spring Applied, Hydraulically effected by the operator’s brake pedal.
Released) brake system, developed by Atlas
The SAHR disc brake assemblies are
Copco Wagner, reverses the process of
mounted just inboard of the wheel end plane-
engaging and disengaging brakes. Springs
taries on both front and rear drive axles.
apply the brakes, and hydraulic pressure
releases them. Each SAHR brake assembly applies approxi-
mately 40-tons of brake pressure per wheel
The SAHR brake uses existing wet disc
end when applied but only require 1100 psi
brake technology. The wheel hub is splined
(7600 kPa) to release, and normal operating
to, and rotates with the friction discs, which
pressure is 1500 psi (10300 kPa).
are sandwiched between steel stationary
discs, which, in turn, are splined to the axle
housing.
The disc pack is totally enclosed from the
environment, and is immersed in oil. This
arrangement is the same as used on the stan-
dard wet disc brakes.
Each wheel end is an independent brake sys-
tem. Industrial coil springs are arranged in
the annulus previously occupied by the
(hydraulic) application piston. They are con-
tained in individual pockets and compressed
by a single large annular piston.
The springs cause the piston to act upon the
disc pack composed of the alternating sta-
tionary and rotating discs.
Application of hydraulic pressure to the
working area of the piston causes it to

Hydraulics
SAHR Brake System Operation
Hydraulic oil is pumped to the brake system sure in the brake hubs build up pushing the
through the auxiliary valve. In the auxiliary brake springs off the stator plates, releasing
valve manifold, a priority valve decides the brakes. If for some reason the solenoid is
which way to send oil depending on the de-energized, by pressing the park brake or
operator demands. Oil not sent to the brake loss of electrical power, the oil pressure in
application system is split to the pilot con- the brake hubs is relieved and the brakes are
trols and the brake cooling system. All over applied. The treadle valve, or brake pedal,
pressure oil is relieved back to the tank via mechanically regulates the flow of oil to the
the suction filter. brakes.
When the vehicle is first turned on, the Accumulator Charge Kick In/Kick Out
hydraulic oil is sent to the accumulator
charge valve to charge the accumulator. When the accumulator pressure drops below
Once the accumulator pressure has reached 1600 psi (+/- 50psi) (11000 kPa) the charge
2000 psi (13800 kPa) oil is then routed vale kicks in and sends oil to the accumula-
through the brake solenoid, through the tor. Once the pressure is charged to 2000 psi
brake treadle valve and to the brake system. (13800 kPa), The charge valve kicks out and
When the brake solenoid is energized by oil bypasses the valve.
pulling the park brake button out, oil pres-

Hydraulics
Brake Application • Brake Cooling Manifold

Service Brake Operation • Hydraulic Cooling System
When the foot pedal is actuated, the flow of Accumulator Pressure Gauge
oil to the brake hubs is cut off and the oil at Located in the operator compartment, the
the hubs is allowed to return to the hydraulic gauge displays main accumulator pressure
tank. The SAHR brakes then apply, slowing and should read between 1600-2000 psi
and stopping the vehicle. (11000-13800 kPa) during operation.
Park Brake Operation Foot Pedal Control Valve
When the Park Brake button in the operator
compartment is pressed, the Programmable
Logic Control (PLC) de-energizes the park
brake solenoid. Once the solenoid is de-ener-
gized, the flow of oil to the brake system is Tank
cut off and the SAHR brakes are applied. Delivery
Inlet
Emergency Brake Operation
Whenever the electrical power is cut off, by
either engine shut down or power failure, the
SAHR brakes are automatically applied. The
Programmable Logic Control (PLC) powers
the park brake solenoid and when there is no
signal to the solenoid, it closes and hydraulic
pressure is relieved in the brake hubs, apply- In the operator compartment is the foot-oper-
ing the brakes. The park brake button func- ated brake valve. This is a closed-center
tions through the PLC and when activated, (closed to tank), open to delivery pedal actu-
the PLC de-energizes the solenoid. ated, decrease modulating, hydraulic brake
valve.
Brake System Components The flow of oil from the brake pump through
The major components of the SAHR brake the charge valve (charge kicked out) to the
brake system is controlled by the PLC and
system are:
the brake solenoid. During normal operation,
• Brake Pump (See Pumps Section) the flow of oil goes through the open sole-
• Auxiliary Valve (See noid and is then controlled by the treadle
valve.
• Hydraulic Accumulator
When the pedal is depressed, the spool
• SAHR Brake Control Treadle Valve moves upward, stopping the input flow and
• Brake Solenoid Valve gradually allowing oil to return to the
hydraulic tank. The farther the pedal is
• Brake Assemblies

Hydraulics
depressed, the more oil flow is allowed to Hydraulic Oil Cooler

return to tank until spool is fully open and all
The hydraulic oil cooler is located under the
pressure is released, allowing the SAHR
transverter compartment hood. As the fan
brakes to apply.
pulls air through the coils in the radiator, the
hydraulic oil is cooled.
Brake Cooling System (ST1000/
ST1800 only) Hydraulic Fan
The brake cooling system allows the brakes
to be immersed in cooled oil for better opera-
tion and safety of the scooptram.
System Operation
Hydraulic oil flows from the auxiliary valve
through the hydraulic oil cooler and into the
brake cooling manifold where it is stepped
down to a pressure less than 15 psi. A relief
valve, set at 15 psi, sends the over-pressure
oil back to the tank. Oil from the manifold The hydraulic fan is located under the brake
then fills the front and rear brake housings cooler in the transverter compartment. The
immersing the brake discs in oil. As the fluid fan is situated so that it pulls air through the
flows through the brake system it is returned radiator towards the ground. This arrange-
to the tank via the filter. ment disperses the air flow to the ground and
not up into the operator’s compartment.
Brake Cooling System Components Brake Cooling Manifold
The brake cooling system is made up of a The brake cooling manifold houses the 15
number of components used to control oil psi (103 kPa) check valve. When pilot pres-
flow and pressures to cool the friction plates sure oil enters the manifold, the check valve
in the SAHR brake assemblies. opens and allows a small amount of oil (15
The major components that make up the psi) to pass into the brake lines, the over-
brake cooling system are: pressure oil is directed to the tank via the fil-
ter.
• Hydraulic oil cooler.
• Hydraulic fan.
• Brake cooling manifold
• SAHR Brake Hubs (See SAHR Brakes
section)
• Auxiliary valve (See Auxiliary Valve
section)

Hydraulics
Multi-disc Liquid Cooled Brake Assembly Emergency Tow System Components

Hand-operated Hydraulic Pump
Pressure Out
Cross Section Thru
4 Plate Piston & Sealing Rings
2000 PSI
Inlet
Bleeder Screw Port
Tank
Cooling
Ports
Drain Port The hand-operated hydraulic pump is a dou-
ble acting pump with a displacement of 10
During operation, the oil flows into the brake ml (.604 in3).
cavity through the lower cooling port, floods
the brake cavity with oil and exits back to the This pump has a valve to open and close the
hydraulic tank through the upper cooling pressure port to tank port, as well as a built-
port. in relief valve that is preset at 1500 psi
(10300 kPa).
Emergency Tow System When activated, the pump sends oil to the
hydraulic accumulator.
When the vehicle has no power or has lost
hydraulic pressure and needs to be towed, Relay Override Button
the emergency tow system can be used to
release the SAHR brakes. The emergency The relay override button is a manual over-
tow system is composed of the relay override ride on the brake solenoid. It is located under
button (brake solenoid manual override), the dash in the operator’s compart-
hydraulic hand-pump, and the hydraulic ment.When the button is depressed, the sole-
accumulator. noid valve opens and the hydraulic oil can
flow to the brakes. The relay override button
must be continuously depressed to release
the brakes, once the button is no longer actu-
ated the brakes are applied.
Hydraulic Accumulator
The accumulator stores hydraulic pressure
and when the relay override button is
depressed, the accumulator releases oil to the
SAHR brakes. The hydraulic hand-pump
sends oil to charge the accumulator when

Hydraulics
there is not enough pressure to release the the tow hook lever pushes a hydraulic piston
brakes. which in turn charges the tow hook accumu-
lator and sends oil to the brake release mani-
System Operation fold. The shuttle valve on the manifold
bypasses the auxiliary valve and the flow of
Accumulator Charged oil goes directly through the brake treadle
If the hydraulic accumulator has been valve to the brake system. As the vehicle is
charged during operation of the vehicle, the towed, pressure on the tow hook lever along
relay override button can be depressed and with the oil pressure in the accumulator
the flow of hydraulic oil will release the maintains the oil pressure in the brake sys-
brakes. The vehicle can be towed as long as tem. When the chain is loosened around the
the relay override button is pressed. tow hook, springs push the hydraulic cylin-
der piston down to reset the tow hook lever.
Accumulator Not Charged
The hydraulic hand pump is used to charge System Components
the accumulators until the accumulator pres- The brake release tow hook system is made
sure gauge reads at least 1500 psi (10300 up of the following components:
kPa).
• Brake Release Manifold
Once the necessary pressure is achieved,
• Tow Hook Accumulator
press the override button to send pressure
from the accumulators to the brake hubs to • Tow Hook Cylinder
release the brakes. • Tow Hook Lever
Brake Release Tow Hook Brake Release Manifold
The brake release tow hook is an optional The brake release manifold components pro-
system designed to allow the Atlas Copco vide the means for the tow hook system to
Scooptram to be towed without a vehicle bypass the auxiliary valve when the vehicle
operator and when the engine is not running. is not running. It also allows the tow hook
When a tow chain activates the tow hook system to be bypassed when the vehicle is in
accumulator, a shuttle valve in the brake operation. The manifold houses the follow-
release manifold stops the flow of oil to the ing units:
auxiliary valve, bypassing the brake solenoid • Circuit replenishing check valve
(relay override), and sends the flow of oil to • Relay valve
relieve the SAHR brakes.
• Hydraulic shuttle valve
Tow Hook Operation Circuit Replenishing Check Valve
The brake release tow hook is employed The circuit replenishing check valve keeps
when a tow chain is wrapped around the the built up pressure from the tow hook cyl-
hook. As the chain is tightened, pressure on inder in the accumulator. When the cylinder

Hydraulics
is not being used, the valve allows the free hook frame and swivels so that when the tow
flow of oil to the tank. hook is employed, the lever can push the cyl-
inder end creating hydraulic pressure.
Brake Relay Valve
The brake relay valve remains open when General Maintenance Information
the vehicle engine is running to allow the
Long service life and functional reliability of
brake system to by-pass the tow hook cylin-
hydraulic systems and their components are
der. The accumulator is charged only when
dependent on the correct maintenance. To
the brake release arm is pressed.
ensure efficient operation, it is important to
Hydraulic Shuttle Valve carefully review the following:
The hydraulic shuttle valve is responsible for • the special installation and operational
allowing either system to be bypassed instructions for the components
depending on the flow of oil in the system. If • the technical data contained in the data
the vehicle is stopped and the engine is not sheet or the overhaul manual
running, the valve closes off the auxiliary
valve so that the tow hook can be used. If the • the NFPA/ANSI/ISO recommendations
engine is running, the tow hook system is of non OEM components for material
bypassed. compatibility
Tow Hook Accumulator Servicing After Overhaul
The tow hook accumulator stores hydraulic 1. Check fluid level and for external leak-
oil pressure so that when the tow hook sys- age
tem is employed enough pressure is main- •Continuously during start-up.
tained in the brake system to keep the brakes
•Daily after start-up and at each shift
released.
change.
Tow Hook Cylinder •At each fuel fill thereafter.
When the tow hook cylinder is actuated by 2. Check filters
the tow hook lever, oil is forced into the
brake system and tow hook accumulator. •Check and, if necessary, replace if flow
This oil flow provides enough oil pressure to restriction indicates bypass of warm
charge the accumulator up to 1500 psi oil.
(10341 kPa) and provides oil pressure to •Daily during the first week.
release the brakes.
•After one week the filters should be
Tow Hook Lever replaced. Thereafter, replaced every
400 hours.
The tow hook lever is the device that actu-
ally comes in contact with the tow chain and 3. Service system fluid
the cylinder. The lever is situated in the tow

Hydraulics
•Servicing is dependent on several oper- 1. escape of oil vapor

ating factors:
2. normal seepage
•fluid service time. In addition, leakage may develop during
•operating temperature. operation. Daily or shift checks of the level
•volume of fluid. will allow prompt identification and correc-
tion of any problem.
Severely aged or contaminated fluid cannot
be improved by adding fresh fluid. If the oil level is neglected and allowed to
fall, problems may occur which will hamper
Fluid subjected to high operating tempera- efficient performance of systems:
tures can break down. Drain and refill fluid
more frequently when operating at (or in) 1. If the oil level becomes too low, air may
high temperature conditions. be drawn into the pump suction and con-
tribute to foaming. It may also cause cav-
Note: Measure operating temperature not itation, which can decrease the operating
only in the reservoir, but also in the region of life of the pump.
the pump bearings. Rising operating temper-
ature is an indication of increasing friction 2. Less oil in the system will result in an
and leakage. increase in oil temperature due to the loss
of heat dissipating capacity. Such a rise
Systems operated at less than full volumes in temperature will impose harder work-
allow for the buildup of water from conden- ing conditions on the pump, fluid motor
sation in the tank. and other moving parts such as control
Whenever the hydraulic tank is refilled or valves.
when oil is added to the system, it is impor- 3. A low oil level means an increased
tant to use the hand filler pump because it amount of air in the tank which will
pushes oil into the tank through the return increase the rate of oil oxidation and
filter. cause the loss of the oil’s initial proper-
If fluid quality is questionable, take samples ties.
of system fluid regularly for laboratory anal- When reading the level, be sure to distin-
ysis and have inspected for particle types, guish between running and idle levels. This
size and quantity. Document findings in prevents possible over-filling.
manual. If no sampling and analysis is per-
formed, replace fluid at interval specified in Importance of Cleanliness
the Wagner maintenance schedule. A hydraulic system, like a diesel fuel or
Level of Oil in Reservoir lubricating system, will provide many hours
of reliable service if properly maintained. A
Maintaining sufficient oil in the hydraulic hydraulic system which is not properly cared
reservoir at all times is a significant factor in for will have a limited service life.
successful operation. During operation a cer-
tain amount of oil may be lost due to: Heat, dirt, and foam are the three main
causes of hydraulic system failure. Of the

Hydraulics
three, dirt is the biggest problem. Dirt in a Contamination resulting from the deteriora-
hydraulic system has exactly the same effect tion of hydraulic oil additives cannot be
as it does in a fuel system. Most dirt is abra- completely controlled through preventative
sive, and once it has worked its way into the maintenance. The formation of such contam-
hydraulic system rapid wear of the compo- inants is accelerated when the hydraulic sys-
nents results. tem overheats. Therefore, if overheating is
If dirt is kept out of the hydraulic oil the var- prevented, the formation of soluble and
ious components of the hydraulic system insoluble products is reduced.
will remain clean. Thus, the problem is to However, even under the most careful main-
keep the oil clean. This is not difficult if cer- tenance, contamination due to oxidation,
tain basic precautions are followed: condensation, and the formation of acids
• Keep all hydraulic oil containers covered causes the oil to become harmful to hydrau-
so that dirt or water cannot enter. lic system components. Therefore, most
authorities agree that all of the hydraulic oil
• Use only equipment known to be clean should be drained from the system on a regu-
when transferring oil from storage tanks lar maintenance schedule. This is the only
to hydraulic system reservoirs. way to eliminate the accumulation of deteri-
• Set up and follow a definite maintenance oration products from the system.
program for filters and strainers. How frequently the system should be
• Adjust or replace packings and seals drained depends upon many factors. There-
when necessary. fore, it is always a good idea to rely on man-
ufacturer’s recommendations and on
Always remember that in addition to causing suggestions offered by oil company repre-
the parts of heavy equipment to move, sentatives.
hydraulic oil also provides lubrication and
cooling for the hydraulic system compo- Oil Changes
nents. When dirt or water gets into the
A good grade of hydraulic oil will stand up
hydraulic oil, all three of these functions are
for a relatively long period assuming that no
effected.
excessive contamination is allowed to occur
Ordinarily, oil can become exposed to two and the oil filler is maintained in good work-
types of contaminants: ing order. However, oil will not last indefi-
1. Dirt which attacks the hydraulic oil from nitely and regular oil changes are necessary
the outside. This includes dust, lint, rust, to maintain an efficient hydraulic system.
and scale. Because operating conditions will vary
2. Soluble and insoluble products which widely, the frequency that the hydraulic oil
form through oil additive deterioration. should be changed can vary.
The first group of contaminants can be con- Factors which influence oil change intervals
trolled by taking the precautions outlined are:
above. • operating temperature

Hydraulics
• relief valve setting Dirt, water, lint and contaminants of any

• presence of water, acids, or solid contam- kind can seriously impair the action of a
hydraulic system, resulting in operational
inant
problems and excessive wear on both the
• amount of make-up or fresh oil added pump and valve components. To prevent the
The only accurate way of determining when introduction of impurities into the fluid, the
the oil should be changed is by oil sample following rules should be carefully
analysis. observed:
When facilities for checking on the condition • Store drums on their sides and under pro-
of oil are not available or the quantity does tective cover. Water collecting on the top
not justify such work, an interval of 1000 of a drum, even though it is sealed, will
hours will usually provide a good factor of gradually work its way through the bung
safety. seals and into the fluid.
The preferred time for draining the reservoir • Before opening a drum, clean the top
and changing the oil is at the end of a day’s carefully so that dirt will not fall into the
run when the hydraulic fluid is thoroughly fluid.
warmed up. By draining when the oil is • Inspect and keep clean all containers and
warm and immediately after the system is equipment used for storage and dispens-
stopped, the used oil will usually carry off ing of hydraulic fluids.
the greatest quantity of impurities.
• Before adding oil to a hydraulic system,
It is also good practice to flush the reservoir wipe off the fill plug with a clean, lint-
and system for further removal of impurities free cloth.
before the fresh change of hydraulic fluid is
introduced. We recommend that regular • Make certain that the fluid reservoir is
hydraulic oil be used to clean pumps. protected against the admission of con-
taminants. Possible openings which may
When system is noticeably dirty, a small provide entrance and which should be
quantity (5 to 10%) of petroleum solvent checked include fill plugs, inspection
may be added to the flushing fluid to help plate, vents, missing reservoir cover
loosen up impurities in the system. Pumps bolts and seals around pipes which
may be run for a longer period to achieve the extend through the cover of the reservoir.
desired cleaning action.
Selecting the right hydraulic fluid is an
Oil Storage and Handling important step in securing the maximum per-
formance and service life from hydraulic
The manufacturers of hydraulic fluids are
equipment. For normal conditions of opera-
extremely careful that no contaminants enter
tion only mineral base oils should be used.
the fluid prior to the time that it reaches the
customer’s plant. The same care should be Animal or vegetable oils are unsuitable and
followed in its storage, handling and use. their tendency to oxidize and thicken in ser-
vice may foul the system and damage com-

Hydraulics
ponents. Water is particularly damaging and symptoms may develop such as cavitation at
it should never be permitted in the system. pump intake or a greater tendency to foam.
Various other fluids may be offered for use in Viscosity index is another significant physi-
hydraulic equipment but it is generally cal characteristic which measures the rate of
advisable to avoid them unless their use is change in viscosity of a fluid with changes in
specifically approved by the factory. temperature. A high viscosity index is desir-
The hydraulic fluid serves both as a lubricant able to limit the effects of temperature
to protect the rubbing surfaces of pumps and change.
fluid motors and as a medium of the efficient For a normal range of operating tempera-
transmission of hydraulic pressure. The tures a minimum viscosity index of 95 is rec-
requirements of lubrication have grown ommended. When start-up temperatures
more important with the higher temperatures below -1° C (30° F) prevail, a still higher
and pressures commonly encountered today viscosity index of 140 minimum is sug-
in hydraulic applications. gested.
Therefore, the use of additive agents to pro- Prevention of Foaming
vide greater protection against wear have
become a significant feature of modern Excessive foam in the hydraulic fluid may
hydraulic fluids. Other desirable characteris- occasionally become a problem, particularly
tics are good rust prevention qualities, resis- if this condition progresses to a point where
tance to oxidation and freedom from an appreciable amount of foam is drawn into
tendency to foam. the hydraulic pump. Foam is highly com-
pressible and can affect the output character-
Proper viscosity of the hydraulic fluid is an istics of the pump, causing irregular
important physical property which must be operation and premature failure.
suitable for the requirements of hydraulic
system to assure efficient operation. The cor- Excessive foam in the hydraulic fluid will
rect viscosity will also be influenced by the usually be caused by one or more of the fol-
temperature and pressure at which the sys- lowing:
tem operates. • Oil level in the reservoir is too low,
Fluids which are too light at the prevailing allowing air to be drawn by the pump
conditions of operation will permit increased into the system.
slippage (i.e., escape of fluid from the high • A leak in the suction line joints.
to low pressure side of pump or motor) and
• The use of an improper type of hydraulic
higher metallic friction with a greater rate of
medium or a fluid that is too viscous.
wear.
• Deterioration of the fluid or the presence
If the fluid used is too heavy, response to
of harmful contaminants.
controls will be slower, the operating tem-
perature of system may increase due to
higher fluid friction, and other unfavorable

Hydraulics
Hydraulic Oil Change After Failure A thin film of dirt covering the outside of the
paper pleats of the element is an indication
Ordinarily, the procedure outlined in Section
that dirt is starting to work its way through
3 for draining and refilling the hydraulic sys-
the element.
tem will prove to be adequate. However, if
the system is extremely dirty, or if the pump If dirt is just beginning to show at the root of
or some other component has failed, addi- each pleat, the element is due for a change.
tional measures must be taken.The following An element in this condition is still capable
steps are recommended. of trapping dirt, but it will start to restrict the
oil flow until oil by-passes the filter and is no
1. After disconnecting all hose connections
longer cleaned. Dirt will then be deposited
from each of the components, blow out
on the components of the hydraulic system,
the hoses thoroughly, using compressed
causing them to wear rapidly.
air.
Atlas Copco Wagner provides restriction
2. Remove the pump, cylinders, control
indicators on most of its filter installations
valves, and all other hydraulic compo-
for air intake, engine oil, and hydraulic sys-
nents.
tems. These indicators are color coded and
3. Disassemble and thoroughly clean them. tell you that a filter needs to be changed
4. Thoroughly flush all of the hoses and the when the indicator reads in the red area.
reservoir with fresh hydraulic oil. Some believe that the best way to know
5. Reassemble and install each of the when to replace hydraulic system filters is to
hydraulic components. wait until they become clogged. This is not
recommended for two reasons:
6. Fill the system through the return filter
with hydraulic oil. 1. When a filter becomes clogged, it no
longer does its job of keeping dirt out of
7. Operate the system through several the system.
cycles to flush out any remaining dirt or
metal particles. 2. Most hydraulic filter assemblies are
equipped with a by-pass valve which
8. Drain the entire system. allows the oil to by-pass a clogged filter
9. Replace all filter elements with new element.
ones. The by-pass valve ensures a continuous flow
10. Fill the system with new hydraulic oil of hydraulic fluid to the system. Also, with-
and bleed it as described above. out such a by-pass arrangement, oil being
forced into the filter under pressure could
Servicing Filters and Strainers blow a clogged filter to pieces. The small
One way to determine the need to change fil- particles would then flow through the sys-
ters is to actually remove and inspect the tem.
hydraulic filter element from time to time. Because of the presence of the by-pass valve,
more and more hydraulic oil will by-pass

Hydraulics
around the filter element as it fills up with pedal heel stop up until the service brakes
dirt. Thus, it cannot be determined from the start to drag.
performance of the hydraulic system when a
Then turn stop back down until vehicle rolls
filter has become clogged.
free and brakes are no longer dragging. Then
Establishing a Schedule turn the stop 1/4 of a turn in and lock jam
nut.
It is difficult to establish a time schedule for
servicing hydraulic system filters that will Note: Whenever the SAHR brake valve is
apply in all cases. This is because the rate of replaced, it should be tested for dead band
dirt accumulation in a filter is affected by the and adjusted as necessary.
following factors: Cylinder Inspection
• The cleanliness of the hydraulic oil when
Check cylinders for pin and bushing wear.
first placed in the system and the cleanli-
Repair is required when pin and bushing
ness of the make-up oil which has been
exceeds 1/8 in. (3.2 mm) wear or movement.
added.
Check cylinder for damage to barrel and
• The amount of dirt entering the system
stem.
due to carelessness when adding make-
up oil. Carefully inspect the inside surface of the
cylinder and the condition of the pistons.
• The dirt and dust conditions encountered
by the equipment on the job. When assembling the cylinder, use new
packing, backup rings, O-ring and wiper
• The condition of the hydraulic cylinder
ring. Replace any part that is worn or dam-
packing.
aged.
In a properly maintained system, the hydrau-
The steering stops must be checked at least
lic filter should only need changing with
every 250 hours or less. If they wear exces-
each change of hydraulic fluid (1000 hours).
sively or break off, they can cause severe
Use of oil analysis is recommended to deter-
damage to the steering cylinder, pins, and
mine the optimum interval. Wagner recom-
bushings, caused by bottoming the cylinder
mends changing filters every 400 hours until
out.
evidence indicates differently.
Brake Pedal Adjustment (ST700/ST1800) Troubleshooting
Wheel end pressure is 1500 psi (10300 kPa) Troubleshooting hydraulic systems involves
and can be checked at the J-block. Pressure starting at the beginning of the system and
is adjustable using the brake pedal heel stop. checking the operation of each part until the
trouble is found.
To adjust, with vehicle on a level surface,
release the park brake. Put the vehicle in 1st Section 10, Troubleshooting, contains a
gear and roll the vehicle forward, adjusting series of tables design to aid in troubleshoot-
ing all the systems found on your scooptram.

Hydraulics
Once you have found the area where the on expensive equipment. Always treat it as
trouble lies, it is then necessary to locate the such.
exact component in that area which is not
operating properly. Basic Causes of Hydraulic System
Failures
IMPORTANT: When servicing a hydraulic
system, think first —disassemble last!!! Before proceeding to troubleshooting charts,
it is important that you remember that the
It is not at all unusual for an untrained three most common causes of hydraulic sys-
mechanic to immediately start disassembling tem failures are dirt, heat, and foaming.
the hydraulic system when it is not working
correctly. This can increase the amount of The effect that dirty hydraulic oil can have
downtime for the vehicle many fold simply on a system has been described. Dirt can do
because the mechanic did not stop to think more damage than either heat or foam. How-
before acting. ever, heat and foam are also very damaging
to any hydraulic system.
Careful troubleshooting of a hydraulic sys-
tem pays off in saved time and work. Excessive heat can affect packing and seals.
Oil and air leaks form, and the effectiveness
Safety of the hydraulic system is quickly reduced.
Play it safe. More than one mechanic has Dirt is able to get into the system around
been injured when checking out a hydraulic damaged packing and seals, which further
system. Raising the boom and failing to sup- shortens the life of the system.
port it properly before draining the system System Overheat Protection
can be deadly.
Normally, overheating can be prevented by
Always remember that hydraulic systems following a few simple rules:
operate under high pressure. Sometimes it is
necessary to work on a line that is under 1. Always use a hydraulic oil of proper vis-
pressure. If so, be careful. Always shut down cosity. The use of an oil of greater vis-
the vehicle when possible. cosity than that recommended,
particularly in areas of low ambient tem-
Avoid shortcuts. This applies both to disas- peratures, will cause increased fluid fric-
sembly and assembly. If a hose or piece of tion and overheating.
tubing is supported in two places by clamps,
replace both of them even if you feel one
will do the job.
Always use the correct tools. Some parts of
the hydraulic system are easily damaged,
particularly if some makeshift tool is used
when a precision tool is required.
Use recommended service procedures. Don’t
experiment. Remember that you are working

Hydraulics
2. Always connect hoses and clip them into prevent air from getting into the system and
position according to manufacturers’ rec- causing foam.
ommendations. Rerouting a hose too
close to the unit’s transmission or engine Eliminating Air From the System
can cause the hose to overheat. This Adjust and replace packing and seals when
results in overheating of the hydraulic oil necessary. Failure to do so will eventually
passing through it. Also, avoid using result in air leaks. When replacing seals and
undersized hoses and be sure to install packing, use only those products recom-
the hoses so that there are no sharp mended by the manufacturer.
bends. These can increase friction and, as
a result, raise the oil temperature. When installing hoses, make sure they are
properly supported. Vibrating hoses can
3. When pumps, cylinders, and other loosen connections and allow air to enter the
hydraulic system components become system.
worn, replace them. Worn parts allow
excessive oil slippage which in turn Periodically check all hose fittings and con-
requires the pumps to operate at full out- nections to make sure they are properly
put over long periods. This longer cycle tightened. A pressure leak is easy to recog-
increases the length of time during which nize because the oil will be visible. However,
fluid friction is generated within a sys- a suction leak can occur with no visible
tem, increasing the oil temperature. signs.
4. Always keep the outside and inside of If in doubt, apply oil to the inlet hose joints,
the hydraulic system clean. Dirt on the one joint at a time. If pump noise, caused
outside of the system acts as an insula- from the presence of air, decreases when oil
tion and prevents normal oil cooling. Dirt is added to a certain joint, you know this
on the inside of the system causes wear joint is leaking air.
which results in oil slippage. When servicing or rebuilding various
Oil foaming is simply a condition where air hydraulic system components, make sure
is mixing with the oil. This forms small bub- that you are doing a good job. Packing that is
bles which accumulate in various parts of the improperly installed will often leak. Sloppy
system. assembly procedures will result in unreliable
service and costly follow-up repairs.
When oil foams, it can overheat. This is
because the air in the oil increases in temper- Excessive air in a system can usually be rec-
ature when the oil is compressed. In other ognized by erratic and uneven operation of
words, as the air is compressed, the tempera- the hydraulic system. The air in the system
ture rises just as it would in an engine cylin- does not allow the oil to provide steady pres-
der. The hot air bubbles in turn heat the sure against the pistons, causing jerky opera-
surrounding oil. It is easy to see, therefore, tion. Therefore, if you should have this
that everything possible should be done to condition, look for air leaks in the system.

Hydraulics
Checking for Component Failure 5. The second basic check is to test the
cycle times of all hydraulically actuated
A failure of one or more components in the
systems. Below normal times will indi-
hydraulic system will usually result in one of
cate possible flow problems.
the following:
6. If the pressure or cycle times are below
1. The hydraulic system will slow down
specification, disconnect the hydraulic
and become sluggish
line on the outlet of the pump and install
2. It will lose pressure. a pressure gauge (and in-line flow meter)
The first rule in determining the root cause to determine if the pump is operating
of the problem is to never assume anything. correctly.
A careful step by step process is the best 7. Proper flow and pressure at the pump
method in identifying the source of a prob- outlet usually is an indication that there
lem. is not a problem with the pump. Begin
The first step should be to check the easiest isolating and testing individual systems
possibilities first. On the hydraulic system, and components until the problem is
this means checking the oil level in the tank. found.
Next, conduct a visual inspection of all Checking Hydraulic Systems for Leaks
hoses, fittings and linkages. Leaks are a common symptom of more
If no visual problems are evident, check that extensive troubles in a hydraulic system.
system pressure is within specifications. Hydraulic system leaks can be classified into
Pressure tests are usually made by attaching two major types: external leaks and internal
a pressure gauge at the pump or relief valve, leaks.
depending upon the particular system. To External Leaks
check the maximum hydraulic pressure out-
put for a system proceed as follows: External leaks on the pressure side of a
hydraulic system are easy to locate because
1. With the engine shut down, remove the
of the presence of hydraulic fluid. Neverthe-
pipe plug from the point at which the
less, it is important that the maintenance per-
gauge is to be attached and install the
sonnel and operator keep a close watch over
gauge.
the various components of the hydraulic sys-
2. Start the engine. tem in order to identify and correct pressure
3. Accelerate the engine to maximum rpm, leaks as soon as they start.
and operate the specific function in ques- External leaks which occur on the intake side
tion. Hold it in that position. of the pump are much more difficult to
4. Check the gauge reading to see if it con- detect. However, you can usually suspect
forms with the maximum oil pressure intake leaks in a system if any of the follow-
recommended by Atlas Copco Wagner ing five conditions are evident:
Inc. • Air bubbles in the hydraulic oil.

Hydraulics
• Erratic or jerky hydraulic system action. tion can also prove helpful in determining
• Overheating the source of internal leakage in a hydraulic
system.
• Excessive pressure in the reservoir.
The Basic Causes Of Fluid System Leakage
• Excessive pump noise. Are:
If any of these conditions exist, you should 1. Human Error.
first check all intake fittings and connections
for leaks. 2. Lack of Quality Control.
Remember that over-tightening can be even 3. Poor Protection of Components in Han-

more troublesome than under-tightening. dling.
The number of pound-feet recommended for 4. Difficult to reach Fitting Connections.
tightening a particular swivel nut will ensure
5. Improper Design of Piping or Routing
a tight seal and yet not be so tight as to result
in distortion of one or both fitting seals. 6. Poor Selection of Materials
Leaks on the intake side of the system can 7. Lack of Education
usually be detected by adding oil to the area
Finding the Leak Location
of the connection. If the pump noise caused
by aeration lessens or stops, you have found Identifying the exact location of a leak can
the connection where air is being taken into be difficult. To make sure that a leak is not at
the system. a higher point and draining down:
Internal Leaks 1. Wash and/or wipe down leakage area.
As the various components of a hydraulic 2. Watch for the leak to appear.
system wear, internal leakage within the 3. Place a paper towel or rag above the sus-
components occurs. A slight amount of inter- pected connection to catch any fluid
nal leakage can be tolerated. As leakage dropping from above.
increases however, system performance
begins to drop as hydraulic energy is lost. Remember — Seepers or weepers can be
This lost energy turns up in the form of heat, hard to locate.
which can degrade the oil and lead to prema- Leak Problem Areas
ture equipment failure. Therefore, it is
important that the hydraulic system be kept SAE 37° Flare Connection
in good working order. Causes:
A good mechanic can troubleshoot a hydrau- Most of the leaks on this connection are due
lic system and find the source of trouble to the lack of tightening (human error). You
without any unnecessary, time-consuming can’t tell if the nut has been tightened by just
disassembly. A careful study of trouble- looking at the connection. If it is more than
shooting charts in Section 9 will help you finger tight, you can’t tell from observation
develop this ability. The following informa- how much.

Hydraulics
Torque wrenches are good only when they Foreign particles in the Wash them off
are used. You must rely on the user to be sure joint
they get used on all joints and connections.
The user must depend on his memory to Cracked Seats Replace them
know if he has tightened all of the joints. Seat mismatching or not Replace the adapter
concentric with the
Cures:
threads
Here is a foolproof method of tightening. Deep nicks in the seats Replace faulty part
Anyone can tell if the joint was tightened
Excessive seat impres- Replace the part
and how much:
sion. This indicates too
1. Tighten nut finger tight until it seats. soft a material for high
2. Use an ink pen or marker to mark a line pressures. Threads will
lengthwise on the nut and extend it onto stretch under high pres-
the adapter. sure
3. Tighten the nut with a wrench, turning Phosphate treatment Replace faulty parts
the nut the amount shown in the follow- This is an etching pro-
ing chart. cess which if overdone
leaves a rough sandpa-
The difference (misalignment) of the marks per-like surface
will show how much the nut has been tight-
ened (or that it has been tightened). Chatter or tool mark — Replace faulty part
High and low spots on
Hose Size Rotate No. of Hex Flats seats
4 2-1/2
SAE 45° nuts
5 2-1/2
Causes:
6 2
8 2 When connected to an SAE 37° male flare
10 1-1/2 -2 fitting it will leak. The SAE 45° nut is too
long and will bottom on adapter hex in sizes
12 1
8 and 10 before the seats are tight.
16 3/4-1
Cures:
20 3/4-1
24 1/2-3/4 Use all SAE 37° flare parts.
What to do if the joint leaks after it has been Remember: Many of the leakage problems
tightened properly. on this type of connection won’t show until
the unit has had a few hours of service.
Disconnect the line and check for:
All items, except the first one in the above
Problem Corrective Action chart, are quality control problems which are

Hydraulics
usually found on parts supplied by the lowest This is to insure that the shoulder will make
bidder. contact with the mating accessory surface
SAE Straight Thread “O” Ring Seal. before the flange does.
The flange halves overhang the shoulder on
Problem:
the ends so that the bolts will clear the shoul-
Elbows loosen up after short service. der.
“O” ring leakage after short service. Problem (1):
“O” ring leakage after long service. Because of the shoulder protrusion and the
Instant leakage upon start up. flange overhang, the flanges tend to tip up
when the bolts are tightened on one end, in a
Causes: seesaw fashion. This pulls the opposite end
May be either human error or faulty parts. of the flange away from the shoulder and
when hydraulic pressure is applied to the
Cures: line, it pushes the shoulder back into a cock-
ing position.
Replace “O” ring seals and start over.
Causes:
Jam nut and washer must be to the back side
of the smooth portion of the elbow adapter. This connection is very sensitive to human
Lubricate the “O” ring — Very Important error and improper bolt torquing.
Thread into port until washer bottoms onto Cure:

seat face. All bolts must be installed and torqued
Note: Is the spot face large enough for the evenly. Finger tightening with the use of
washer? Does hex of the straight adapter fit feeler gauges will help to get the flanges and
Into spot face shoulder started squarely.
Position elbows by backing up the adapter. Problem (2):
Tighten jam nut. When the full torque is applied to the bolts,
SAE 4-Bolt Split Flange Connection the flanges often bend down until they bot-
tom on the accessory. This also causes the
The SAE 4-bolt split flange connection is a bolts to bend outward.
face seal. The shoulder which contains the
Cause:
seal must fit squarely against the mating sur-
face and be held there with even tension on Bending of the flanges and bolts tends to lift
all bolts. the flange off the shoulder in the center area
The shoulder protrudes past the flange between the long spacing of the bolts.
halves by.01 in. (.25 mm) to .03 in. (.76 When pipes and/or hoses are joined together
mm). with this connection, the conditions become
more sever because the spacing between

Hydraulics
mating flanges now is doubled and becomes Pipe Thread Leaks

.02 in. (.5 mm) to .06 in. (1.5 mm) gap. All
What to do if the joint leaks after it has been
conditions are now multiplied 100%.
tightened properly:
High torque is required on all bolts which
Disconnect the line and check for:
must be Grade 5 or better because much of
the torque is lost in overcoming the bending Problem Corrective Action
of the flanges and bolts. Connector not tight Tighten
Cure: Cracked port or con- Check for cracks
nector and replace defec-
Lubricate the “O” ring before assembly. All tive parts
mating surfaces must be clean. All bolts
must be evenly torqued. Don't tighten any Oversized threads in Inspect for proper
one bolt fully before going to the next one. port thread size
Because of the tolerance build up in all com- Undersized threads Inspect for proper
ponent parts plus the bolt bending, the flange on connector thread size
halves can move sideways. This can lessen Galled threads (torn Inspect and replace
the shoulder contact with the flange to zero threads) if necessary
in the center area between the long bolt spac- Damaged threads, Replace if damaged
ing.
nicks, cuts, etc.
When flanges have a large radius on the Threads not dry-seal Use “NPTF DRY-
edge, the leakage problem becomes even standard for hydrau- SEAL” standard
greater with the above conditions. lics
Remember: All flanges have a small break at Straight pipe threads Use “NPTF DRY-
edge to insure full contact with the shoulder instead of tapered SEAL” standard
flanges.
Contaminated Clean and inspect
In spite of all of the unfavorable conditions threads, dirt, chips,
with this design, has run high pressure etc.
impulse tests under lab conditions with up to
High vibration loos- Retighten connector
2 million cycles without failure of any com-
ening connection Check with engi-
ponent.
neering
These test were made on quality parts using
Heat expansion of Retighten while hot
standard 60 durometer “O” ring seals and
female threads
5000 psi (34500 kPa) pressure peaks. The
3000 psi (20800 kPa) designed connection Too tight, causing Check, replace
was used in the test with heat treated flanges. thread distortion

Hydraulics
Remember Protective internal paint coatings, if used,

must be compatible with the hydraulic fluid
Many of the leakage problems on this type of used.
connection won’t show until the vehicle has
had a few hours of service. Be sure all parts are on hand.
Parts from storage can develop a build-up of
Removal and Replacement resin from protective oils and grease. This
Procedures resin should be dissolved with solvent before
WARNING: Block all wheels, the part is installed.
remove the ignition key, and place a Make use of lifting eye bolts and transporta-
warning tag on the steering wheel
ACW00073 pict
tion equipment.
before performing maintenance on the
Do not use force. In order to prevent radial
hydraulic pumps and accessories.
forces and tension on pipelines and compo-
WARNING: The Hydraulic System nents, ensure that pipelines are firmly
contain Accumulators. Depressurize secured.
the system before performing Mainte-
ACW00073 pict
Do not use putty or Teflon tape as a sealing

nance.
material, as this can lead to contamination
NOTE: The use of any safety procedures and thus malfunctions.
given in this section do not preclude any
Make sure hose lines are correctly laid. Rub-
other safety practices contained in this man-
bing and touching of the lines must be
ual.
avoided.
Before Starting Ensure availability of correct fluids (ISO VG
Check cleanliness: DIN 51519)
• of the area around the vehicle Relieving Hydraulic Pressure

• of power units, pipe connections, compo- Before conducting any service on the
nents hydraulic system, follow these procedures:
• of hydraulic fluids
1. Park the scooptram on a flat level surface
• of parts from stock and block all wheels.
Watch out for contamination. Dampness or 2. Install the articulation lock.
dirt from the surrounding environment must
3. Lower the boom so that it is resting on its
not be allowed to enter the hydraulic reser- stops and roll the bucket down so that the
voir. Fill reservoir only via a filter, prefera- blade is resting on the ground.
bly via system filters or portable filter
stations with fine filters (10 micron). 4. Release the brake accumulator pressure
by depressing the park brake override
Do not mix Fire Retardant Fluid (FRF) with switch.
standard hydraulic fluids.

Hydraulics
5. Depress the hydraulic tank relief valve to 2. Adjustment Screw (Allen Head)
relieve the built up tank pressure. Check and record kick-in and kick-out pres-
WARNING: Hydraulic pressure is sures on the accumulator charging valve.
still dangerously high in the cylinders Attach pressure test gauge to the accumula-
and hoses. Use extreme caution while
ACW00073 pict
tor pressure test port or use the accumulator

removing a hose flange to a cylinder. pressure gauge mounted in the operator’s
Before removing any hose: compartment. See the Hydraulics section for
details on the Auxiliary Valve.
1. Clean immediate area around any
Start and run the vehicle. Observe gauge and
hydraulic component to be serviced to
record highest pressure reading attained
prevent contamination.
(kick-out).
2. Label hose to facilitate assembly and
Cycle brakes. Observe and record the lowest
diagnostics.
pressure reading before pressure starts to
3. Have plug prepared to cap each hose to increase (kick-in).
be removed.
Pressures should be:
4. Return lines are open to tank, therefore
Kick-in 1600 psi(110.3 bar)
the entire hydraulic tank can drain if they
are not adequately plugged. Often it is Kick-out 2000 psi(137.9 bar)
useful to apply a vacuum (5-7 psi / 340- If these readings are not observed, the charge
480 kPa) on the hydraulic tank at the valve needs adjustment. Follow adjustment
breather to prevent oil leakage, but a plug procedure:
will still be necessary to prevent contam-
inate from getting sucked into the lines. Note: Hydraulic oil must be at operating
temperature (66° C / 150° F).
Pressure Setting Checks and 1. Check and adjust the pressures with the
Adjustments engine running.
Charge Valve Kick-In and Kick-Out WARNING: The articulation lock
must be installed and an authorized
1 operator must remain in the vehicle
ACW00073 pict
cab at all times when the engine is running.

2. Loosen the adjustment screw locking nut
on regulator section of the charge valve
cartridge.
2
1. Adjustment Screw Locking Nut

Hydraulics
3. Using an Allen wrench or screw driver, Install a pressure gauge in the test port fitting
turn the adjustment screw. Turn counter- on the pressure port of the priority valve.
clockwise to reduce pressure and clock-
wise to increase pressure. Turning adjust-
ment screw will automatically adjust
both kick-in and kick-out pressures.
4. Adjust the pressure until the it reaches
13788 kPa (2000 psi).
1 2 3
5. Bleed off accumulator pressure by
cycling park brake switch, and recheck
pressures. When the correct kick-out
pressure is achieved, re-lock adjustment
screw. 1. Steering Pressure Test Port
Note: The kick-in pressure will automatically 2. Bypass Flow
adjust with the kick-out pressure. 3. Dump and Hoist Pressure Test Port
6. Re-install cap and tighten with wrench. Note: Atlas Copco recommends use of a cal-
ibrated test gauge. This will allow operator
Steering and Dump Main Relief to check the accuracy and calibration of
instrument panel gauge.
Adjusting pressure set-points is accom-
plished in the same manner as with the Start the engine. With hydraulic oil at operat-
charging valve. An adjustment screw locking ing temperature and the engine at high idle,
nut and adjustment screw is provided for steer the vehicle up against the stops and
each pressure setting. Remove cap and hold.
loosen locking nut. Turn counter-clockwise Record the indicated pressure and adjust if
to reduce pressure and clockwise to increase necessary.
pressure.
Remove pressure gauge from the steering
Note: Check that cap seal washer is present control valve and install it on the pressure
and in good condition. test port on the dump/hoist control valve.
With the engine at high idle, operate any
dump/hoist function to its limit of travel and
hold.
Record the indicated pressure and adjust if
necessary.
Note: Pressures should be within 50 psi (3.4
bar) of specified set-point.

Hydraulics
ST1800 Reset steering and dump main relief pres-

sures to their specified set-points.
Since the ST1800 has a separate steering
valve, the steering main relief and the port Steering and Dump Pilot Valve
reliefs can be checked at the steering valve
itself, and the dump/hoist reliefs can be Install a pressure gauge in the test port fitting
check at the dump/hoist valve. on the auxiliary valve. See the Hydraulics
section for details about the auxiliary valve.
Remove cap and loosen locking nut.
Start the engine. With hydraulic oil at operat-
ing temperature and the engine at high idle,
record the indicated pressure and adjust if
1 necessary.
Note: Some pilot valves utilize a shim type
adjustment in place of an adjusting screw.
These units usually do not require re-adjust-
ment. Adjustments are made by changing
1. Dump Pressure Test Ports number or size of washers.
Steering and Dump Port Relief Sequence Valve
To check port relief pressures, both the steer- The sequence (pilot pressure) valve in the
ing and dump control valve main relief pres- hydraulic brake system is checked by attach-
sure settings must be adjusted to a point just ing a gauge at the quick disconnect fitting on
above the port relief set point. the valve. Record this reading. It should be
2413 kPa (350 psi) at low idle.
Place the boom in the fully raised position
with the bucket in the dump position and Cooler Check Valves
hold.
Install gauge between sequence valve and
Using an attached pressure gauge or the check that pressure is within specifications
accumulator pressure gauge mounted in the (448 kPa/65 psi).
operator’s compartment, slowly adjust both
Charge Pump Pressure
the dump control and steering control valve
main relief set-points until it is just above the This pressure is measured at the test port on
specified port relief pressure. The highest the transverter and should be 240-280 psi
pressure that the valve can be adjusted to (16.5-19.3 bar).
indicates the port relief pressure.
Hydraulic Drift
Record the indicated pressure and adjust port
relief pressure to specified set-point, if nec- Check the bucket rollback drift following
essary. these procedures:
Park the vehicle on a flat surface.

Hydraulics
With the boom lowered and resting on its 7. At the same engine RPM for the full load
stops, roll the bucket back until it rests on the test, record flow and pressure while the
Z-bar stops. system is not at relief. (No controls actu-
Shut the engine off and let stand for 5 min- ated to relief.)
utes. 8. If pump flows are not within 10% of
Measure the distance the bucket has rolled each other, the pump needs to be ser-
forward. If it is more than 1.6 cm (5/8”) in viced.
five (5) minutes then there may be a problem
with a cylinder or the main control valve. Steering Cylinder Removal and
Replacement
Pump Flows
Steering Cylinder Removal
Use the following procedures to check the
pump flows. See the Specifications section 1. Follow the procedures to relieve the
for proper flow rate for each pump. hydraulic pressure.
1. Follow the procedures to relieve the WARNING: Extreme caution must
hydraulic pressure. be used when removing a hydraulic
hose from a cylinder.
ACW00073 pict
2. Install a flow meter in the line between

the pump to be checked and the first 2. Disconnect all cylinder hoses. Clean,
valve in the system. Also, install a pres- label and plug all cylinder and hose con-
sure gauge in the system main relief test nections.
port, or use the hydraulic pressure gauge 3. Attach a hoist or some type of rigging
on the gauge panel in the operator’s com- rated for the weight of the cylinder to
partment. support the cylinder.
3. Start the engine and actuate the dump/ 4. Loosen and remove the bottom trunnion
hoist lever to warm up the system. check cap and bolts.
the hydraulic level and add more oil if
necessary to replace lost oil from meter 5. Loosen and remove the top trunnion cap
installation. bolts but do not remove the cap. Hold it
in place on the cylinder eye to keep the
4. Be prepared to measure engine RPM. pin from slipping. On the ST1000, this
5. Once the oil has warmed, actuate to sys- will keep the oil from spilling out of the
tem controls to relief and at the same pin.
time run engine to its governed RPM. WARNING: Keep fingers and hands
6. Record engine RPM, pump flow rate, clear from the pin area while remov-
ing the trunnion caps. Severe hand
ACW00073 pict
and hydraulic pressure.

injury could result if the pin inadvertently
slips down to the cylinder eye.

Hydraulics
6. Hoist the cylinder out of the way and 4. With cylinder secured in place remove
place on the shop floor or a suitable work first the stem pin, then the base pin. Be
stand. careful of free swinging cylinder ends.
Retract stem rod back into cylinder
Steering Cylinder Installation
before removing base pin.
Follow the removal steps in reverse order. 5. Remove bolts to remove the trunnion
For the ST1000, check oil filled pin oil levels caps and leave pin inside cylinder until
add oil if necessary. cylinder is on stable surface.
Operate the scooptram to bleed any air out of
Dump Cylinder Installation
the system prior to putting the machine into
service. Reassemble in reverse order. Clamp base end
pin first. Position stem pin in place and use
Dump Cylinder Removal and hoist to extend cylinder into the bucket
Replacement clamp.
Dump (Stabilizer) Cylinder Removal Hoist Cylinder Removal and
The dump cylinder will require some sort of Replacement
lifting device to support and lower the cylin- Hoist Cylinder Removal
der to the ground. Determine how the cylin-
der will be handled before removing, then do The hoist cylinders will require some sort of
the following. lifting device to support and lower the cylin-
der to the ground. Determine how the cylin-
1. Follow the procedures to relieve the
der will be handled before removing, then do
hydraulic pressure.
the following.
WARNING: Extreme caution must
WARNING: Depending on the
be used when removing a hydraulic
scooptram model, the boom could
hose from a cylinder.
ACW00073 pict

ACW00073 pict
2. Disconnect all cylinder hoses. Clean, lbs.). Do not reach or lean underneath the
label and plug all cylinder and hose con- boom unnecessarily.
nections.
Note: It is not necessary to remove the
3. Attach a hoist or some type of rigging bucket to remove the hoist cylinders. How-
rated for the weight of the cylinder to ever, the bucket must be secured so that it
support the cylinder. does not become a hazard once the boom has
Note: Leave base end return hose attached been raised.
until after cylinder rod has been retracted. 1. Park the scooptram on a flat level sur-
face, block all wheels, and install the
articulation lock.

Hydraulics
2. Raise the boom and place support stands, hydraulic pressure.

rated for the boom weight, beneath it. 2. Remove the hoses and plug lines and
Lower the boom until all of its weight is ports on the pump.
supported by the stands.
3. Remove the mounting bolts, and slide the
3. Follow the procedures to relieve the pump off the forward pump stub shaft.
hydraulic pressure.
4. Cover open stub shaft assembly to keep
4. Secure the hoist cylinders in place (to clean
prevent them from swinging free once
pins are removed). Pump Installation
Note: Make sure cylinder is free of grease or Install in components in reverse order, torque
oil before securing with strap to prevent it hardware to specified values.
from slipping.
When assembly has been correctly com-
CAUTION: Hydraulic fluid may be under pleted, proceed with start-up and functional
pressure. Safety glasses and heavy gloves testing.
must be worn.
5. Disconnect all cylinder hoses. Clean, Valves
label and plug all cylinder and hose con- WARNING: Both the steering and
nections. the main control valves are extremely
heavy. Care must be taken to avoid
ACW00073 pict
6. With cylinder secured in place remove

first the stem pin, then the base pin. Be injury or even death while removing the
careful of free swinging cylinder ends. valve. Use a hoist rated for the weight of the
Retract stem rod back into cylinder valve to lift and support it during the
before removing base pin. removal/installation process.
7. If machine has trunnion caps (shoulder The following procedures are generalized
collars), remove bolts to remove collars and apply to the removal/replacement of
and leave pin inside cylinder until cylin- both the steering and main control valves.
der is on stable surface. Valve Removal
Hoist Cylinder Installation 1. Steam clean the area around the valve to
Reassemble in reverse order. Clamp base end be removed.
pin first. Position stem pin in place and use IMPORTANT: Make sure the area around
hoist to extend cylinder into the boom clamp. the valve is clean and free of debris. Valves
Operate the scooptram to bleed any air in the are susceptible to damage from dirt or grime
system prior to placing it back into service. being introduced into the hydraulic system
due to dirty service conditions.
Pump Removal and Replacement 2. Relieve all hydraulic pressure as
instructed in the section titled “Relieving
1. Follow the procedures to relieve the
Hydraulic Pressure.”

Hydraulics
3. Disconnect, cap or plug, and label all 3. Through the nose of the cartridge, manu-
hydraulic hoses to the valve. ally operate the inner working parts sev-
4. Cap or plug the inlets, pressure ports, and eral times. Use a piece of plastic tubing
pilot ports to prevent contamination. to avoid damaging soft seats, sharp
edges, finished surfaces or the screen
5. Attach a hoist cable to the valve for sup- protecting the pilot orifice. All parts
port while removing the mounting bolts. should move freely. If possible, do this
6. Loosen and remove the valve mounting with the cartridge submerged in clean
bolts. mineral spirits.
7. Hoist the valve to a work bench, do not 4. After “flushing,” blow dry with clean fil-
place the valve in a position where it tered air.
could be damaged. 5. Replace seals if indicated, using the
Valve Replacement appropriate service kit.
6. Dip the cartridge in clean hydraulic oil,
To replace a valve, follow the removal pro-
then reinstall the cartridge, tighten to
cedures in reverse.
specified torque and re-test.
Valve Cartridge Removal/Service 7. If this procedure does not eliminate the
IMPORTANT: The most common cause of problem, replace with a new factory-
failure is dirt in the hydraulic oil. tested cartridge.
• Dirt which lodges in the working parts NOTE: Service kits are available for the
and interferes with their operation. cartridges. Contact your Atlas Copco Wag-
ner dealer for information on cartridge seal
• Dirt introduced due to filter bypass replacement and or cartridge replacement.
Most cartridges can be cleaned without alter-
ing their settings. Hydraulic Manifolds
To check and clean a cartridge which is not It is not necessary to remove any valve man-
functioning: ifolds from the scooptram since the func-
1. Remove the cartridge from the cavity. tional part is a cartridge. The following
manifolds can be removed in much the same
2. Inspect for visible contaminants and way. See section for cartridge removal pro-
carefully remove obvious particles. cedures.
• J-Block
• Auxiliary Valve
If it becomes necessary to remove a valve
manifold, follow these generalized instruc-
tions:
1. Relieve the hydraulic pressure following

Hydraulics
the instructions titled Relieving Hydrau- 6. Check engine and pump are correctly
lic Pressure. assembled and aligned.
2. Vent and drain the hydraulic tank into 7. Check that hydraulic filters are of speci-
suitably sized reservoir, the reuse of fluid fied pore size.
is not recommended.
8. Check that all fluids are as specified and
3. Clean, label, disconnect and plug all filled up to maximum level.
hoses and harnesses to the manifold.
4. Loosen and remove the bolts that secure Trial Run
the manifold. 1. Clear the area of all unauthorized person-
5. Remove the manifold. nel. Only personnel directly required to
test the vehicle should be present.
Manifold Replacement
2. Check that all shut-off valves are fully
Follow the removal procedures in reverse. open.
3. Check that the direction of rotation of the
Preparation for Trial Run engine matches that of the pump.
Start-up - Start the vehicle.
(Applicable after overhaul of major compo- - Slowly move forward a few feet.
nent after failure during service).
- Check rotation. (counter clockwise
Prior to start-up the following check list while facing pump input shaft).
should be run.
4. Check position of directional valves and,
1. Check that Hydraulic Oil Tank is clean. if necessary, move into required position.
2. Check hydraulic lines cleaned and cor- 5. Open pump suction valves - if necessary,
rectly installed. fill pump housing with fluid.
3. Check that all couplings and flanges are 6. If pilot “boost” pump is installed, start
tightened. up; all pump cavities should be full and
4. Check that all components are correctly tank pressurized.
connected in accordance with installation 7. Check operating function of hydraulic
drawings or circuit diagram. system without load.
5. Check that hydraulic accumulators are 8. When normal system operating tempera-
properly charged with nitrogen. ture has been reached, test system under
Note: It is recommended that the gas charge load. Gradually increase pressure.
be noted on the accumulator itself (e.g. by a 9. Check monitoring and measuring
label) and in the circuit diagram, so that a devices.
check may be made in the future when
Note: Jerky movements indicate the presence
required.
of air in the system. By changing the pump’s

Hydraulics
displacement with the actuators in the

loaded or braked condition, certain air pock-
ets can be eliminated. The system is com-
pletely bled when all functions can be
carried out smoothly and continuously and
there is no foaming on the surface of the
fluid. In practice, it has been found that
foaming should have ceased 1 hour after
start-up, at the latest.
10. Check fluid temperature.
11. At normal operating temperature, check
flow restriction indicators while operat-
ing dump and hoist controls.
12. Compare measured values with specified
performance parameters (pressure, speed
and setting of other control components).
13. If restriction due to contamination is
found, flush the hydraulic system in
order to prevent premature failure of sys-
tem components. Check filter back pres-
sure.
14. Listen for noise.
15. Check fluid level; add if necessary.
16. Check setting of pressure relief valves.
17. Check for leakage.
18. Shutdown the vehicle.
19. Tighten all fittings, even if there is no
evidence of leakage.
WARNING: Tighten only when the
system is not under pressure.
ACW00073 pict

Hydraulics

Section 7 Electrical System
Theory of Operation seconds. If there are any problems with the
system the lights will remain on after the
As with most vehicles an electrical system is engine starts. See Computerized Diagnostic
needed to furnish power to lights, horns, Systems for further information.
starter motors, and electronic control/moni- IMPORTANT: All information concerning
tor systems. In the Atlas Copco Scooptram a the engine electrical system is derived from
24 volt system powers most electrical com- the OEM manuals. For the purpose of expla-
ponents. The gauges use a 24V to12V con- nation, some engine electrical information
verter has been duplicated in this manual. Please
refer to the OEM engine manuals for com-
When the ignition key is turned to the “ON” plete information about the engine systems.
position, the battery energizes the engine
Electrical Control Module (ECM) which in
turn activates the Electronic Unit Injectors
(EUI). When the key is turned to the “start
engine” position, electrical current causes
the starter motor to engage the engine fly-
wheel, starting the engine. When the engine
reaches idle speed, the alternator begins to
generate the 24 volts necessary for vehicle
operation. The alternator also sends electri-
cal current to charge the battery.
The computerized electrical system continu-

ously monitors engine performance and
makes adjustments based on information
given by the operator and the system itself.
As the operator selects a gear and direction,
the engine ECM and transmission Electronic
Control Unit (ECU) communicate their
requirements to fulfill the demands of the
operator.
When the ignition key is turned to the ON

position, the Check Engine and Stop
Engine lights will illuminate for three (3)

Electrical System
3 4
5
6
1
8
1. Vehicle operator operator but is the most essential to the vehi-

2. SAE J1708 Communication Bus cle operation. The electrical system compo-
3. Engine Electronic Control Module (ECM) nents are:
4. Transverter Electronic Control Unit
(ECU) • Vehicle Electrical Systems
5. Data Collection Unit (DCU) • Computerized Control Units
6. Programmable Logic Controller (PLC) • Instruments and Gauges
7. Vehicle Electrical System (Lights, Horn,
Alarms)
Vehicle Electrical Systems
8. Radio Remote Control (Optional)
9. Rock Tough™ Monitor System
(Optional)
The vehicle electrical systems include the
basic units that are needed for safety and
normal operation of the scooptram. These
Electrical System Components
systems include the wiring harnesses, circuit
breaker box, master (battery isolation)
The electrical system is composed of three
switch, park brake switch, charging and igni-
major operational units, two of which
tion systems, and the lights and horns/
directly involve the vehicle operator and ser-
alarms.
vice technicians. The third, the computerized
control units, is seemingly invisible to the

Electrical System
Wiring Harnesses falling rock damage. The compartment

houses the circuit breakers for the ECM
The Atlas Copco Scooptram is equipped injectors and the control panel. Circuit
with a sealed electrical system designed to breaker switches are located in the scoop-
withstand operating temperatures of 257° F tram operator’s compartment for the comput-
(125° C) and surges up to 600 volts. The wir- erized control components and two (2)
ing splices are dip soldered and protected options. See the Operator’s Manual for fur-
with waterproof heat shrink tubing. Exposed ther information.
connections are coated with 3M #776 “con-
formal coating” to prevent corrosion and Park Brake Switch
possible shorts in the system. Internal con-
nections and terminal blocks are spray The park brake switch is a push/pull button
coated with urethane. In areas where abra- located on the control panel in the cab of the
sions can occur the wiring harnesses are pro- scooptram and when depressed actuates the
tected with a braided sleeve or spiral wrap. SAHR brakes. When pulled out, the park
brake solenoid is energized and the brakes
Master (Battery Isolation) Switch are released. The park brake system is inter-
The Master Switch is located on the fuel tank locked with the engine so that the brakes
near the batteries and when turned to the cannot be inadvertently released when the
OFF position disconnects the electrical sys- vehicle is not running.The park brakes will
tem from the battery and alternator. The be applied when any of the following occur:
switch is protected from the environment by
its sealed housing. The main purpose of the • The park brake button is depressed.
switch is to disconnect the battery from the • The ignition switch is turned to the “off”
vehicle so that maintenance can be safely position.
conducted on the vehicle. • The master switch is turned off.
• The brake accumulator pressure falls
IMPORTANT: Remember to turn the Mas- below 9652 kPa (1400 psi) or the trans-
ter Switch to the OFF position before weld- verter charge pressure falls below 414
ing on any part of the Scooptram. kPa (60 psi).
Note: Turning the Master Switch to the OFF • Any time the electrical system is cut-off
position while the vehicle is turned on can from the brake solenoid.
cause a catastrophic failure to the electronic
modules. Note: Whenever the park brake is activated
by the Programmable Logic Control, the
Component Box indicator light in the switch will blink.
The component box is an all metal compart- Charging and Ignition System
ment designed to house key electrical con-
nections and circuit breakers. It is The charging and ignition system is made up
environmentally sealed and re-enforced from of the battery, alternator, ECM, and the

Electrical System
starter. Injectors (EUI) which delivers fuel to the

cylinders. The injectors are cam driven
Battery which provides the mechanical pressuriza-
tion of the fuel for combustion. See the Com-
1 puterized Control Units section.
2
Starter
A B
The starter system is made up of three (3)
solenoids that allow electrical current to flow
1. Master (Battery Isolation) Switch
through the system. The first, located in the
2. 24 Volts
vehicle cab, lets current flow to the on-board
control units when the key is turned to the on
The battery system is a series of two (2) 12 position. The second, located in the compo-
volt batteries that provide the 24 volts for the nent box, opens the circuit to the battery to
operation of the starter and ECM initializa- engage the starter solenoid. The last, located
tion. An in-line fuse on the positive battery on the starter itself, allows electrical current
cable protects the starter from overcurrent to actuate the starter motor and gears to
conditions. The master (battery isolation) engage the engine flywheel.
switch is attached to the negative cable to
isolate the battery and alternator from the Computerized Control Units
electrical system. 1
Alternator
4
The alternator is a fully enclosed unit that
has a built in regulator and is brushless. The
alternator has two (2) functions, it provides
electrical current for vehicle operation and
charges the battery as the vehicle is operat- 3
ing. The battery charging function requires 2
about 20% of the alternator’s full load capac-
ity. The alternator is over-sized to provide 1. Data Control Unit
this margin when the engine is running at 2. Transient Voltage Protection Module
high idle. (ST700/ST1000 only)
3. transverter Electronic Control Unit
Engine Control Module 4. Programmable Logic Controller
The ECM is energized when the ignition key The computerized control units are the
is turned to the on position. It, in turn, sends brains of the vehicle, they are responsible for
a command pulse to the Electronic Unit monitoring the engine performance, the

Electrical System
transverter gears and system status, inputs engine mounted computerized logic control
from the vehicle operator, and output all device that provides overall engine manage-
diagnostic data. The computerized control ment. The ECM continuously performs diag-
units include the following: nostic checks and monitors other engine
systems. The ECM uses an electronically
• Programmable Logic Control (PLC) erasable programmable read-only-memory
• Engine Electronic Control Module (EEPROM) to control engine speed and
(ECM) power, injection timing, governing, torque
• Transverter Electronic Control Module shaping, cold start logic, fuel delivery, diag-
(ECM) nostics, and engine safeguards. The engine
• Data Control Unit (DCU) control logic provides directions for fuel
injection timing and duration which results
Programmable Logic Control (PLC) in precise fuel delivery. The ECM system
consists of the following units:
The PLC is a microprocessor that receives
input from the operator, the engine ECM, • Electronic Control Module
and the DCU, and outputs to the transverter • Electronic Unit Injectors (EUI)
and the park brake solenoid. The PLC oper- • System Sensors
ates on a ladder logic program to make gear • Diagnostic Interfaces
and direction commands (based on the oper-
ator’s input) and to either release or set the
park brake. The park brake program relies on
two criteria that are continuously monitored:
• Park Brake Switch--pulled out or

depressed.
• Hydraulic/Transverter Pressure
If there is a pressure loss in either the

hydraulic system or the transverter system a
relay will change states to apply the park
brake. Another relay from the engine ECM
changes state when the engine is running so
that the park brake can be released. Both
relays are located behind the display panel in
the operator’s compartment.
Engine Electronic Control Module

System (ECM)
The engine electronic control module is an

Electrical System
• Communication Links 17. Coolant Temperature

18. Coolant Level
1
19. Fuel Temperature
Electronic Unit Injectors
10 The EUI is a solenoid operated valve system

11
that controls the timing and metering of fuel
4 injected into the engine cylinders. The cam/
12 3 rocker arm in the engine provides the
5 mechanical pump for the high pressure fuel
13
2 delivery. When the solenoid is closed, the
14
fuel injection function begins then ends
15 when the valve is opened. The duration of
6 the valve closure determines the amount of
16
fuel injected into the engine.
17
System Sensors
18
19 7
The ECM sensor system is designed to pro-
vide information about the engine various
9 performance characteristics. The ECM uses
the information to regulate the engine effi-
8 ciency, give diagnostic data, and to activate
the engine safeguards. The engine sensors
include:
1. SAE J1708 Communication Bus
2. Engine Electronic Control Module • Timing and synchronous reference sen-
3. Electronic Unit Injectors sors
4. Command Pulse
• Turbo boost sensor
5. Feedback
6. Diagnostic Data Link • Fuel pressure sensor
7. Stop Engine Light
• Oil pressure sensor
8. Check Engine Light
9. Battery • Coolant pressure sensor
10. Timing Reference • Crankcase pressure sensor
11. Synch Reference
12. Throttle Position • Fuel temperature sensor
13. Turbo-Boost Pressure • Air temperature sensor
14. Air Inlet Pressure
• Coolant temperature sensor
15. Oil Temperature
16. Oil Pressure • Oil temperature sensor

Electrical System
• Coolant level sensor initiate engine protection safeguards.

• Throttle position sensor
Coolant Temperature Sensor
Timing and Synchronous Reference Sensors (TRS
and SRS) The coolant temperature sensor monitors
coolant temperature and indicates to the
The TRS tells the ECM the crank position of ECM when the temperature becomes too
the cylinders which indicates the engine high. The ECM then activates the engine
rotation position, also it indicates when to protection system when the temperature
fuel the cylinder. The SRS tells the ECM exceeds specified parameters.
which cylinder is firing in the firing order.
Fuel Temperature Sensor
Turbo Boost Sensor
The fuel temperature sensor measures fuel
The turbo boost sensor gives the ECM infor- temperature for the ECM and EUI. Fuel con-
mation on the exhaust system for use in sumption calculations and input compensa-
smoke control. tion is based on the information provided by
the fuel temperature sensor.
Fuel Pressure Sensor
Air Temperature Sensor
The fuel pressure sensor provides the ECM
with data concerning the fuel pressure which Hot idle speed and injection timing calcula-
allows the system to warn the operator of tions are affected by inputs from the air tem-
impending power loss. perature sensor. The ECM makes
adjustments to improve cold starts and
Oil Pressure Sensor reduce white smoke emissions based on the
air temperature inputs.
The oil pressure sensor activates the engine
protection system when the pressure is out- Oil Temperature Sensor
side the safe operating parameters.
The oil temperature sensor feeds information
Coolant Pressure Sensor to the ECM about the operating oil tempera-
ture which, when too high, allows the ECM
The coolant pressure sensor informs the to activate the engine protection systems.
ECM when the coolant pressure becomes too
low, which is in turn relayed to the operator. Coolant Level Sensor
Crankcase Pressure Sensor The ECM receives the coolant level from the
coolant level sensor and initiates engine pro-
When the crankcase pressure becomes too tection measures when the coolant level gets
high, the pressure sensor tells the ECM to too low.

Electrical System
Throttle Position Sensor button, the stop engine light will flash twice
then pause and then flash five times in suc-
The throttle system is a function of the cession if there are no active problems. If
engine ECM and operates in the same way as there are no inactive codes, after a long
a sensor. As the foot activated variable posi- pause the check engine light will flash the
tion switch is engaged by the operator, a sig- same code. This allows the operator and ser-
nal is sent to the ECM. The ECM adjusts fuel vice person to receive information about the
injection and timing based on the input, thus engine without the Diagnostic Data Reader
accelerating the vehicle or slowing it down. (DDR). If there are inactive codes but no
active codes, the check engine light will only
Diagnostic Interfaces blink. See the Computerized Diagnostic Sys-
tems section for a code chart.
All problems that occur with the engine are
stored in the ECM’s memory. The ECM Communication Links
diagnostic interface is located in the opera-
tor’s compartment and can be accessed with The engine ECM has three external data
a Diagnostic Data Reader (DDR). Another links, the first to the diagnostic data reader,
way the ECM can relay problems to the the second goes to instrumentation and the
operator or service person is by pressing the third is connected to the transverter. ECM
Diagnostic Request button on the control internal communication lines are connected
panel. to sensors and control units on the engine.
Diagnostic Data Reader (DDR) On the Atlas Copco scooptram, the commu-
nication link between the engine ECM and
The DDR is a hand held unit that reads the the transverter Electronic Control Unit
information from the ECM and displays the (ECU) allows the transfer of information
problem for the service person. The DDR about engine status, transverter operations,
also shows whether the problem is active or and gear and direction inputs from the opera-
inactive, some problem from the past operator.
tion of the vehicle.
A public communication bus (SAE J1708)
Engine Override Switch links all of the units on a common line. This
allows data to be passed along to each unit, it
When the operator presses the engine over- also allows for additional equipment to be
ride switch while the engine is not running, brought on-line.
the check engine and stop engine lights will
blink a code. The stop engine light blinks Transverter System (ECU)
any active codes and the check engine light
blinks the inactive or historic codes. For The Atlas Copco scooptram is equipped with
instance, the no codes number is 25, when a transverter system that is actually a trans-
the operator presses the diagnostic request mission and torque converter combined as

Electrical System
one unit. The transverter is an electrohydrau- considered a direction by the ECU), when
lic system that is electrically controlled and the service brake is applied and the vehicle is
uses hydraulic pressure to change gears and stopped, the transverter shifts to neutral.
direction. The transverter electronic compo- When the vehicle is stopped, the transverter
nents are as follows: is in neutral and will not engage in a direc-
tion until one is selected and the accelerator
• Electronic Control Unit (ECU) is depressed.
• Transient Voltage Protection Module
(TVP)--ST700, ST1000 only If the ECU detects a problem within its sys-
tems, it will automatically shift down to neu-
• Engine Speed magnetic Pickup (MPU) tral and stay in neutral until the problem has
(The ST1800 receives engine speed from been rectified. On the ST1800, the trans-
the engine ECM.) verter allows a manual override, Limp
• Transverter Output Speed MPU Home, which bypasses the ECU and places
the vehicle in second gear so it can be driven
• Operator Controls to a safe location.
Electronic Control Unit
Transient Voltage Protection Module (TVP)
The transverter electronic control unit, ECU,
is a computerized control system that takes The TVP is responsible for providing electri-
input from an engine speed sensor, the PLC, cal protection to ECU while the ignition
and an output speed module attached to the switch is in the ON position.
transverter. The input data includes engine
rpm, gear and direction commands from the Engine Speed Magnetic Pickup (MPU)
operator, and transverter speed from the out-
put speed module. Once the ECU receives The engine speed magnetic pickup is located
the input information, it employs computer- in the input housing of the transverter. It is
ized logic program to select a proper course responsible for providing the ECU with the
of action. If, for example, the operator engine rpm speed.
selects third gear forward, the PLC will
transmit the selection to the ECU which will Transverter Output Speed MPU
then look at the engine rpm and the travel-
ling speed and calculate a corresponding The transverter output speed, or vehicle trav-
course of action that will automatically up- elling speed, is relayed to the ECU from the
shift or down-shift through the gears to the transverter output speed MPU. The sensor is
selected gear. If the reverse direction is located in the rear of the transverter.
selected while the vehicle is in motion, the
transverter will down shift to neutral, then Operator Controls
change the direction of the vehicle.
The operator controls the gear setting
The default gear setting is neutral (neutral is through a series of buttons or a selector

Electrical System
switch located in the operator’s compart- • Accumulator Pressure

ment. The PLC receives the gear selection • Transverter Pressure
and transfers the selection to the transverter
ECU. • Transverter Temperature Sensor
• Brake Temperature Sensor
Auto/Manual Selector Switch (ST700/ST1000)
The DCU outputs data to individual gauges,
The transverter system is equipped with a the mini-message center (MMC) and the
normally open momentary push button Programmable Logic Controller. The accu-
switch that when held down, allows the mulator and transverter transducers send a
transverter to be operated in the manual signal to the DCU when their respective
mode. By selecting the manual mode, the pressure drops too low.The low pressure sig-
transverter operates in the gear selected by nal is then relayed to both a gauge and to the
the operator. The main purpose of the switch PLC. From the PLC, the accumulator/trans-
is to allow the operator to test the park verter pressure signal is directed to the park
brakes. brake solenoid setting the brake.
On the ST1800 the Limp Home setting on
Vehicle Instrumentation, Lights,
the gear range selector operates in the same
way as the manual switch. This also provides and Horn
a manual override so the vehicle can be
driven to a safe location for service in the The Atlas Copco Scooptram is equipped
event of a transverter failure. with instruments, gauges, lights, and audio
alarm systems that are designed to serve the
operator and service personnel in various
Data Collection Unit (DCU)
ways. The instruments and gauges allow the
vehicle’s operation to be monitored, the
The DCU is a data interlink that translates
lights serve as safety devices as well as illu-
information from various internal sources to
operator instrumentation. The DCU is linked minating the workplace, and the horn pro-
vides an audio safety pre-caution.
with the vehicle’s public communication bus
which allows it to send and receive informa-
tion. The data received by the DCU is com- Vehicle Instrumentation
posed of the following:
The vehicle instrumentation is accom-
• Speedometer input (low frequency) plished by a series of gauges, lights, and
switches and are located on the display
• Engine Coolant Temperature panel, switch panel, and control panel in the
• Engine Oil Pressure operator’s compartment of the scooptram.
The information given by the instruments is
• Engine ECM data useful for safe operation of the vehicle.
• Fuel level

Electrical System
Gauges Code Description

The gauges are mounted in the display panel 04 Fuel Level
and can be programmed to show most infor- 06 Transverter Pressure
mation about the vehicle. They are equipped
with an LED warning light and are illumi- 07 Accumulator Pressure
nated so that the operator can see the gauge 08 Transverter Temperature
in dark conditions. The gauges receive data
from the DCU and, depending on their pur- 09 Coolant Temperature
pose, display information as a dial type 10 Oil Pressure
gauge. The Mini-Message Center (MMC) is
17 Battery Voltage
a digital read-out gauge that acts as the hour-
meter and a diagnostic display unit. The
MMC also has an audio alarm that sounds Dash Lights
when there is a problem detected by the on-
board computers. When a problem is The dash lights include the STOP ENGINE
detected, a numeric code is shown on the and CHECK ENGINE lights that are
MMC. designed to catch the operator’s attention
when there is a problem with the engine or
The Mini-Message Center power system. If the Check Engine Light
(CEL) becomes illuminated, a non-critical
operating limit has been reached and the
vehicle will need to be serviced. If the Stop
Engine Light (SEL) is illuminated with the
CEL, a critical problem has been detected
and the engine ECM will begin to ramp
RES SEL down the engine power in thirty (30) sec-
onds. The engine override button may be
pressed to stop the ramp down process for
thirty (30) more seconds.
The gauges run on a 12 volt system and CAUTION: If the Stop Engine And Check
require a DC/DC converter to power the sys- Engine Lights come on simultaneously there
tem. The DC/DC converter is located behind is a catastrophic engine problem and must be
the display panel. The following is a list of shut down as soon as possible.
codes displayed by the MMC: Check Transverter Light
Code Description The ST1800 is equipped with a Check

Transverter indicator light that illuminates
01 Check Engine
if one of the following occur:
02 Stop Engine

Electrical System
• Implementation of a Shift Protection 3. Drive Engagement Inhibition: Prevents

Feature driveline shock. The driveline engage-
• Output Speed Sensor Failure ment inhibitor prevents the transverter
from engaging forward or reverse when
Shift Protection Features the engine speed is above 1100 rpm. If
The shift protection features are designed to the engine speed is too high for the direc-
prevent the scooptram transverter and drive- tion selected, the transverter will remain
lines from being damaged due to direction in neutral until the speed is lowered. The
changes, engine/transverter overspeed, or Check Transverter light will come on
driveline overspeed. Usually the Check when the condition is detected and will
Transverter light will illuminate when the go out when it is corrected.
problem occurs and will go out when the sit- Output Speed Sensor
uation no longer exists. The features include:
The transverter relies on a sensor located on
1. Direction Change Inhibition: This pre- the transverter housing to provide vehicle
vents driveline shock and excessive traveling speed. When the vehicle is actually
clutch heating. The inhibitor allows moving and the ECU is not receiving any
direction change at a vehicle speed at 4.8 output speed, it will detect increased engine
km/h (3 mph) or less in first, 9.6 km/h (6 rpm from the movement. When the engine
mph) in second. If direction is changed reaches 2400 rpm it will go into the degraded
when the vehicles are moving faster than mode. This degraded mode allows limited
minimum speeds, the transverter will automatic shifting to lower gears when
shift to neutral and the indicator light engine speed falls below 1400 rpm. When
will illuminate until vehicle speed drops the output sensor fails, the Check Trans-
to the appropriate parameter. verter light will begin blinking.
2. Downshift Inhibition: This prevents Transverter Electronic Control Unit LED
engine and transverter overspeeding. The Lights
inhibitor allows a downshift to occur
only if the resulting condition does not The transverter ECU has three lights that are
exceed 2500 rpm at the transverter input. located on the front of the housing that can
The transverter will not shift into a lower be observed to detect possible problems. The
gear until the conditions are correct, also engine ECU is located behind the switch
the indicator light will illuminate if a panel in the operator’s compartment. The
gear is selected and the inhibitor is acti- lights signify the following:
vated. The light will go out when the sit- • Failure (red): Illuminates when a prob-
uation allows the gear selection to be lem internal to the ECU exists and the
made. system is not operating correctly.
• Control 1 (green): Illuminates when
engine speed reads 0.

Electrical System
• Control 2 (yellow): Illuminates when it overrides the automatic transverter and

output or traveling speed is 0. manually holds the vehicle in a selected gear
so that the drive through brake test can be
Gear Selector Buttons
conducted. After a gear has been selected
On the ST700 and ST1000, the gear selec- (second or third only), press and hold the
tion buttons are illuminated to assist the park brake test button and perform the drive
operator. through test. See the General Maintenance
section for further instructions on the drive
Park Brake Switch Indicator through brake test.
The park brake switch is illuminated with an The ST1800 Limp Home position on the
independent light that comes on when the transverter gear range selector manually
park brake is applied. Even if the brakes are overrides the ECU, hold it in second gear.
set during an emergency, without the opera- This setting can be used for the drive through
tor’s application, the light is turned on. If the brake test.
PLC applies the park brake, either by an
electrical fault or low transverter pressure, The engine override button serves two pur-
the light in the park brake switch will blink poses. When the engine is not running, the
to indicate the fault. engine override switch allows diagnostic
data to be displayed on the Stop Engine and
Check Engine lights. When the engine is
Switches
running, the button allows the operator to
override the engine ECM for thirty (30) sec-
The selector switches are environmentally
ond intervals.
sealed two to three position rotary switches
that are housed in the dash panel. The starter
Note: Depressing this button while the Stop
switch is a three position, spring return to
Engine and Check Engine lights are illumi-
ON switch that allows the operator to ener-
nated overrides the engine self-protection
gize the on-board computers and start the
measures. This could lead to severe engine
engine. The ST1800 gear range selector
damage.
switch is a rotary five position switch that
allows the scooptram operator to select a
The Park Brake button is an illuminated
gear range or the Limp Home override.
push/pull type that activates the park brake
Depending on the options on the vehicle, the
when it is depressed and releases the brakes
switches include on/off for lighting, window
when it is pulled out.
wiper/washers, and ride control. Buttons are
also environmentally sealed rubber covered
push type buttons.
Vehicle Lights
The vehicle lights are placed for optimum

On the ST700 and ST1000, the park brake
safety and work performance. They include
test button is located next to the park brake
button on the control panel. When activated,

Electrical System
the following: and is activated by a push button in the cab.

The back-up alarm, in the rear of the vehicle,
Component Location is turned on whenever the transverter is
placed in reverse. The audio alarm will be
Boom Lights Two are mounted on the top accompanied by a blinking yellow light to
of the boom (part of front insure the attention of by-standers.
lights)
Front Lights Four lights mounted on can- Electronic Safeguards
opy
With the computerized electronic control
Rear Lights Four lights mounted on the
systems, a series of built-in safeguards exist
rear grill
that enable the vehicle to be operated and
Backing One yellow blinking monitored within safe margins. The engine
Lights mounted on the rear right ECM has its own program designed to pro-
hand side tect itself from damage and the transverter
ECU has self protective measures also built
Horn in. The following is a listing of possible
faults and safeguards that exist in the scoop-
The horn is located in the articulation area tram electronics.
Fault Safeguard
Low Oil Pressure Engine Ramp Down
(Below 25 psi) The CHECK ENGINE and STOP ENGINE lights will
Engine Temperature too high illuminate. The MMC gives the code 10, and will
sound the audio alarm. The engine oil pressure gauge
(above 210 degrees F) LED will illuminate.
Low Fuel Engine Ramp Down
(1/8 tank and below) The CHECK ENGINE and STOP ENGINE lights will
illuminate. The MMC gives the code 09, and will
sound the audio alarm. The engine temperature gauge
LED will illuminate.
The MMC will display 08 error code, the fuel gauge
LED will be displayed, and if the engine dies due to
lack of fuel, the SAHR brakes will be applied.

Electrical System
Fault Safeguard
Transverter Temperature is too high MMC will display the code 08 and the temperature
(above 250 degrees F) gauge LED will illuminate.
Transverter Oil Pressure too low The MMC will show the error code 06, the transverter
pressure gauge LED will show the alarm, and the park
(200 psi)
brake light will come on. The SAHR brakes will be
Transverter ECU malfunction applied.
Transverter will automatically down-shift to neutral.
SAHR Brakes set /Accumulator The MMC will display the error code 07 and the park
Pressure to low (hydraulic oil pres- brake light will illuminate. The SAHR brakes will be
sure below 1400 psi) applied.
For the complete list of engine ECM diag- Important: Always turn off the battery dis-
nostic codes, see the Computer Diagnostic connect switch (as a minimum precaution)
Systems section. whenever working on an electrical problem
on the vehicle. It is highly recommended to
CAUTION: When the engine is not running disconnect all battery cables and place all
or dies, the SAHR brakes will be applied. fuses and circuit breakers in the open posi-
tion when doing any extensive electrical
Note: The transverter automatically defaults
to neutral whenever there is power loss or work on the vehicle.
when the oil pressure is too low. Important: Never disconnect the leads
between battery, alternator, and voltage reg-
The engine override switch allows the opera- ulator. when the engine is running.
tor to override the engine ECM and self-pro-
In order to achieve a properly functioning
tective measures for thirty (30) seconds so
and reliable electrical system it is important
that the vehicle can be safely parked and shut
that periodic checks are made to inspect for:
down.
• water, oil and dirt intrusion
The ST1800 is equipped with a Limp Home • corrosion of wiring terminals and
setting on the gear range selector which devices
allows the scooptram to be driven to a safe
parking place. • excessive wear on wire insulators due to:
vibration, tension or excessive heat
General Maintenance Whenever repairing an electrical harness or
Information device, use the manufacturers recommended
tools for such work, specifically: wire crimp-
The electrical system of diesel powered ers, insertion and removal tools. An electri-
equipment requires periodic inspection and cal repair done improperly will not only
maintenance.

Electrical System
reduce the system’s reliability, but may con- Programmable Logic Control (PLC)
tribute to further electrical damage.
Wire harnesses should never be disconnected
by pulling or yanking on the wires them-
selves. This can lead to a premature failure
of the wire terminal, contact or the connector
itself.
It is also important to disconnect all elec-
tronic components that might be susceptible 1
to damage caused by welding.
Warning: Always make sure that the welding
machine is earth grounded before attempting 1. LED Lights
to perform any electric welding.
The PLC is located behind the electronic
Never interchange the battery connections. component panel and can be accessed by
When washing the engine, cover alternator removing the retaining bolts on the panel.
and voltage regulator against water splash. The operation of the PLC can be checked by
observing the LED lights on the outer cover
Computerized Diagnostic Systems of the unit. As an input is made by selecting
a gear, direction, or setting/releasing the park
There are a number of diagnostic interfaces brake, a corresponding light is illuminated.
in the scooptram computerized electrical As the command is fulfilled, an output light
systems. The programmable logic control indicates the action taken by the PLC. The
has a visual lighting display, the engine ECM following charts indicate the numeric code
has a diagnostic data reader that can be displayed by the ST700 and ST1000 PLC:
plugged in, and the transverter ECU has an
interface for a computer diagnostic program. Light Input
X0 Forward
X1 Reverse
X2 Neutral
X3 First Gear
X4 Second Gear
X5 Third Gear
X6 Fourth Gear
X7 Park Brake
X10 Pressure Loss

Electrical System
ST1800 PLC Codes

Light Input
Light Input
X11 Park Brake Indicator
X14 RRC Forward (Optional) X3 Forward
X16 RRC Reverse (Optional) X4 Reverse

X5 Neutral
X6 Front Head Lights
Lights Output
X7 Rear Head Lights
Y0 Forward
X10 Air Conditioner
Y1 Reverse
X12 Park Brake Signal
Y2 Neutral
X13 Brake/Transverter Pressure
Y3 First Gear loss
Y4 Second Gear X14 RRC Enabled (Optional)
Y5 Third Gear X15 Park Brake, RRC
Y6 Fourth Gear X16 Forward, RRC
Y7 Park Brake (on when X17 Reverse, RRC
released)
Y10 Front Lights (RRC only)
Y11 Park Brake Indicator Lights Output
Y0 Alternate Idle Speed
Y2 Boom Lights, RRC
Y3 Forward
Y4 Reverse
Y12 Park Brake Solenoid
Y13 Park Brake Indicator
Y14 Cab Lights
If a series of lights on the PLC fail, check the

following before replacing the PLC unit:
• All wiring and fuses to the PLC

• Engine Status Relay
• Pressure Loss Relay

Electrical System
Both relays are located in the dash behind The diagram below shows the inputs and
the display panel. See Section 10: Trouble- outputs of the PLC.
shooting section for further information.
6 10
4
11
7 1 5
2
8
12
9
3
Programmable Logic Controller
1. Programmable Logic Controller

2. Vehicle Operator
3. Data Collection Unit
4. Park Brake Solenoid
5. Transverter Electronic Control Unit
6. Direction/Neutral
7. Gear Selection
8. Park Brake Switch
9. Accumulator/Converter Pressure Loss
10. Park Brake Set/Release
11. Direction/Gear Selection
12. Diagnostic Interface
Engine ECM Diagnostics
The engine ECM is designed to give diag-

nostic data in two distinct manners. The first
is through the yellow Check Engine (CEL)
and Stop Engine Lights (SEL), and the sec-
ond is through a hand held Diagnostic Data
Reader (DDR) provided by the engine manu-

Electrical System
facturer. Flash Description

SEL and CEL 36 Oil pressure circuit low
37 Fuel pressure circuit high
When the ignition switch is turned to the on
38 Fuel pressure circuit low
position, and the engine is not running, the
SEL and CEL can display codes by a series 41 Too many SRS (missing TRS)
of blinking signals while the engine override 42 Too few SRS (missing SRS)
button is pressed. The SEL light will indicate 43 Coolant level low
active engine problems and the CEL will
44 Intercooler, coolant or oil temp. high
show any inactive or historic codes. The
chart below gives the numeric code and the 45 Oil pressure low
meaning: 46 Battery voltage low
47 Fuel pressure high
Flash Description
48 Fuel pressure low
13 Coolant level circuit low 52 A/D conversion fail
14 Intercooler, coolant or oil temp, high 53 EEPROM write or nonvolatile fail
15 Intercooler, coolant or oil temp, low 55 J1939 data link fault
16 Coolant level circuit high 56 J1587 data link fault
17 Bypass position circuit high 57 J1922 data link fault
18 Bypass position circuit low 58 Torque overload
21 TPS circuit high 61 Injector response time long
22 TPS circuit low 62 Digital output open or short to battery
23 Fuel temp. circuit high 63 PWM open or short to battery
24 Fuel temp.circuit low 64 Turbo speed circuit failed
25 No codes 67 Coolant pressure circuit high or low
26 Aux shutdown #1or #2 active 68 IVS switch fault, open or grounded
27 Air temp. circuit high circuit
28 Air temp. circuit low 71 Injector response time short
31 Aux output short or open circuit (high 72 Vehicle overspeed

side) 75 Battery voltage high
32 SEL short or open circuit 76 Engine overspeed with engine brake
33 Boost pressure circuit high 81 Oil level or crankcase pressure circuit
34 Boost pressure circuit low high
35 Oil pressure circuit high

Electrical System
Transverter light does not come on, the

Flash Description
Output Fuse may be blown. See the Replac-
82 Oil level or crankcase pressure circuit ing the Output Fuse section for details.
low
To check the Speed Sensors, observe the
83 Oil level or crankcase pressure high
Control 1 and Control 2 lights on the ECU
84 Oil level or crankcase pressure low housing. These LED lights will illuminate
85 Engine overspeed normally when the vehicle speed and engine
speed read zero (0). If the vehicle is in
86 Water pump or baro. pressure circuit
high motion, or the engine rpm is above 0, the
lights should not illuminate. If they are on,
87 Water pump or baro. pressure circuit
and the Check Transverter light is also
low
blinking, the problem lies with the sensor.
88 Coolant pressure low See Checking the Speed Sensor section for
Diagnostic Data Reader (DDR) more details.
The DDR is a hand held computerized Battery Care

device that plugs into a diagnostic connector
located on the control panel. The unit allows Correct battery maintenance makes it possi-
service personnel to access the engine ECM ble for the customer to realize the battery’s
and receive data and run diagnostic tests. For full potential in performance and life. Bat-
further information concerning the engine tery selection and installation is the very first
ECM diagnostic data reader, see the DDR step in proper battery maintenance.
manual or contact the engine manufacturer. Installation
1. Be sure the battery to be installed has a
ST1800 Transverter Electronic
capacity at least equal to the electrical
Control Unit Diagnostics
requirements of the vehicle. An under
The ST1800 transverter control system is capacity battery will result in poor per-
made up of three components, the ECU, the formance and premature failure.
output sensor, and the control valve sole- IMPORTANT: The original equipment
noids. If a problem with the automatic shift requirement of the vehicle can be used as a
function of the unit occurs, the LED lights on minimum guide, but is often not reliable
the ECU housing itself can help diagnose the since the vehicle owner may have added
problem. electrical equipment such as an air condi-
When the ignition switch is turned to the ON tioner after the vehicle was purchased.
position, the LED lights will illuminate for
2. Be sure the battery, whether wet or dry, is
about two (2) seconds while the ECU con-
at full charge when installed.
ducts a self check. If the lights do not come
on, the ECU is not receiving power. If the 3. When installing, avoid physical abuses
lights come on but the transverter does not and over-tightening or under-tightening
engage in direction or gear and the Check of the battery hold-down.

Electrical System
Periodic Service brush in order to ensure a perfect contact.

1. Maintain electrolyte level to cover top of Keep corrosion on terminals from drop-
plates. Do not over-fill. ping into battery cells.
2. Keep terminal posts, cables, and battery • It is good practice when replacing termi-
top clean. A non-metallic based grease nals to grease them with a heavy mineral
covering post and cable post clamp or petroleum grease. Do not apply an
reduces acid corrosion. excessive amount.
3. Be SURE battery cables are secure and • Do not hammer clamp terminals onto
in good condition. battery posts. This can result in severe
damage to the hard rubber cell covers
4. Check periodically for container, cover, and sealing compound.
cable and post damage.
• Replacement cables should be of suffi-
5. Test periodically with hydrometer or cient length to reach the terminal posts
OCV tester to determine call state of without causing undue strain on the post
charge, or load tester for overall battery and covers. Cables that are too taut will
condition. cause damage to posts, and cause sealing
6. Check vehicle generating system to pre- compound to crack, leaking acid.
vent over-charge or under-charge dam- • The battery should rest level in the con-
age. tainer and be fastened securely in place
by a suitable hold-down. Tighten hold-
Check condition and tightness of battery downs evenly from each end to prevent
hold-down. distorting or breaking the container.
Cable Terminals and Hold Downs • Where a hold-down is fixed at one (1)
end, care must be exercised to insure
Battery acid can corrode terminals and proper seating of the battery prior to
expose cable. Corrosion increases resistance tightening the movable end.
and restricts proper current flow to the starter
and other electrical components. • Before connecting the cables, check the
polarity of the terminals of the battery to
On vehicles equipped with voltage regula- be sure the battery is not reversed. Note
tors the alternator or generator voltage is that the tapered positive terminal of the
maintained within a narrow range. The resis- battery is 1.6 mm (1/16 in.) larger at the
tance due to corrosion keeps the battery from top than the negative terminal, and that
receiving the proper charging current and the opening of the positive cable clamp is
gradually causes an under-charged, sulfated correspondingly larger.
battery.
• Connect the “grounded” terminal last. Be
• Corroded contact surfaces of all clamp careful not to place clamp terminals and
terminals and battery terminal posts cables in such a position that they inter-
should always be cleaned with a wire

Electrical System
fere with removal of vent plugs or hold- Factors affecting battery life
downs. Over-charging
Battery Fluid Charging a battery greatly in excess of what
• Water for use in batteries should be a is required is harmful in several ways. It can:
good grade of drinking water. Do not use • Severely corrode the positive plate grids.
mineral waters. This leads to mechanical weakening and
• Adding water to a cell will lower the spe- loss of electrical conduction.
cific gravity of the electrolyte, but this • Decompose water of electrolyte into
does not mean that the cell has lost any hydrogen and oxygen gas.
of its charge.
- Gas bubbles tend to wash active
• Watch for batteries that require excessive material from the plates and
water. The need for excessive water may carry moisture and acid from
be an indication of a charging system the cells as a fine mist.
which is out of adjustment. This could
indicate that the battery is being sub- - Decomposition of water leaves
jected to the damaging effects of over- acid more concentrated. Con-
charging. centrated acid is harmful to cell
components, particularly at high
Tropical Climates temperatures over a prolonged
Batteries operated at high temperatures in period of time.
tropical climates are usually provided with • Create high internal heat which acceler-
electrolyte of about 1.225 specific gravity ates the corrosion of the positive plate
(Sp. Gr.) when fully charged. This milder grid, and damages separators and nega-
strength of acid is less deteriorating to sepa- tives. High heat will also soften the seal-
rators and plates and results in longer battery ing compound and may distort the
life. A tropical climate is defined as a climate battery container.
in which water never freezes.
• Cause severe buckling and warping of
Batteries can be fully charged and yet have the positive plates with accompanying
different values of specific gravity. The fol- perforation of separators.
lowing table gives the specific gravity values
for typical batteries in various states of • Cause damage by corrosion to cradle,
charge, these batteries having indicated grav- cables, and other vital electrical and
ities in the fully-charged state. Values are engine parts by forcing battery acid from
shown for batteries with a fully-charged the cells.
gravity of 1.280 and 1.260 as used for cold Under-charging
and temperate climates, and in the last col-
A battery operated in an under-charged con-
umn, values are shown for a battery with a
dition is not able to delivery full power. It is
fully-charged gravity of 1.225, as might be
also more likely to freeze during severe win-
used in tropical climates.
ter weather.

Electrical System
A battery operated with insufficient charge liquid level falls below the top of the separa-
over a long period of time will develop a tors.
layer of lead sulfate on the plates. This mate- If water is not replaced and the plates are
rial is dense, hard, and coarsely crystalline, exposed, the acid will reach a dangerously
and is difficult to electro-chemically convert high concentration that may char and disinte-
back to normal active material. grate the separators, and may permanently
Lead sulfate can also cause a strain in the sulfate and impair the performance of the
positive plates so that distortion or bowing of plates. Plates cannot perform as designed
the plates, called buckling, may result. unless they are completely covered by the
electrolyte.
Severely buckled plates will pinch the sepa-
rators at the plate corners or chafe the center Sulfuric acid must never be added to a cell
of the separators. This can result in perfora- unless it is known to have been lost.
tions of the separators and develop a short Freezing of electrolyte
circuit in the cell.
The electrolyte of a battery in various states
Lead sulfate formed on the plates during dis- of charge will start to freeze at temperatures
charge is relatively insoluble as long as the indicated below. The given temperatures
specific gravity of the electrolyte indicates a indicate the approximate points at which the
substantially charged condition. However, if first ice crystals begin to appear in the elec-
allowed to drop much below this state, the trolyte solution. The solution does not freeze
lead sulfate becomes increasingly soluble solid until a lower temperature is reached.
and, aided by temperature fluctuations of the Solid freezing of the electrolyte may crack
electrolyte, may migrate over a considerable the container and damage the positive plates.
period of time into the pores of the separa-
tors and deposit as a white crystalline mass. A 3/4 charged automotive battery is in no
danger of damage from freezing. Therefore,
Subsequent charging may convert these crys- keep batteries at 3/4 charge or more, espe-
talline deposits to metallic lead which may cially during winter weather.
“short” the positive and negative plates
through the areas of the separators affected. Age
These small shorts may cause a condition of Normal deterioration accompanies the aging
low cell voltage when the battery is charged. process. Repeated charging and discharging
For this reason, automotive battery cells slowly wear away active material in the
should not be allowed to stand idle in a dis- plates until a point is reached where plate
charged condition. surface available for reaction with the elec-
Lack of water trolyte is not sufficient to restore the battery
to full capacity.
Water is essential for proper operation of a
lead-acid storage battery. Under normal con- Improper capacity
ditions of operation it is the only component Installation of a battery with a lower capacity
of the battery which is lost as the result of than the electrical demands of the vehicle
charging. It should be replaced as soon as the

Electrical System
requires the battery to work harder than it mance and expected life. Signs of potential
was designed for, causing premature battery battery failure include:
failure. • cracked container
Poor maintenance
• leaking acid
A battery must be kept in good condition to • cracked or raised cell covers
deliver peak performance. This includes care
and maintenance of the vehicle’s electrical • loose or corroded terminal posts or cable
systems, as well as the battery itself. connections
Improper installation • age
Loose installation causes damage to all bat- Hourmeter reading
tery components due to excessive vibration. Check the vehicle hourmeter and mainte-
Improperly adjusted hold-downs may allow nance service records. 10,000 service hours
the battery to bounce around in the cradle. equals average battery life.
This may cause the bridges on which the ele-
Testing
ments rest to notch the bottom of the separa-
tors or cause the plates to notch the bridge Potential battery failures are not always
tops. This will lead to a severe disarrange- detectable from visual inspection. You can-
ment of the elements. not see a bad cell, so all batteries should be
Tight installation can cause container and top tested approximately once a month to reveal
cover damage by exerting excessive stress the hidden defects that cause battery failure.
on these parts. The bouncing of the battery Several easy tests can be made as follows:
may also crack or wear the container or Cell charge test
cause the sealing compound to open and leak Using a Hydrometer
acid. Leaking acid corrodes terminals and
cables, and results in high resistance at the 1. Turn off all lights and accessories.
battery connection which weakens the bat- 2. Remove cell cover caps. Do not add
tery’s power and shortens its life. water at this time.
Detecting Potential Failures 3. Fill hydrometer several times until float
Few batteries fail without some advance rides free.
warning.Identifying the signs of potential 4. Take readings from each cell. Return
battery failure, through visual inspection and electrolyte to cell.
testing, increases battery service life and
may prevent greater trouble or expense at a 5. Record and interpret readings as follows:
later date. - All cells read above 1.230
Visual inspection SP.GR.and specific gravity
readings in each within 50
The outside appearance of a battery is an points. Battery is OK!
important indicator for judging its perfor-

Electrical System
- Cells read below 1.230 SP.GR gravity of all cells is above

and specific gravity readings 1.230, the battery is wearing out
within 50 points. Battery needs and should be replaced. If spe-
to be recharged (and retested). cific gravity of cells is below
- A spread greater than 50 points 1.230, recharge the battery and
SP.GR. between cells. Battery is re-test.
at point of failure. Replace. - If test reading drops down to
Note: Using a battery capacity tester (ESB near zero and one or more cells
Model BSG-5) bubble, battery is not service-
able and should be replaced.
• Take specific gravity reading. Do not test Using battery booster cables
battery with specific gravity readings
below 1.230 at 27° C (80° F). Recharge Connect red cable (positive) to positive bat-
the battery, then proceed with capacity tery post on dead battery, and positive post
test. on fully charged battery. Connect black cable
(negative) to negative post on dead battery.
• Connect tester clips to battery posts. Red Connect black cable to the negative post on
to positive, black to negative. fully charged battery. Leave engine of charg-
• Set slide switch to VOLTS position. ing vehicle running when starting a vehicle
Read terminal voltage on top scale. Mini- with a dead battery.
mum reading for 12 volt battery: 12.6 When disconnecting cables, disconnect the
volts. cable from the fully charged battery first.
• Set slide switch to AMPS position. Turn CAUTION: If cables are connected wrong
control knob to the right until (yellow) on a vehicle, the alternator can be seriously
ammeter scale reads the battery’s ampere damaged.
hour capacity. If ampere hour capacity of
battery is unknown, use 50 ampere hour Storage Of Lead Acid Batteries
rating for 12 volt battery. Hold for 15 Because of their corrosive behavior, all bat-
seconds only. teries, when placed in storage, will begin to
• Set slide switch to VOLTS position, and discharge slowly. If allowed to go
read voltage under load scale. Minimum unchecked, the average battery will dis-
reading for 12 voltage battery is 9.6 charge to the point of nonrecovery in about 6
volts. to 8 months.
- If test reading is in green (or As the battery sits, the sulfuric acid gener-
OK) section of the voltage ated by the chemical reaction taking place
under load scale, the battery is inside the battery core begins to warp the
in good condition. battery plates. If electric current (charging) is
not directed into the battery to reverse this
- If test reading is in red (or process the battery plates will warp beyond
LOW) section and specific repair, and render the battery useless. It is

Electrical System
recommended to charge the stored batteries • Reversed battery connections may dam-
at least once every 4 to 6 weeks. age the rectifiers, vehicle wiring, or other
components of the charging system.
Alternators • Battery polarity should be checked with
Alternators normally require little servicing. a voltmeter to assure that it conforms to
They should be tested at least once a year to that required. Note which terminal post is
ensure that they are providing the proper connected to ground before reinstalling a
voltage and amperage. If an alternator fails battery. All units have negative ground.
to meet specifications, it should be replaced. • If booster batteries are used for starting,
Servicing an alternator, instead of replace- they must be connected properly to pre-
ment, is usually limited to replacing the vent damage to the system.
brushes and cleaning the slip rings. • Always make certain that the negative (-)
Because of the high load capacity and inertia terminal of the booster battery is con-
of the heavy rotor that is usually used, proper nected to the negative (-) terminal of the
belt tension on an alternator is very impor- vehicle battery, and that the positive (+)
tant. Improperly adjusted, worn or damaged terminals are connected together.
drive belts are a major cause of alternator • Care should be taken when connecting a
failure. “fast charger”.
Belt tension should be adjusted according to • It is advisable to remove the battery
the engine manufacturer’s recommendations. ground strap before charging. It is not
Note: Excessive alternator belt tension advisable, under any condition, to
should be avoided to prevent damage to the attempt to start the vehicle by using the
alternator bearings. “fast charger” as a booster.
Slip Rings and Brushes • Do not attempt to polarize the alternator.
No polarization is required. Any attempt
The slip rings should be cleaned with a 400 to do so may result in damage to the
grain (or finer) polishing cloth. alternator, regulator, or circuits.
IMPORTANT: Never use emery cloth to • The field circuit must not be grounded at
clean slip rings. any point.
If the slip rings are out-of-round, or if the • Grounding of the field will damage the
brushes are worn close to the holders, the regulator. Extra care MUST BE taken
alternator should be removed and either when working near this electrical system.
repaired or replaced.
• Grounding of the alternator output termi-
Precautions to be observed when servicing nal may damage the alternator and/or cir-
systems using alternators: cuit components.
• Unless the regulator is equipped with a
circuit breaker, this terminal is “HOT”

Electrical System
even when the system is not in operation. NOTE: All of the electrical connectors are
Grounding this can cause considerable designed so that they can only be attached to
damage. their receptacle in only one way. Do not
attempt to force any connectors on to any
• Do not ground the adjusting tool to the
receptacles.
regulator base when adjusting voltage
unit or other regulator components.
Transducers
• The adjusting tool should be insulated.
1. Disconnect the battery by turning off the
• Care should be taken in the use of batter- main (battery isolation) switch.
ies of higher-than- system voltage, either
to boost a battery of lower voltage or in 2. Relieve the hydraulic pressure on the
starting. entire system by cycling the SAHR brake
override valve repeatedly. The SAHR
• Never leave the higher voltage battery in brake override valve is located under the
the system. When used for boosting, dis- display panel and can be pressed with a
connect the vehicle battery ground. screwdriver to push the valve spool open.
When used for starting, disconnect the
high voltage battery as soon as vehicle is 3. Ensure that the replacement unit is a 24
started. volt OEM compatible part.
• Alternators must not be operated on open 4. Use care to replace the wiring connectors
circuit with the field winding energized. to their correct receptacle on the new part
High voltages will result, causing possi- CAUTION: The hydraulic system is a high
ble rectifier failure. Make sure all con- pressure circuit, over 2000 psi. The pressure
nections are secure. must be bled off before replacing the trans-
ducers.
Removing and Replacing
Electrical Components Engine Sensors
1. Let the engine cool.
To replace the gauges, switches, lights,
relays, fuses, circuit breakers, horn, and sole- 2. Disconnect the battery by turning off the
noids follow these general procedures: main (battery isolation) switch.
3. Ensure that the replacement unit is a 24
• Disconnect the battery by turning off the volt OEM compatible part.
main (battery isolation) switch.
• Ensure that the replacement unit is a 24 4. Use care to replace the wiring connectors
volt OEM compatible part. to their correct receptacle on the new
• Use care to replace the wiring connectors part.
to their correct receptacle on the new CAUTION: Coolant temperature is
part. extremely hot and can scald or burn exposed
skin. Take care to let the engine cool prior to

Electrical System
replacing any sensor on or around the IMPORTANT: Make sure that the ECU is
engine. opened in a static free environment. Static
electricity can damage the electronic compo-
Starter nents.
1. Disconnect battery by turning the master 2. Pull the circuit board assembly half way
(battery isolation) switch off. out of the housing.
2. Disconnect the positive lead on the bat- 3. Facing the receptacle end of the ECU,
tery. the Out put Fuse is located on the right-
hand side in a fuse holder on the bottom
3. Disconnect the starter wiring and lay board. Twist the screw cap and pull the
aside. fuse out. Replace with a 5 x 20 mm 10
4. Remove the starter mounting bolts and Amp very fast blow fuse (FF).
pull the unit out. 4. Replace the new fuse in holder and
reverse the previous steps.
Removing the ST1800 ECU
5. Check the output circuit for shorts before
The St1800 ECU is located in the operator’s reinstalling the ECU in the scooptram.
compartment, behind the switch panel in the
dash. Remove the switch panel, then remove Battery
the ECU from its mounting brackets.
Unscrew the electrical connectors from the Remove and replace the batteries as follows:
unit taking care not to damage any of the Removal
pins on the harness.
1. Set the battery disconnect switch to off.
When reinstalling the unit, take care not to
force any wiring connectors, make sure that 2. Open the battery compartment.
the receptacle ends match with each other 3. Remove the negative connector from the
prior to tightening the connector screws. battery “A.”
4. Remove the positive connector from the
Replacing the ST1800 Transverter battery “A.”
ECU OutPut Fuse
5. Attach a battery lift sling to the battery
To remove the ECU Output Fuse, first the and remove it from the battery compart-
ECU must be removed from the power ment.
source and wiped off so that there are no pos-
sibilities of contaminants being introduced 6. (If a 24 volt system) repeat the process
into the unit. In a static free environment: for battery “B.”
1. Remove the four screws on the top cover Replacement
and the two in the receptacle end of the 1. Attach a battery lift sling to battery “B”
unit and lift off the cover. and place it in the battery compartment.

Electrical System
2. Reinstall the positive connector on bat- 3. Reinstall the alternator drive belt and
tery “B.” tighten the alternator belt adjustment to
3. Reinstall the negative connector on bat- the belt specifications.
tery “B.” 4. Torque the adjustment mechanism bolt
4. Repeat steps 1-3 for battery “A.” and the engine bracket bolts to 34 N-m
(25 ft-lb).
5. Close the battery compartment.
5. Reconnect the electrical connectors to
6. Set the battery disconnect switch to on. the alternator.
6. Set the battery disconnect switch to on.
Alternator
Remove and replace the alternator as fol- ST700/ST1000 Transverter Calibration
lows: Procedures
Removal 1. Park the scooptram on a flat surface and
1. Set the battery disconnect switch to off. block all wheels. Warm the vehicle until
the temperature gauge reads approxi-
2. Disconnect the electrical connectors mately 50° C (130° F).
from the alternator.
Note: On newer machines, once the calibra-
3. Loosen the alternator belt adjustment and tion jumper has been installed, the trans-
remove the drive belt. verter ECU will automatically bring engine
4. Remove the bolt that secures the adjust- RPM up until the transverter temperature
ment mechanism to the alternator. reaches the appropriate temp for calibration.
5. While holding the alternator, remove the 2. Ensure all 24V power is OFF.
two bolts that secure it to the engine 3. If you do not have the diagnostic gear
bracket. indicator gauge in the instrument panel,
6. Remove the alternator. you must remove the gauge panel and
plug your diagnostic gauge
Replacement (part#5572400100) in the four (4) posi-
1. Place the alternator in position on the tion Packard connector located behind
engine bracket and insert the two bolts the panel. If there is a gear indicator
that secure it to the bracket. Screw on the gauge in your instrument panel, warm
two nuts and tighten these moderately transverter oil temp and proceed to the
tight. next step.
2. Reinstall the bolt that secures the adjust-
ment mechanism to the alternator and
tighten it moderately tight.

Electrical System
4. Install the 2 black jumpers (supplied with 8. When calibration is completed, the gauge
cable) into connectors (wires marked X will display END. At this time the trans-
& Y) of the new diagnostic/calibration verter joystick should be placed in the
cable. Plug the round grey 9 pin connec- Neutral position and the grey (wire Z)
tor into the corresponding female con- jumper removed so the engine RPM will
nector located beside the right hand side return to idle. Turn the keyswitch to the
of the operators seat. off position and unplug the diagnostic
5. Turn the power and the ignition switch to cable.
the ON position. The Gear Indicator This completes the transverter calibration.
Gauge should then read CAL (calibrate)
Note: Any error that appears in the display
Ensure Parking Brake is “applied”
gauge during calibration will cause the pro-
6. Start the engine and install the remaining cedure to be aborted, and the calibration
gray 2 pin connector (wire Z) into the process will have to be started again from
diagnostic cable. The engine RPM the beginning.
should immediately increase to 1600
RPM. This is the required RPM to per- ST1800 Transverter Inputs
form calibration.
The transverter ECU receives engine speed
7. With the RPM at 1600 and the parking from the engine ECM and the vehicle speed
Brake applied, select “FORWARD” on from a sensor placed in the transverter hous-
the D/H Joystick. If the transverter oil ing. When a problem with either inputs, the
temperature is too low, an error code Check Transverter lights will blink and the
“100” will appear in the gauge in place Control 1 or Control 2 LEDs on the ECU
of CAL. If this occurs, remove all the will not illuminate when the vehicle is not
jumpers in the diagnostic cable and per- running. If a problem exists, check the fol-
form converter stall to increase oil temp lowing:
as necessary and return to step 3. If tem-
perature is + 130F (50c) the gauge will Output Sensor
display C1H, then C2H, C3H, C4H • Check voltage of pins 30 and 31, with the
CAH, and CBH while calibrating each scooptram running and moving at least
clutch hold level. Once the clutch hold 1.7 km/h (1 mph). The voltage should
calibration is complete, the gauge will increase with vehicle speed.
then display C1F, C2F, C3F, C4F, CAF,
• Resistance across pins 30 and 31 of the
and CBF while calibrating fast fill val-
wiring harness should be around 1000
ues.
ohms.
• Check the continuity of the wires from
the harness to the ECU connectors
• Check the output sensor gap, it should be
between .025-.10cm (.010-.040 in.)

Electrical System
• Check the ECU wiring shield continuity

and grounding
• Check output sensor for damage
Engine Speed Input Circuit
the engine ECM to the transverter ECU.
• Check the engine ECM for proper func-
tion.
Throttle Position Circuit
The throttle position input to the transverter
ECU signals whether the throttle control is at
full or idle position. When the operator
accelerates the scooptram, the ECU receives
the full throttle signal and the transverter will
automatically up-shift depending the condi-
tions. If the idle signal is received by the
ECU, the transverter will only down-shift. If
a problem with this circuit occurs, the trans-
verter will down-shift to neutral and remain
in neutral until the problem is solved.
the engine ECM to the transverter ECU.
• Check the engine ECM for proper func-
tion.

Electrical System
ST1800 ECU Wiring Connections 33 Input-Not Used

Pin # Connection 34 Output-Transverter Warning
1 Input-Shifter-Forward 35 Output-Not Used
2 Input-Shifter-1st 36 Output-Not Used
3 Input-Shifter-3rd 37 Output-Lock-up Solenoid
4 Input-Declutch Switch
5 Not Used
6 Input-Not Used
7 Input-Clutch Pressure Switch
8 Input-Full Throttle
9 Input-Automatic/Manual
10 +8v/12 or +20v/24v-Not Used
11 Ground
12 Output-Forward Solenoid
13 Output-Reverse Solenoid
14 Output-1st Solenoid
15 Output-2nd Solenoid
16 Output-3rd Solenoid
17 +24 V Supply Voltage (Ignition)
18 +24 V Supply Voltage (Ignition)
19 Output-Not Used
20 Input-Shifter-Reverse
21 Input-Shifter-2nd
22 Input-Not Used
23 Input-Idle Switch
24 Input-Not Used
25 Input-Converter Lock-up (Optional)
26 Input-Not Used
27 Input-Park Brake Switch
28 Input-Engine Speed Sensor
29 Input-Engine Speed Sensor
30 Input-Output Speed Sensor
31 Input-Output Speed Sensor
32 Not Used (Ground)

Section 8 Miscellaneous Systems
Fire Suppression System the wheel ends, the motor tub, the transmis-
sion, and the torque converter.
The fire suppression system is designed to
protect specific fire hazard areas on the vehi- Daily shift maintenance should include the
cle. It is intended to supplement, not replace, cleaning of areas where flammable materials
a sound fire prevention policy in your mine. and combustible debris may collect.
Fire prevention depends on regular inspec- System Operation

tion and maintenance of those areas on your
vehicle where a fire is most likely to start;
2 3
4
5
1. Actuators 5. Dry Chemical Tank

2. Pneumatic Cartridge Receiver 6. Union Assembly
3. Safety relief Valve 7. Nozzle
4. Expellant gas Cartridge

Miscellaneous Systems
When the vehicle operator discovers a fire in Operator Activates Actuator

a protected area on the vehicle, he pulls the
safety ring pin and depresses the red button
on the manual actuator in the operator’s com-
partment.
Pressure from the actuator causes the fire
suppression system to operate.
The expellant gas pressure makes the dry
chemical extinguishing powder act like fluid.
The dry chemical powder is propelled
through the distribution hose after pressure
in the dry chemical tank reaches the point to The equipment operator pulls the safety ring
rupture the bursting disk. pin and depresses the red button on the man-
ual actuator in the operator’s compartment.
The dry chemical extinguishing agent is dis-
charged through the nozzles into the pro- Pressure from the actuator causes the fire
tected areas, suppressing the fire. suppression system to come into action.
Dry Chemical Distribution
Sequence of Events
Fire Starts
The expellant gas pressure fluidizes the dry

chemical extinguishing agent and propels it
The equipment operator discovers a fire has through the distribution hose once proper
started in a protected area on the vehicle. A pressure has been reached to rupture the
protected area is one where a fire suppres- bursting disk in the dry chemical tank.
sion nozzle is installed.

Dry Chemical Discharged System Components

The manually activated fire suppression sys-
tem consists of:
• Actuator
• Pneumatic Actuator/Cartridge Receiver
• Expellant Gas Cartridge
• Dry Chemical Tank
• Nozzles
Actuator
The dry chemical extinguishing agent is dis-
charged through the nozzles into the pro-
tected areas, suppression the fire.
Hand Portable Fire Extinguisher

It’s a good idea to have a reliable fire extin-
guisher mounted in all off-the-road vehicles,
particularly on diesel powered scoops and
trucks, whenever there is a possibility of haz-
ardous fire conditions.
Make sure that such extinguishers are firmly The actuator contains a sealed pressure car-
mounted in a readily accessible and safe tridge which, when activated by removing
place, All visual seals must be in place, and the ring pin and striking the red button, sends
the distributor certification tag must be pressure to the cartridge receiver to set the
attached and readable. system in operation.
Most systems installed by Wagner employ at
In The Event Of Fire least one manual actuator installed in the
• Shut off the vehicle operator's compartment. Additional actuators
may be installed in other remote locations on
• Set the brakes
the vehicle.
• Pull the ring pin on the manual actuator
Wagner also offers systems which can be
• Strike the red button automatically actuated by either electric or
• Evacuate the vehicle pneumatic detection.
• Stand by with a fire extinguisher

Cartridge Receiver/Expellant Gas Dry Chemical Tank

Cartridge
Pneumatic Actuator
Cartridge Receiver
Safety
Relief
Valve
Expellant
Gas
Cartridge
Once the released pressure from the actuator

reaches the cartridge receiver, a seal in the
The dry chemical tank contains a dry powder
expellant gas cartridge is pierced by system
chemical fire retardant. It is fitted with a
pressure, and this gas is then transmitted to
bursting disc in the union assembly to pre-
the dry chemical tank.
vent the flow of the dry chemical until suffi-
A safety relief valve prevents excess actua- cient pressure has developed in the tank. The
tion pressure from building up in the car- expellant gas from the gas cartridge pressur-
tridge receiver. izes the dry chemical tank, causing the dry
chemical powder to act like a fluid. When
the proper pressure is reached, the disc rup-
tures, letting the gas/dry chemical mixture
flow to the nozzle(s).
Nozzles
The pressure at the nozzle(s) causes the pro-
tective cap to pop off or open (depending on
the kind of nozzle installed), and the dry
chemical to be discharged.
General Maintenance Information

All off-road heavy-duty vehicles pose some
fire hazards due to the heat generated in key
operating systems.

The following is a list of daily maintenance Replace any broken or missing lead and wire
checks that will help reduce the possibility of seals, and record the date of inspection.
fire on your vehicle. Semi-annual
• Make sure all oil and hydraulic fluid
Every 1000 operating hours the following
lines are in good condition. Replace
checks should be made:
defective or worn lines immediately.
The bursting disk in the union assembly
• Make sure all oil and hydraulic line fit-
should be checked for proper seating and
tings are properly tightened. Keep the fit-
that it is undamaged.
tings clean.
Weigh the remote actuator cartridge(s) pneu-
• Check that the brake systems are prop-
matic cartridge actuator/cartridge receiver.
erly adjusted.
Replace any cartridge if its weight is not
• Check that no oil or hydraulic fluid lines within 7 g (1/4 oz.) [14 g (1/2 oz.) for the
are in contact with possible ignition pneumatic cartridge actuator/cartridge
points (or hot spots). receiver] of the weight stamped on the car-
• Keep the vehicle clean. Remove all com- tridge.
bustible debris. Make certain extinguisher is filled with free-
• Maintain all electrical lines and connec- flowing Ansul dry chemical. Level should be
tions. Replace any defective electrical no more than 76 mm (3 in.) from the bottom
equipment or wiring. of the fill opening.
Monthly Check Fire System

Every 100 operating hours, the fire suppres-
sion system should be thoroughly inspected Automatic Checkfire System
to assure it is in good operating condition.
The automatic checkfire system uses a heat
Inspect over-all condition of hoses, discharge sensing cable that is placed in the engine
nozzles, and activator valve for damage, compartment and in the transverter compart-
blockage, or any sign of possible failure. ment. If a fire melts the cable housing and
Nozzles should be capped with silicone the two wires inside touch, making an elec-
grease or plastic blow-off caps. Actuator and trical connection, the fire suppression system
expellent cartridge seals and disks must be will discharge. An electro-pyro-technique
intact. Repair as needed. device, squib, in the actuator housing is con-
trolled by the checkfire module. When the
Check level of pressurized dry chemical detection cable circuit is opened by a fire, the
extinguisher tank(s). Extinguishers should control module sends an electrical current to
contain an active charge of not less than five the squib, causing it to discharge the sup-
(5) pounds, nominal weight. pression system. The system has a three (3)
Check the nameplate for readability. second delay from the time the detection
cable sends a fire alarm to when the control

module tells the squib to discharge the sys- following chart shows the alarm sequence on
tem. You must follow the “In Case of Fire the control module:
procedures” in the Safety section immedi-
ately once the fire suppression process
Alarm Condition Action
begins.
Normal Operat- Green Battery Light
Checkfire Control Module ing Conditions flashes every three
(3) seconds
6 Low Battery Volt- Yellow Battery Light
age flashes and the audio
alarm sounds every
three (3) seconds
2 DELAY 1 Fire Detected Red Alarm light
RESET
flashes and the audio
3 alarm sounds every
BATTERY second.
4 ALARM
System Discharg- Red Alarm light
DETECTION
RELEASE
ing flashes three (3)
times per second and
5 the audio alarm
sounds rapidly.
Post Discharge Red Alarm light
flashes and the audio
alarm sounds every
1. Normal Battery Power LED six (6) seconds until
2. Low Battery Power LED the system is reset.
3. Alarm LED CAUTION: Once a fire has been detected on
4. Detection Fault LED the scooptram, you have only a brief amount
5. Release Fault LED of time to stop the vehicle, set the park brake
6. Delay/Reset Switch and get out before the fire suppression sys-
The checkfire control module is located in tem discharges.
the cab of the scooptram and is mounted near WARNING: Do not delay leaving
the manual fire protection activator. It is the Scooptram once a fire has been
equipped with LED lights and an audio detected and the vehicle has been
alarm that will sound whenever there is a fire ACW00073 pict
safely parked.
or problem with the detection system. The
Delay/Reset Switch
The delay/reset switch located on the check-

fire control module allows you to delay the

discharge of the fire suppressant chemical times per second until the problem has been
for three (3) seconds by pressing and releas- solved.
ing the switch. Holding down the switch
IMPORTANT: See the paragraphs titled “In
delays the discharge indefinitely until the
Case of Fire” in the Safety section for what
switch is released.
to do in case of fire on board the Scooptram.
WARNING: Do not ignore any
fire alarm, the delay/reset switch is Ride Control Systems
designed to allow you more time to
The ride control systems are options that can
ACW00073 pict
shut the scooptram down and get

out safely. increase the efficiency of the Atlas Copco
scooptram through operator comfort and
The delay/reset switch also resets the system vehicle/load safety. The scooptram comes
after the chemical discharge. already plumbed for the ride control option
The third function of the delay/reset switch and can be easily installed by just adding a
is to reset the system during normal opera- hose, control cartridges in the ride control
tion while any alarms are received. For manifold, and an accumulator.
instance if the battery voltage falls too low,
the delay/reset switch will silence the Yellow Theory of Operation
Battery Low alarm after the problem has
The Atlas Copco ride control system oper-
been corrected or the battery recharged.
ates through hydraulic pressure backed up
Diagnostic Lights between an accumulator and the hoist cylin-
ders. This is accomplished by a series of
The checkfire control module includes two check valves that open the hydraulic circuit
(2) diagnostic lights that provide you with a between the hoist cylinders and the ride con-
means of monitoring the system integrity. trol accumulator. As the operator begins the
The Yellow Detection light is activated by a tramming process and the ride control sys-
fault in the detection wiring that is located in tem is engaged, oil pressure is balanced
both the engine and transverter compart- between the hoist cylinders and the accumu-
ments. If the wire becomes disconnected or lator to compensate for the bouncing motion
separated, the Yellow Detection light will of the vehicle.
flash and the audio alarm will sound every
three (3) seconds. When the scooptram is in motion and the
bucket is loaded, oil pressure from the accu-
The Yellow Release light is activated when- mulator is sent through a manifold to the
ever there is a fault in the release circuit of base end of the hoist cylinders. As pressure
the system. Most specifically, when the squib in the base ends drop due to the rising of the
is not correctly installed or when it has been bucket in reaction to a bump, the pressure
previously fired. When a Release fault con- from the accumulator builds the base end
dition exists the Yellow Release light will cylinder pressure back up. When the boom
flash and the audio alarm will pulse three (3) drops back down from the bump, oil is sent
to the stem end of the cylinders to compen-

sate for the relieving pressure. This activity

happens quickly and results in the “floating”
effect of the boom and bucket as the vehicle
chassis is moving up and down with the driv-
ing surface.
Ride Control System Components

The ride control system is composed of the
following units:
• Ride Control Manifold
• Accumulator
• Two position control switch
• Hydraulic hose
Ride Control Manifold
The ride control manifold houses the shuttle
valve, two check valves, a control solenoid,
and two test ports. The shuttle valve directs
the flow of oil to either the base end of the
hoist cylinders. The check valves stop the oil
from flowing out of the ride control system.
The control solenoid is activated by a switch
located in the operator’s compartment and
when energized it opens the ride control cir-
cuit to the accumulator. The test ports allow
the system to be checked for proper function.
The valves on the ride control manifold are
cartridges that can be easily removed for
cleaning or replacement.
Accumulator
The ride control accumulator is the shock
absorber of the system. When the system is
turned on, the accumulator sends oil to the
base end of the hoist cylinders to compensate
for the loss of pressure while the system is
operating. The accumulator is pre-charged to
3447 kPa (500 psi).

Section 9 Troubleshooting
The following tables will help you isolate Check Engine Light (CEL) can be used to
operational problems with your Scooptram reveal engine problem codes. Also, the use
should they occur. The tables are labeled of a Diagnostic Data Reader (DDR) will dis-
according to system function or component play most problems. See Section 8: Electri-
placement. Refer to the index to locate the cal Systems for the SEL/CEL codes. In some
appropriate pages for adjustment, repair, or cases it will be necessary to contact your
removal and replacement procedures. authorized Atlas Copco dealer for further
When troubleshooting the Detroit Diesel action.
engine, the Stop Engine Light (SEL) and
Engine
Condition Possible Cause Solution
Engine does not turn Electrical problem See electrical troubleshooting table.
over Starter problem Contact your authorized Atlas Copco
Internal engine problem dealer or see engine manufacturer’s
service manual.
Engine turns over but No fuel Fill fuel tank and prime fuel system
will not start. Dirty fuel filter(s) Install new filter(s).
Poor quality fuel Drain system and replace fuel fil-
Clogged or broken fuel ter(s). Refill system with good qual-
lines ity fuel.
Electrical problem. Clean, repair, or replace.
See electrical troubleshooting table.

Troubleshooting
Engine
Engine misfires or Air in fuel system Find leak and repair it.
runs roughly Fuel system not correctly Contact your authorized Atlas Copco
timed dealer or see engine manufacturer’s
Fuel pressure too low service manual.
Faulty injector(s) or pump Install new line.
Incorrect valve clearance
Bent or broken push rod
Leak or break in fuel line
between pump and injec-
tion valve
Engine stalls at low Low fuel pressure Contact your authorized Atlas Copco
rpm Idle rpm set too low dealer or see engine manufacturer’s
Faulty fuel injector(s) service manual.
Faulty fuel or injection Replace
pump Repair or replace.
Erratic engine speed Air in fuel system Find leak and repair.
Sticky governor linkage Clean thoroughly. Repair defective
Bad or poorly installed parts.
springs Repair or replace.

Troubleshooting
Engine
Low power Air in fuel system Find leak and correct it.
Poor quality fuel Drain system and replace fuel filter.
Low fuel pressure Refill system with good quality fuel.
Plugged or blocked fuel Contact your authorized Atlas Copco
filter(s) dealer or see engine manufacturer’s
Not set for proper applica- service manual.
tion Replace fuel filter(s).
Leaks in air intake system Contact your authorized Atlas Copco
Clogged air filter dealer or see engine manufacturer’s
Electrical problem service manual
Incorrect valve clearance Check pressure in the air intake man-
Faulty injector(s) or pump ifold. Repair or replace.
Stuck throttle linkage Replace
See electrical troubleshooting table.
Contact your authorized Atlas Copco
dealer or see engine manufacturer’s
service manual.
Check linkage.
Excessive vibration Loose bolt or nut on pulley Tighten bolt or nut.
or damper Replace.
Faulty pulley or damper
Fan blade out of balance
Excessive vibration Loose engine mounts Tighten all mounts. Replace defective
Engine needs adjustment components.
See Engine Misfires above.
Combustion knocking Poor quality fuel Drain system and replace fuel filter.
Faulty injector(s) or pump Refill system with good quality fuel.
Fuel system not correctly Contact your authorized Atlas Copco
timed dealer or see engine manufacturer’s
service manual.
Valves clicking Faulty valve springs Replace.

Low oil or poor lubrication Fill to correct level with proper oil
Incorrect valve clearance Contact your authorized Atlas Copco
Damaged valves dealer or see engine manufacturer’s
service manual.

Troubleshooting
Engine
Oil in cooling system Faulty oil cooler Install new core in the oil cooler.
Faulty head gasket Replace.
Mechanical knocking Connecting rod breaking Contact your authorized Atlas Copco
failure dealer or see engine manufacturer’s
service manual.
High fuel consumption Leak in fuel system Inspect for leaks and repair as needed.
Defective injectors, rough Contact your authorized Atlas Copco
running, etc. dealer or see engine manufacturer’s
Incorrect fuel injection service manual.
timing
Unusual loud valve Damaged camshaft Contact your authorized Atlas Copco
and valve drive noise Damaged valve lifters dealer or see engine manufacturer’s
Damaged valves service manual.
Rocker arm and valve Too much clearance Contact your authorized Atlas Copco
clearance problems Not enough lubrication dealer or see engine manufacturer’s
Worn rocker arm service manual.
Worn valve stem
Worn push rods
Word or damaged valve
lifters
Worn camshaft
Oil at exhaust Worn valve guides Contact your authorized Atlas Copco
Worn piston rings dealer or see engine manufacturer’s
service manual.
Coolant in engine oil Damaged oil cooler core Replace
Damaged head gasket
Cracked or defective cyl-
inder head
Excessive black or Clogged air filter Clean or replace filters
gray smoke Faulty fuel injection Contact your authorized Atlas Copco
valve(s). dealer or see engine manufacturer’s
Wrong fuel injection tim- service manual.
ing Drain system and replace fuel filter.
Faulty fuel ratio control Refill system with good quality fuel.
Poor quality fuel Clean or replace.
Restricted exhaust piping

Troubleshooting
Engine
Excessive white or Too much lube oil in en- Drain lube oil system and refill to
blue smoke gine proper level.
Misfiring or running rough See Engine Misfires above.
Wrong fuel injection tim- Contact your authorized Atlas Copco
ing dealer or see engine manufacturer’s
Worn valve guides service manual.
Worn piston rings
Damaged turbocharger oil
seal
Low oil pressure Bad pressure gauge Replace
Defective oil pump relief See Electrical Troubleshooting
valve Contact your authorized Atlas Copco
Defective oil pump suction dealer or see engine manufacturer’s
pipe service manual.
Defective oil pump
Worn camshaft or bearings
Worn crankshaft or bear-
ings
Worn bearing on idler gear
Dirty oil filter or cooler
Electrical problem
Fuel in lube oil
Low oil pressure Improper rocker arm ad- Contact your authorized Atlas Copco
justment dealer or see engine manufacturer’s
service manual.
High engine oil use Oil leaks Find and repair
Oil temperature too high Check operation and repair oil cooler
Worn valve guides as needed
Worn piston rings and cyl- Contact your authorized Atlas Copco
inder liners dealer or see engine manufacturer’s
Defective seal rings in the service manual.
turbocharger

Troubleshooting
Engine
High engine running Low coolant level Add coolant to proper level.
temperature Restricted/clogged engine Clean and/or repair
radiator Replace.
Defective pressure cap See your authorized Atlas Copco
Defective thermostat dealer or your engine service manual
Defective gauge for instructions.
Faulty water pump See Transverter Troubleshooting
Fan belts slipping See Electrical Troubleshooting.
Incorrect fuel injection
timing
Torque converter problem
Electrical problem
High engine running Exhaust gas leak into Contact your authorized Atlas Copco
temperature cooling system dealer or see engine manufacturer’s
service manual
Below normal engine Defective Thermostat Replace.
running temperature Improperly installed Install properly.
heater
Transverter
Erratic oil pressure Low oil level Add oil to proper level
Suction tube fitting Replace O-ring fitting
Suction manifold O-ring Replace O-ring
not sealing Remove object and check for other
Foreign object in suction contamination
port
Excessive oil pressure Sticking main regulator Replace main regulator valve
valve Replace main regulator
Faulty spring

Troubleshooting
Transverter
Low oil pressure in all Sticking main regulator Replace main regulator valve
gears valve Replace gaskets
Control valve body gasket Replace pump
leaking Replace seal and install correctly
Charge pump defective Replace regulator assembly
Internal disconnect seal Replace control valve body
damage or installed incor-
rectly
Faulty main regulator valve
Control valve body cracked
Low pressure in one Contaminated proportional Replace proportional solenoid/
gear but all right in oth- solenoid check suction screen for contami-
ers Broken wire to one sole- nation
noid, or dirty connection Repair wire
Broken seal ring on input Replace seal ring
end of clutch assembly Replace bore sleeves
Bore sleeve worn Replace seals
Outer or inner piston seal
leaking
Vehicle will not move Voltage to wrong solenoids Check wiring and connectors
on control valve (check Rebuild converter
transverter schematic) Check wiring, controller, and con-
Converter damage nectors
No voltage to all solenoids Check wiring and controller
Voltage to more than two Replace solenoid
solenoids
Proportional solenoid stuck
Low or no converter Converter bypass valve Replace converter bypass valve
pressure defective Replace seal ring
Converter hub seal ring not Correct offset dimension
sealing
Check converter offset
dimension

Troubleshooting
Transverter
Filter or filter oil lines Hose bends too sharp Reroute hoses
blow out Defective hose Replace hose
Main regulator valve faulty Change valve and change filter and
System plumbing incorrect oil
Filter O-ring faulty Correct plumbing
Replace filter
Excessive noise Charge pump defective Replace pump
Excessive backlash in gear Replace bearings and inspect for
train defective gears
Auxiliary driven pump bad Remove pump and check for noise
Blows oil out of dip- Transverter over filled with Drain to proper level. Check front
stick/breather oil seal on auxiliary driven hydraulic
Converter seal ring dam- pump if equipped
aged Remove transverter and install a
new seal ring on converter hub
Transverter overheating Converter stalling Shift to lower gear
Oil level too high Drain to proper level. Check front
Engine overheating seal on auxiliary driven hydraulic
Transverter cooler lines pump if equipped
defective Check engine coolant
Transverter cooler dirty Replace lines
Clutch slipping Clean cooler
Check clutch pressure
Transverter pressure Converter sprag clutch Disassemble and inspect converter
checks okay, but has no damaged or installed wrong Replace relief valve
power and possibly Converter relief valve bro-
overheating ken
Oil leaking from engine Converter front cover seal Replace seal
flywheel and/or weep leaking Replace seal
hole in transverter bell Converter hub seal or O- Check engine flywheel offset
housing ring damaged dimensions and converter pilot
Converter not properly bushing length against vehicle
positioned within bell hous- manufacture standards
ing causing converter and
seal to leak

Troubleshooting
Transverter
Transverter shifts rough Oil temperature sensor Check temperature sensor, replace
loose or wires damaged if necessary, check wires, correct
Calibration off faulty connections.
See Section 8: Electrical Systems
for the calibration procedures.
Axles
Excessive vibration Broken gear teeth, worn Replace gear or bearings. See also
bearings drivelines.
Excessive noise Incorrect or insufficient lu- Check level, fill with proper type
bricant and grade of lubricant. See also
Hub bearings scored or drivelines.
rough Replace bearings.
Gear teeth in planetary Replace gear.
chipped.
Lubricant leaks Lubricant level too high Drain and fill to proper level with
Lubricant foams excessive- proper type and grade of lubricant.
ly Drain and fill with correct type and
Worn or broken oil seal grade of lubricant.
Replace oil seal.
Lubricant leaks Restricted differential Clean vent.
breather vent Tighten nuts and bolts.
Loose nuts or bolts.
Lubricant leaking out of Restricted breather vent. Clean vent.
breather
Overheating Low lubricant level. Find source of leak and repair.
Ring and pinion adjustment Adjust.
too tight Replace bearings.
Faulty bearing

Troubleshooting
Axles
Abnormal noise when Worn differential side gears Replace
turning and pinions Find source of leak and repair
Low lubricant level Tighten nuts to specified torque
Loose nuts on differential (see driveslines)
casings
Insufficient driveline clear-
ance
Worn or improperly lubri-
cated bearings
Vehicle won’t move Worn or broken axle shaft Replace axle shaft
splines Add transverter oil
Transverter oil low
Drivelines
Excessive vibration or Driveline bent or out of bal- Clean driveline. Check clearance
noise ance with nearby components. Balance
driveline.
If driveline is bent or damaged,
replace.
Excessive vibration or Loose mounting Replace capscrews and tighten to
noise Worn or poorly lubed bear- proper torque.
ings Test for looseness. If crosses are
Insufficient clearance. loose, replace cross and bearings as
an assembly
Excessive wear of cross Poor alignment or run-out Check alignment, run-out and bal-
bearing assemblies. Driveline unbalanced ance. Repair or replace, as required.
Check for missing balance weights
or driveline distortion.
Check dynamic balance.
Rebalance
Replace distorted driveline.
Driveline does not Joint failure Replace
transmit power. Damaged splines
Damaged yoke

Troubleshooting
Wheels and Tires

Tire leak Defective valve Tighten parts
Tire cuts Repair tire damage
Damaged O-ring Replace O-ring
Leakage between tire bead Remove tire from rim. Clean tire
trim beads in rim contact area. Clean
rim. Inspect bead seat band.
Replace defective parts. Remount
tire using proper lubricant.
Tire Leak Cracked rim or weld Add Tyre Life
Replace defective part.
Articulation
Excessive or unusual Loose or worn trunnion Retorque, repair or replace.
noises caps Reshim and adjust preload
Loose articulation bearings Disassemble and repair
Contamination in articula- Check for correct installation of
tion bearing or steering cyl- articulation assembly.
inder seals Check articulation bearings for fail-
Contact between power ure. Replace.
frame and load frame hinge Replace
plates
Worn articulation bearing
Worn or damaged articula-
tion pin.
Worn steering pins
Excessive movement in Loose articulation pin Check pre-load and adjust
articulation Loose steering pins Replace
Excessive articulation bear-
ing wear
Worn steering pins

Troubleshooting
Hydraulic System
Poor performance or Reservoir low on oil Add oil
failure External leakage (see below)
Load too heavy Check that line pressures with full
Restriction in hydraulic load are within normal range.
line Check lines to locate obstruction.
Relief valve not operating Remove obstruction or replace line.
properly Clean and adjust valve.
Worn cylinder or seals Disassemble and repair.
Defective pump Replace.
Disassemble and repair or replace
Replace pump
Excessive oil foaming Improper type or viscos- Drain hydraulic system and refill
ity oil with proper oil.
Leak on suction side of Locate and repair leak.
pump Replace pump.
Worn pump
Excessive oil tempera- Low oil in system Add oil
ture Hydraulic oil cooler Check oil cooler.
plugged or dirty Drain hydraulic system and refill
Improper type or viscos- with proper oil.
ity oil (See the Operator’s Manual for
Excessive cycling of load proper technique)
Worn pump Replace pump.
Foreign material in sys- Filters clogged and Check restriction indicator and
tem bypassed replace filter(s) in necessary.
Contaminated or bad oil Drain and flush hydraulic system.
Damaged cylinders Replace filter(s) and re-fill with clean
Worn or damaged pump oil.
Disassemble, inspect and repair or
replace component.
Insufficient pressure Faulty charge valve Disassemble and inspect. Repair or
Internal leakage past seals replace as necessary.
or cylinders Measure and record pump flow and
Worn pump pressure. If out of specification,
replace pump.

Troubleshooting
Hydraulic System
Insufficient or no flow Oil too cold or wrong vis- Drain and flush hydraulic system.
cosity. Pump will not Replace filter(s) and re-fill with clean
prime. oil.
Pump intake line from res- Check lines to locate obstruction.
ervoir restricted Remove obstruction or replace line.
Faulty pump drive seal Replace seals.
Pump drive shaft sheared Disassemble the pump and inspect.
or disengaged Replace pump
Worn pump
Leaking oil Worn or faulty hose line Replace

Incorrect or damaged fit- Clean or replace
tings Clean and tighten
Dirt or paint on or under Replace.
seals
Loose seal plates
Cut or damaged seals
Excessive pump noise Low oil supply Fill reservoir
or cavitation Obstruction in suction line Check tank strainer and pump inlet
Air in oil supply to pump line. Remove obstruction or replace
Excessive foaming line.
Engine operated at high Check all hose fittings and connec-
speed with cold hydraulic tions.
oil Locate air entry point and repair.
Oil viscosity too high Drain hydraulic system and refill
Pump components not with proper type and viscosity oil.
properly aligned. Warm up hydraulic system by
cycling hydraulic control s.
Drain hydraulic system and refill
with proper type and viscosity oil.
Check shaft seal and bearings for
damage. Replace parts as required.
Align pump correctly.

Troubleshooting
Hydraulic System
Accumulator not charg- Priority valve malfunc- Verify malfunction, replace cartridge
ing but the fan is run- tioning
ning
Accumulator charge valve
malfunctioning
Hydraulic fan is not Hydraulic pump malfunc- Verify pump malfunction, replace
functioning tioning pump
Relief valve stuck open Verify valve problem, clean or
Air bleed not closing replace the valve cartridge
Verify, replace cartridge
No hydraulic control Filter in Auxiliary valve Check filter, clean or replace filter
functions assembly clogged (pilot cartridge
pressure filter
Hydraulic hand pump Check valve malfunction- Verify check valve function, replace
feels loose while pumping if necessary
ing
Hydraulic system cuts Accumulator Pre-charge is Verify Accumulator pressure, adjust
in and out too rapidly too low or too high pressure, check accumulator piston
when brake treadle for excessive wear
valve is actuated
Pilot control is slow to Low pilot pressure Verify pilot pressure, adjust if neces-
respond sary
Normal hydraulic Low pilot pressure Verify pilot pressure, adjust if neces-
response but requested Pump flow volume low sary
function too slow
Flow test pump, adjust flow rate,
replace worn pump
Hydraulic hose is hard Aerated oil in system from Replace hose and check for air in the
and cracking cavitation system, drain oil and replace with
fresh oil. Check main control valve
spools

Troubleshooting
Hydraulic System
The hydraulic hose is Exposure to intense cold Replace hose with an appropriate cli-
cracked both internally while the hose was flexed. mate/temperature rating.
and externally but the
elastomeric materials
are soft and flexible at
room temperature
The hose has burst and High frequency pressure Replace hose with a higher SAE
examination of the wire impulse condition. impulse test requirement.
reinforcement shows
random broken wires
running the length of the
hose
The hydraulic hose has Wrong hose strength Change hose with a proper strength
burst but there is no Hydraulic circuit malfunc- rating for circuit
indication of multiple tion causing unusual, high Change hose, identify circuit prob-
broken wires the entire pressure conditions lem, examine check valves and port
length of the hose. relief valves.
The hydraulic hose has Hose cover degradation Replace hose, remove corrosive
burst and examination due to excessive wear or material from area--the following are
shows that the reinforc- exposure to corrosive causes of hose cover damage: Abra-
ing wires are rusted and material sion, cutting, battery acid, steam
the cover has been dam- cleaners, chemical cleaning solu-
aged or cut. tions, muriatic acid, salt water, heat,
extreme cold.
The hydraulic hose has Violation of minimum Check the bend radius specification,
burst on the outside hose bend radius. change hose and either re-route or
bend and appears to be replace with a hose designed for the
elliptical in the bent sec- bend radius required.
tion
The hydraulic pump is Violation of minimum Check hose bend radius, re-route
noisy and very hot, the hose bend radius hose, check oil for aeration (this situ-
pressure line from the ation can result in cavitation)
pump is hard and brittle

Troubleshooting
Hydraulic System
The hydraulic hose is Twisting force exerted on Check components for looseness
flattened out in one or the hydraulic hose causing torquing on the hose.
two areas and is kinked
or twisted
The hose tube has bro- High vacuum, wrong hose Replace hose with a proper rated
ken loose from the rein- for circuit hose.
forcement and collapsed Minimum hose bend Check radius, re-route hose, replace
the inner diameter of the radius is violated hose after straightened.
hose. The hose may pro-
trude into the hose fit-
ting
The hydraulic hose has Improper assembly of the Replace with a properly assembled
burst six to eight inches hose fitting hose.
away from fitting, wire
reinforcement is rusted,
the cover is not cut or
damaged
There are blisters on the Incorrect assembly of the Replace hose with a properly assem-
outer cover of the hose. hose fitting bled hose.
The blisters contain oil.
The hydraulic hose blew Use of incorrect fitting on Replace fitting and hose with proper
out of the hose fitting the hose hose assembly---Use same manufac-
Incorrect assembly of hose turer products and make sure that
and fitting hose and fitting are rated for each
Incorrect hose length other.
Replace bursted hose with a correctly
assembled hose and fitting package.
Replace hose with a new hose of
proper length.

Troubleshooting
Hydraulic System
The tube of the hose is Tube of the hose may be Replace with proper rated hose for an
badly deteriorated with incompatible with the oil based hydraulic system.
evidences of extreme hydraulic fluid. Check hydraulic circuits for malfunc-
swelling. In some cases Excessive heat generated tion, replace hose with a proper rated
the tube may be par- by the hydraulic system, hose.
tially washed out. or improper heat tolerant
hose
The hydraulic hose has Hose is aged Replace with a new hose
burst, the cover is badly
deteriorated and the
hose cover surface is
crazed.
The hose is leaking at Hose is trying to shorten Replace with a longer hose
the fitting because of a under pressure and has not
crack in the steel tube enough length to do so
adjacent to the braze on
a split flange shoulder.
A spiral reinforced hose Hose too short to accom- Replace with a longer hose
has burst and literally modate the change in
split open with the wire length while it was pres-
exploded and badly tan- surized.
gled
Hose is badly flattened Kinked hose Replace hose and check for cause of
out in the burst area. kinking. Re-route if necessary to
save future hoses
Hose leaks profusely Hose bend radius exceeds Replace and re-route the hose
but has not burst minimum causing high Replace the hydraulic fluid and filter.
pressure erosion of inner Also replace the hose. Look for cause
tube of contamination.
Contamination in the
hydraulic fluid

Troubleshooting
Hydraulic System
The hydraulic hose has Not necessarily a high Replace with a longer hose
been pulled out of the pressure problem--hose
hose fitting not long enough for appli-
cation
SAHR Brakes
Inadequate braking Low hydraulic pressure at Check brake lines for leaks.
the wheel ends Install test gauge at wheel ends and
Restriction in hydraulic line check pressure.
Wheel end leakage. Adjust brake foot pedal control
Insufficient accumulator valve to specification.
pre-charge Check lines to locate obstruction.
Brake disks worn Remove obstruction or replace line.
Air in oil lines Identify leak location and repair or
Relief valve not function- replace faulty component.
ing properly Adjust pre-charge pressure to speci-
fication.
Replace
Check hydraulic lines for tightness
Check setting and adjust to specifi-
cation. Disassemble valve and
check for cleanliness. Repair or
replace valve, if required.
Brakes chatter Improper type or viscosity Drain hydraulic system and refill
oil with proper oil.
Insufficient hydraulic oil Check oil level in hydraulic tank.
flow to the wheel ends. Check return line flow from wheel
ends. Check pump performance.
Brakes release too Brake pedal not returning to Disassemble and inspect valve.
slowly fully released position Repair or replace valve as required.
Oil return port of brake con-
trol valve is restricted or
plugged.

Troubleshooting
SAHR Brakes
Brakes do not release Brake pedal control valve Disassemble and inspect valve.
sticking. Repair or replace valve as required.
Restriction in hydraulic Check lines to locate obstruction.
lines Remove obstruction or replace line.
Park Brake engaged (see Park Brake Troubleshooting)
Insufficient accumulator Check accumulator charging valve
pressure for proper operation. Ensure brake
pump is performing properly.
Brakes pull or drag (one Brake pedal control valve Adjust pedal travel.
or more assemblies do travel adjustment incorrect. Check hydraulic lines for leaks.
not release fully) Insufficient oil pressure to Install test gauge to determine loca-
one or more wheel ends tion of problem.
Brakes apply intermit- Brake pedal control valve Disassemble and inspect valve.
tently sticking. Repair or replace valve as required.
Accumulator pressure low Check accumulator charging valve
Restriction in hydraulic for proper operation.
lines Ensure brake pump is performing
Park Brake solenoid applied properly.
Check lines to locate obstruction.
Remove obstruction or replace line.
Check Park Brake control switch
position. Check Park Brake electri-
cal circuit for proper operation
(switch, wiring, solenoid, time
delay relay)
Brakes apply intermit- Convertor pressure low (see Transmission Troubleshooting)
tently
Brakes do not apply Hydraulic pressure at wheel Check system for blockage of flow.
ends will not relieve.

Troubleshooting
SAHR Brakes
Brakes overheat Excessive cycling of charge Check system for leaks. Ensure
valve brake pump is performing properly.
Brakes dragging (See Hydraulic System Trouble-
High hydraulic oil tempera- shooting)
ture
Excessive brake pedal Brake pedal out of adjust- Adjust travel.
travel ment.
Service brake will not Improper test procedure. Check that vehicle is in proper test
hold in drive Brake pedal heel stop out of gear (see Operator’s Manual).
adjustment. Adjust heel stop.
Brake pedal control valve Disassemble valve and inspect.
not stroking. Check hydraulic system for possi-
ble particulate contamination.
Park Brake
Park brake will not hold Improper test procedure. Check that vehicle is in proper test
in drive Hydraulic pressure at wheel gear (see Operator’s Manual).
ends will not relieve Check system for blockage of flow
Park brake does not Improper control position Check Park Brake Knob in proper
release Loss of hydraulic pressure position.
Loss of electrical signal Check indicating circuit, if applica-
ble.
(See Hydraulic System Trouble-
shooting)
Loss of electrical signal

Troubleshooting
Electrical System
Dash indicating light(s) No power Check that Master Isolation switch is
will not illuminate Circuit breaker or fuse turned on. Check charge on battery.
open Check for tripped circuit breakers.
Bulb burned out Check for faulty ignition switch.
Broken or loose wire or Check for faulty ignition solenoid.
connection Check for faulty Master Isolation
Programmable Logic Con- switch. Check for broken or loose
trol (PLC) failure wires and connections.
Reset/close.
Replace bulb
Repair or replace
Check PLC LED inputs and outputs
Verify PLC program
Replace PLC
Engine will not turn No power (see above)
over Low battery charge Check specific gravity. Replace if bat-
Faulty start switch tery will not hold charge.
Replace
Engine will not turn Starter safety switch open Place transmission in neutral and
over High resistance in circuit apply park brake.
Defective starter motor Clean and tighten all connections.
Starter solenoid defective Replace.
Engine turns over but Fault in electrical shut- Check circuit components for fault.
will not start. * Check down circuit (Refer to OEM Troubleshooting Man-
for fuel and verify Fault in engine ECM sys- ual)
shut-off valve position tem

Troubleshooting
Electrical System
Starter motor sluggish High resistance in circuit Check battery terminals for corrosion.
Low battery charge Clean and tighten all connections.
Excessive load or drag on Check specific gravity. Replace if bat-
engine. tery will not hold charge. If extreme
Defective starter motor cold conditions, warm battery prior to
starting.
Check oil for proper viscosity. If
extreme cold conditions, warm engine
oil prior to starting.
Trouble shoot engine subsystems to
locate problem.
Replace.
Starter solenoid switch High resistance in circuit Check battery terminals for corrosion.
chatters Low battery charge Clean and tighten all connections.
Faulty starter solenoid Check specific gravity. Replace if bat-
tery will not hold charge.
If extreme cold conditions, warm bat-
tery prior to starting.
Replace solenoid or solenoid wiring
Low engine power Fault in engine ECM sys- (refer to OEM Troubleshooting Man-
(See Engine trouble- tem (if applicable) ual)
shooting) Lost connection to ECM Check injector connections
injectors

Troubleshooting
Electrical System
Low battery output Electrolyte level low Add distilled water to proper level.
Defective battery cell Replace battery
Damaged battery case Adjust belt tension. Replace belts, if
Slipping drive belts necessary.
Electrical circuits ener- Turn off all switches when engine
gized with engine off. shutdown.
High resistance in circuit. Check and clean all terminals and
Defective wiring. grounds.
Faulty alternator Replace.
Check and adjust regulator.
Check and tighten mounting.
Check pully alignment.
Check for grounded field circuit.
Replace alternator.
Starter Motor Armature Battery discharged. Recharge battery.
does not rotate or Battery defective. Have battery checked (or replaced) by
rotates too slowly. maintenance personnel.
Battery terminals loose or
corroded. Tighten terminals, clean, and put
Starting motor terminals or acid-resisting protective grease on
carbon brushes grounded terminals and poles.
(short circuit). Trace defective spot and repair.
Carbon brushes have no Check, clean, or renew brushes. Clean
contact with commutator brush holder.
or are jammed in the brush Replace starting switch.
holders.
Repair or replace solenoid switch.
Brushes worn, broken,
Check wiring, clean, and tighten con-
fouled by dirt or oil.
nections. Replace any broken cables
Starting switch defective or wires.
(burnt or loose connec-
tions).
Solenoid switch in starting
motor defective.
Excessive voltage drop in
circuit.

Troubleshooting
Electrical System
Pinion fails to mesh Pinion fouled with dirt. Clean.
when armature rotates. Pinion or rim gear teeth Remove burr by filing.
damaged, burred.
Starting motor func- Battery insufficiently Charge battery.
tions properly until charged. Check brushes, springs, and holders.
pinion meshes, then Insufficient brush pressure. Repair or replace solenoid switch.
stops.
Solenoid switch in starting Check wiring and connections.
motor defective.
Excessive voltage drop in
circuit.
Starting switch fails to Solenoid switches dam- Disconnect starter cable immediately
cut out. aged. at battery or at the starting motor.
Replace defective switch, or have
switch or starting motor repaired.
Pinion or flywheel gear Return spring broken or Clean thoroughly. Remove burr from
badly fouled or dam- tired. tooth edges by filing. Have starting
aged. motor repaired.
Over-charged battery. Charge too high. Check and adjust or replace regulator.
Incorrect pulley used on Replace with pulley of correct size.
generator
Battery uses an exces- Battery over-charged. See above.
sive amount of water.
Rapid burn-out of light Battery over-charged. See above.
bulbs.
Low or intermittent Dirty or worn generator Clean or repair commutator or replace
generator output. commutator. armature.
Brush(es) sticking. Clean brush holders thoroughly.
Replace brushes if necessary.
Weak brush springs.
Replace springs.
Low or intermittent Slipping drive belt. Adjust drive belt.

generator output. Malfunctioning regulator Adjust or replace regulator.

Troubleshooting
Electrical System
Lights dim. Batteries low. Charge batteries.
Poor ground. Provide a clean, tight ground.
Loose connections. Tighten all connections.
One (1) electrical Bad connection at gauge, Make a positive connection.
gauge not operating. connector plug or sender. Replace.
Sender defective.
Gauge defective.
Ignition "ON" - no Dead battery. Recharge or replace battery.
gauges or lights work- Loose connection from Tighten connection.
ing. battery to dash panel. Repair or replace wire.
Broken wire between bat-
tery and dash panel.
Brakes won’t release Lost connection Check wiring
Park brake switch mal- Check wiring, replace switch

function
Check LED on PLC, verify PLC pro-
PLC malfunction gramming, replace the PLC
Emergency stop system in Check PLC status, verify hydraulic

effect and Transverter oil pressures
Pressure loss relay mal- Check wiring connections,

function
replace the relay
Start inhibit relay malfunc- Check wiring connections, replace the
tion relay
Transverter won’t Failed switch in Dump/ Check wiring, connections, verify
engage in Forward, Hoist control stick switch integrity, replace switch
Reverse, or Neutral Lost connection Check connections and wiring to
PLC malfunction transverter from PLC
Transverter ECU failure Verify PLC operation, replace PLC
Check with a diagnostic device or
gauge.

Troubleshooting
Electrical System
Transverter does not Failed selector switch Check wiring and connections to
engage in gear or Lost connection switches
appears not to engage Failed bulb in gear button Check connections from PLC to
in gear. First to Fourth PLC malfunction transverter
ECU failure Check bulb, verify PLC operation
Verify PLC operation, replace PLC
Check with a diagnostic device or
gauge.
Transverter shifts Calibration problem Check calibration

roughly or slow ECU failure Check with a diagnostic device or
gauge
Headlights do not work Broken wiring Verify the integrity of the wiring and
Loose connection splice or replace faulty wiring
Light relay failed Check connections and reconnect or
Light switch failed replace the connectors
Verify the failure, replace the relay
Verify the failure and replace the
switch
Horn does not sound Lost or loose connection Check wires and connections, replace
Faulty horn if faulty
Replace the horn
Backup light alarm/ Lost connection Check wiring and connections,
light does not work Faulty alarm replace if faulty
Faulty strobe light Replace the alarm
Faulty reverse switch Replace the strobe light
PLC malfunction Replace the switch
Check wiring and connections, verify
PLC failure, replace the PLC
Gauges do not work Faulty wiring or connec- Check the wires and connections,
tions repair wires and replace connectors
DC/DC 12 volt converter Check wires and connections, verify
malfunction converter failure, replace if necessary

Troubleshooting
Electrical System
Gauge pointers move Faulty wiring or connec- Check the wiring to the gauges from
back and forth in a tions the DCU. check the connections,
windshield wiper Data lines between gauge repair wiring, replace connectors
motion and DCU are incorrectly Check the data line to see if they have
installed been reversed
Loss of power to the DCU Check the power supply to the DCU
Gauges malfunctioning Verify and replace faulty gauges
Gauges go to zero and The DCU is malfunction- Replace the DCU
stay there ing
Pressure gauge reads Transducer is malfunction- Verify the fault and replace the trans-
wrong or is erratic ing ducer
Gauge is malfunctioning Check wiring and gauge connections,
DCU is malfunctioning replace the gauge
Verify the malfunction, check connec-
tions, check for faulty programming,
replace the DCU
Temperature gauge Temperature sensor is Verify the fault and replace the sensor
gives incorrect reading faulty Check wiring and gauge connections,
or is erratic Gauge is malfunctioning replace the gauge
DCU is malfunctioning Verify the malfunction, check connec-
tions, replace the DCU
MMC does not count Faulty wiring to MMC Check wires and connections, repair,
hours Battery and ignition lines replace faulty connectors
are crossed Check wiring, replace if shorted
MMC has no display MMC not receiving data Check wiring and connections, repair
or replace faulty connectors
MMC is missing seg- Faulty gauge Replace the gauge
ments on LCD, or
reset/select buttons do
not work
No backlighting on Crossed 12 volt backlight- Check wires, replace in proper con-
MMC or the gauges ing wires nectors

Troubleshooting

Section 10 Specifications
ST700
Operating Weight kg lbs

Empty 17,050 37,501
Loaded 24,050 50,710
Capacity kg lbs
Tramming Capacity 6500 14,300
Breakout Force, Digging 24,623 54,168
Breakout Force, Hydraulic 11,462 25,212
Operating Times seconds

Boom Raising Time 8
Boom Lowering Time 3
Bucket Dump Time 1.8
Steering Time 6
Speed (Loaded) km/hr mph

1st Gear 4.3 2.7
2nd Gear 8.7 5.4
3rd Gear 14.5 9.0
4th Gear 23.3 14.5
Steering and Oscillation Degrees

Turning Angle 42.5
Rear Axle Oscillation 14
Hydraulic System kPa psi

Operating Pressure (Dump/Hoist) 20,682 3000
Valve Main Relief 20,682 3000
Port Reliefs 24,444 3500

Specifications

Operating Pressure (Steering) 24,444 3250
Port Relief Valves 24,444 3500
Filtration 10mic
Brake System kPa psi

Service Brake Pressure (SAHR) 10,000 - 10,700 1450 - 1550
Charge Valve Kick In 10,700 - 11,400 1550 - 1650
Charge Valve Kick Out 13,400 - 14,100 1950 - 2050
Accumulator Precharge 7900 - 8500 1150 - 1250
Pressure
Tires
kPa psi
17.5X25-20ply 483 70
Engine (Series 71)

Oil capacity with filter change: 20.8 liters (5.5 gallons)
Type of oil See specification tables
Fuel Tank
Capacity 227 liters (60 gallons)
Type of Fuel See specification tables
Cooling System
System capacity 13.2 liters (3.5 gallons)
Type of fluid See specification tables
Transverter

Specifications
Oil refill capacity with filter change:

Rock Tough TV 70Q 19 liters (5 gallons)
Axles
Axle Differential capacity (each):
Rock Tough ANS 70I/ASD 70I 18 liters (4.8 gallons)
Planetary ends (each) 3.7 liters (1 gallon)
Hydraulic Reservoir
Reservoir capacity 132 liters (35 gallons)
Alternate oil See specification tables
Grease Fittings
Type of grease See specification tables
ST700 Hydraulic Pump Flows
System Pump Liters/Min GPM

Steering 72 @ 2400 RPM 19 @ 2400 RPM
Dump and Hoist 57 @ 2400 RPM 15 @ 2400 RPM
Service Brake 45 @ 2400 RPM 12 @ 2400 RPM
Transverter Charge 95 @ 2400 RPM 25 @ 2100 RPM
ST1000

Empty 24,800 54,700
Loaded 34,800 76,700
Capacity kg lbs
Tramming Capacity 10,000 22,000

Specifications
Capacity kg lbs
Operating Times Seconds

Boom Raising Time 7.6
Bucket Return Time 3.2
Steering Time (High Idle) 6

1st Gear 4.8 3.1
2nd Gear 8.4 5.0
3rd Gear 14 11.5
4th Gear 22.5 16.8
Steering and Oscillation degrees

Turning Angle 41

Port Relief Valves 24,444 3500
Filtration 10mic

Service Brake Pressure (SAHR) 10,000 - 10,700 1450 - 1550
Charge Valve Kick In 10,700 - 11,400 1550 - 1650
Charge Valve Kick Out 13,400 - 14,100 1950 - 2050

Specifications
Pressure
Tires
kPa psi
18.00 x 25, 24 ply L-5s 551 80
Engine (Series 50)

Oil capacity with filter change: 26 liters (7 gallons)
Fuel Tank
Capacity 321 liters (85 gallons)
Cooling System
System capacity 37.8 liters (10 gallons)
Transverter
Oil refill capacity with filter change: 30 liters (8 gallons)
Rock Tough TV 100Q 28 liter (7.5 gallons) without filter
Axles
Axle Differential capacity (each):
Rock Tough ASD 100 J 34.5 liters (9 gallons)
Planetary ends (each) 4.7 liters (1.3 gallons)
Hydraulic Reservoir
Grease Fittings

Specifications

Oil Filled Pins
Hoist Pin 177ml (6 fluid ounces)
Stabilizer Pin 191ml (6.5 fluid ounces)
Steering Pins 134ml (4.5 fluid ounces)
Boom/Bucket Pins 208ml (7 fluid ounces)
Z-Bar Pin 222ml (7.5 fluid ounces)
D-Bone Pins 177ml (6 fluid ounces)
Boom/Load Frame Pins 202ml (6.8 fluid ounces)

Steering 99.5 @ 2635 RPM 26.3 @ 2635 RPM
Dump and Hoist 120 @ 2635 RPM 31.8 @ 2635 RPM
Service Brake 59 @ 2635 RPM 15.6 @ 2635 RPM
ST1800

Empty 50,050 110,360
Loaded 67,550 148,948
Capacity kg lbs
Tramming Capacity 17,500 38,581
Operating Times Seconds

Boom Raising Time 9.5
Bucket Return Time 4
Steering Time (High Idle) 5

Specifications

1st Gear 4.6 2.8
2nd Gear 8.9 5.4
3rd Gear 14.9 9.0
4th Gear 24.5 14.3
Steering and Oscillation Degrees

Turning Angle 42.5

Filtration 10 mic

Service Brake Pressure (SAHR) 10000 - 10700 1450 - 1550
Charge Valve Kick In 10700 - 11400 1550 - 1650
Charge Valve Kick Out 13400 - 14100 1950 - 2050
Pressure
Tires
kPa psi
29.5X29, L5S 620 90
29.5R29 (40 ply) 551 80
35/65R33 648 94
35/65X33 (36 ply) 524 76
Engine (Series 60)

Oil capacity with filter change: 37.8 liters (10 gallons)

Specifications
Fuel Tank
Capacity (Deutz)
Capacity (Detroit) 445 liters (117.5 gallons)
Cooling System
System capacity 68.14 liters (18 gallons)
Transverter
Oil refill capacity with filter change:
Rock Tough TV 180 J 18.9 liters (5 gallons)
Axles
Front & Rear Axle Differential capacity (each):
Rock Torque 595 74 liters (19.5 gallons)
Planetary ends 24 liters (6.3 gallons) Each
Hydraulic Reservoir
Grease Fittings

Steering 246 @ 2200 RPM 65 @ 2200 RPM
Dump and Hoist 246 @ 2200 RPM 65 @ 2200 RPM
Service Brakes 64 @ 2200 RPM 17 @ 2200 RPM

Specifications

Brake Cooling 64 @ 2200 RPM 17 @ 2200 RPM
Stability
Test conditions: Vehicle fully loaded, boom down, bucket rolled back
Applied Standards: ISO
Maximum safe side See vehicle technical records
slope for operation:
Noise Level
Test conditions Meets ISO Standards

Test Results See vehicle certification checklist
Maximum Allowable Back Pressure
Engine In. H2O MM Hg RPM Load

Detroit Diesel
4-71 TI 40.8 76.2 2100 “
Series 50 - 250 “ “ “ “
Series 60 - 300 “ “ “ “
Series 60 - 325 “ “ “ “
Series 60 - 475 “ “ “ “

Specifications
Bucket Dump Angles ( +/- 3°)
ST-700 40°
ST-1000 44°
ST-1800 42°
Steering Stops (Hub to Hub Centering

Distance)
239.2cm
ST-700
(94.2 inches)
ST-1000 250.7cm
(98.7 inches)
ST-1800 285.7cm
(112.5 inches)
Engines
Fuel
Rating Torque Disp Cooling Usage
Model Cyl Vehicle
(Kw/hp) (Nm /ft-lb) (l/cu-in) (m3-min/CFM) (l-hr/gal-
hr)
Detroit Diesel
4-71 TI 143 / 180 692 / 510 4 4.7 / 287 Water 40 / 10.6 ST700
(736 / 26000)
Series 50 - 187 / 250 848 / 625 4 8.5 / 519 Water 47.9 / ST1000
250 (821 / 29000) 12.7
Series 60 - 354 / 475 2101 / 1550 6 12.7 / 775 Water 88.7 / ST1800
475 (1444 / 51000 23.4
Transverters
Oil
Model Speeds Capacity Vehicle
Pressure (kPa/psi) Temperature (0C/ 0F)
(ltr/gal
Rock Tough

Specifications
Oil
Model Speeds Capacity Vehicle
Pressure (kPa/psi) Temperature (0C/ 0F)
(ltr/gal
TV 70Q 4 1724/250 27-49/80-120 19/5 ST700
TV 100Q 4 1724/250 27-49/80-120 19/5 ST1000
TV 180J 4 1724/250 83-121/180-250 19/5 ST1800
Axles
Oil Capacity
Model Options Vehicle
Differential Planetaries
Rock Tough
ASD 100J 34.5ltr / 9gal 4.7ltr / 1.3gal No-Spin, LCB, SAHR ST1000
Rock Torque
406 18ltr / 4.8gal 3.7ltr / 1gal No-Spin, SAHR ST700
595 74ltr / 19.5gal 24ltr / 6.3gal No-Spin, SAHR ST1800
Transfer Cases
Model Oil Capacity Oil Type Vehicle

TC07 1.8 ltr/.5 gal Use EP 80/90 Oil ST700
TC10 2.4 ltr/.64 gal ST1000
TC18 2.4 ltr/.64 gal ST1800

Specifications
Torque Values Note: Use these recommended torque values

unless otherwise specified in the assembly
IMPORTANT: The following torque charts instructions.
apply to standard dry plated hardware.
Coarse Thread
Grade 5 Grade 8
D T T
Size Thds/In Clamp Load Torque Clamp Load Torque
(in.) (kips) N-M / (ft.lbs.) (kips) N-M / (ft.lbs.)
1/4 20 2.0 8/6 2.9 12 / 9
5/16 18 3.3 18 / 13 4.7 25 / 18
3/8 16 5.0 31 / 23 7.0 45 / 33
7/16 14 6.8 50 / 37 9.6 72 / 53
1/2 13 9.1 78 / 57 12.8 109 / 80
9/16 12 11.6 112 / 82 16.4 157 / 115
5/8 11 14.4 157 / 115 20.3 218 / 160
3/4 10 21.3 273 / 200 30.1 382 / 280
7/8 9 29.5 437 / 320 41.6 628 / 460
1 8 38.6 655 / 480 54.5 928 / 680
1 1/8 7 42.4 819 / 600 68.7 1324 / 970
1 1/4 7 53.8 1147 / 840 87.2 1856 / 1360
1 3/8 6 64.1 1502 / 1100 104.0 2443 / 1790
1 1/2 6 78.0 1993 / 1460 126.5 3235 / 2370
1 3/4 5 105.4 3140 / 2300 171.0 5105 / 3740
Formula: Torque=RDT
R=Friction Factor=0.15 for dry, plated hardware
For dry, unplated hardware, increase torque 33%
For plated hardware lubed with Fel-Pro C670, decreases torque by 13%
D=Nominal bolt diameter
T=Clamp Load
Clamp Load = 0.75XProof Load from SAE J429.

Specifications
FineThread
Grade 5 Grade 8
D T T
Size Thds/In Clamp Torque Clamp Torque
(in.) Load N-M / (ft.lbs.) Load N-M / (ft.lbs.)
(kips) (kips)
1/4 28 2.3 9/7 3.3 14 / 10
5/16 24 3.7 19 / 14 5.2 27 / 20
3/8 24 5.6 35 / 26 7.9 50 / 37
7/16 20 7.6 56 / 41 10.7 80 / 59
1/2 20 10.2 87 / 64 14.4 123 / 90
9/16 18 13.0 124 / 91 18.3 177 / 130
5/8 18 16.4 177 / 130 23.0 246 / 180
3/4 16 23.8 300 / 220 33.6 243 / 310
7/8 14 32.5 491 / 360 45.8 682 / 500
1 12 42.3 723 / 530 59.7 1024 / 750
1 1/8 12 47.5 914 / 670 77.0 1474 / 1080
1 1/4 12 59.6 1269 / 930 96.6 2061 / 1510
1 3/8 12 73.0 1706 / 1250 118.4 2785 / 2040
1 1/2 12 87.8 2239 / 1640 142.4 3644 / 2670
1 3/4 12 121.4 3617 / 2650 196.8 5869 / 4300
Formula: Torque=RDT
T=Clamp Load

Specifications
Coarse Thread
Class 8.8 Class 10.9
D T T
Size Thd Clamp Torque Clamp Torque
(mm) Pitch Load N-M / (ft.lbs.) Load N-M / (ft.lbs.)
(mm) (kips) (kips)
6 1 2.0 8/6 2.8 11 / 8
8 1 3.6 19 / 14 5.1 27 / 20
10 2 5.7 38 / 28 8.1 55 / 40
12 2 8.2 65 / 48 11.8 95 / 70
14 2 11.2 105 / 77 16.1 150 / 110
16 2 15.3 164 / 120 21.9 232 / 170
18 3 19.4 232170 26.8 328 / 240
20 3 24.8 328 / 240 34.2 464 / 340
22 3 30.7 450 / 330 42.5 628 / 460
24 3 35.7 573 / 420 49.4 792 / 580
27 3 46.4 846 / 620 64.2 1160 / 850
30 4 56.8 1147 / 840 78.6 1583 / 1160
33 4 70.1 1556 / 1140 96.1 2129 / 1560
36 4 82.6 1993 / 1460 114.3 2757 / 2020
Formula: Torque=RDT
T=Clamp Load
Clamp Load = 0.75XProof Load from Bossard.

Specifications
F O R U S E W IT H W IR E T E R M IN A T IO N S
T E R M IN A L B L O C K S
T h re a d S c re w T yp e S tu d & N u t T yp e
S ize N -M / (in -lb s .) N -M / (in -lb s .)
4 -4 0 --- .4 5 / 4 *
6 -3 2 1 / 9 .6 * 1 .4 / 1 2 *
8 -3 2 2 .1 / 1 6 * 2 .2 / 2 0 *
1 0 -3 2 2 .2 / 2 0 2 .8 / 2 5
1 /4 -2 0 3 .4 / 3 0 4 .3 / 3 8
3 /8 -1 6
M 10 --- 4 .3 / 3 8
* P e r M il-T -5 5 1 6 4 , g e n e ra l s p e c . fo r te rm in a l
b o a rd s
B IN D IN G S C R E W S & S L O T T E D S C R E W S
W ire B in d in g S c re w s S lo tte d S c re w s
S ize N -M / (in -lb s .) N -M / (in -lb s .)
(a w g )
1 4 -1 0 1 .4 / 1 2 2 .2 / 2 0
8 --- 3 .4 / 3 0
6 -4 --- 4 / 35
3 -4 /0 --- 4 .5 / 4 0
C O N N E C T O R S W IT H H A R T IN G C O N N E C T O R S
HEXAGONAL SOCKET SCREW S W IT H S C R E W T E R M IN A L S
S o c k e t s ize T ig h te n in g S c re w T ig h te n in g
(a c ro s s fla ts ) T o rq u e N -M / (in - (s ize ) T o rq u e N -M /
lb s .) (in -lb s .)
5 /3 2 11 / 100 M3 .5 / 4 .4 **
3 /1 6 1 3 .6 / 1 2 0 M6 .8 0 / 7 .0 **
7 /3 2 17 / 150
1 /4 20 / 175
5 /1 6 28 / 250 M5 1 .8 / 1 6 .0 **
3 /8 40 / 350
1 /2 51 / 450 ** P er D IN V D E 609; V D E 0627.
9 /1 6 68 / 600

Specifications
Wheel Nut Torque Values
Flat Nuts/
“BUDD” Type
Stud Size Hardened
Spherical Nuts
Washers
5/8 (.625) 240 - 260 N-M 325 - 375 N-M
(175 - 190 ft- (240 - 275 ft-
lbs) lbs)
3/4 (.750) 410 - 450 N-M 610 - 680 N-M
(300 - 330 ft- (450 - 500 ft-
lbs) lbs)
7/8 (.875) Rock Torque 815 - 950 N-M
Axles 495 - 522 (600 - 700 ft-
N-M (365 - 385 lbs)
ft-lbs)
Non Rock
Torque Axles
645 - 710 N-M
(474 - 525 ft-
lbs)
1 (1.00) 985 - 1085 N- 1015 - 1220 N-
M (725 - 800 M (750 - 900
ft-lbs) ft-lbs)
Fluids and Lubrication Specifications formance, long engine life, and acceptable
exhaust emissions levels. Fuels meeting the
Selection of the proper quality of fuel, lubri- properties of ASTM Designation D 975
cating oils and grease, and coolant is impor- (Grades 1D and 2-D) have provided satisfac-
tant to get efficient, trouble-free service from tory performance. The ASTM D 975 specifi-
your vehicle. Provided below are recom- cation does not adequately define the
mended specifications and the approximate characteristics necessary for fuel quality. The
quantities for each model vehicle. properties listed in the fuel oil selection chart
have provided optimum engine performance.
Diesel Fuel Specifications
It is important that only fuel meeting the
Quality and Selection manufacturer’s recommendations be used.
The quality of fuel oil used is a very impor- The following list shows fuels found world-
tant factor in getting satisfactory engine per- wide that may be acceptable*. Also listed are

Specifications
the recommended fuel characteristic specifi- International Fuel Specifications

cations for Deutz, Detroit Diesel and Cater-
pillar diesel engines. Specification Fuel Type
International Fuel Specifications US Military

MIL-L- marine oil
Specification Fuel Type 16884G
US Standard
ASTM D975 No. 1-D & No. 2-D
ASTM D396 diesel fuel oil * (Consult your manufacturer’s engine man-
ASTM D2880 No. 1 & No. 2 fuel oil ual for specific recommendations.)
No. 1-GT & No. 2-GT
gas turbine fuel
UK Standard
BS 2869 Class A1, A2 & B1
BS 2869 engine fuel
Class C2 & D burner
fuel
German Stan-
dard diesel fuel
DIN 51 601 E1 heating oil
DIN 51 603
Australian
Standard automotive diesel fuel
AS 3570
Japanese Stan-
dard Types 1, 2, 3 & 1(spl) &
JIS K2204 3(spl) gas oil
US Govern-
ment DF-1, DF-2 & DF-20
W-F-800C CONUS diesel
W-F-815C FS-1 & FS-2 burner fuel

Specifications
Fuel Oil Selection Chart

General Fuel ASTM No. 1 No. 2
Classification Standard ASTM 1-D ASTM No. 2-D
Gravity, °API # D 287 40 - 44 33 - 37
Flash Point D93 100 / 38 125 / 52
(°F / °C, Min.)
Viscosity, Kinematic D 445
(cSt @ 100°F / 40°C) 1.3 - 2.4 1.9 - 4.1
Cloud Point # D 2500 See Note 1 See Note 1
Sulfur Content
(wt%, Max.) D 129 0.5 0.5
Carbon Residue
(on 10%, wt%, Max.) D 524 0.15 0.35
Accelerated Stability D 2274 1.5 1.5
Total Insolubles
(mg/100 ml, Max.) #
Ash (wt%, Max.) D 482 0.01 0.01
Cetane Number, Min. + D 613 45 45
Distillation Temperature, D 86
(°/ oC)
IBP, Typical # 350 / 177 375 / 191
10% Typical # 385 / 196 430 / 221
50% Typical # 425 / 218 510 / 256
90% + 500 / 260 Max. 625 / 329 Max.
End Point # 550 / 288 Max. 675 / 357 Max.
Water & Sediment (%, Max.) D 1796 0.05 0.05
# Not specified in ASTM D 975
+ Differs from ASTM D 975
Note 1: The cloud point should be 10°F (6°C) below the lowest expected fuel temperature to
prevent clogging of fuel filters by crystals.
Note 2: When prolonged idling periods or cold weather conditions below 32°F (0°C) are en-
countered, the use of 1-D fuel is recommended. Number 1-D fuels should also be considered
when operating continuously at altitudes above 5000 ft.

Specifications
Lubricating Oil Specifications

Engines
SAE
Detroit Diesel API Spec Notes
Grade
Series 71 & 92 CF-2 40W Ambient temperatures below 32°F / 0°C

use SAE 15W-40 or 30W.
Series 50 & 60 CF-4 15W-40 Use multigrade oil only. No single weight
oils.
HT/HS viscosity - 3.7cP minimum.
Transverters
SAEa
Model Spec Notes
Grade
TV 180J C-2, C-3 10W thru Wagner recommends use of SAE 20 oil.
30 Use monoweight oils only.
MIL-L-46167 approved for sub-zero condi-
tions.
TV 70Q C-4 10W Wagner recommends use of SAE 20 oil.
TV 100Q Use monoweight oils only.
Do not use oil with “EP” additives.
OW arctic fluid approved for cold-weather
conditions.
a. Grade of oil dependent on ambient air operating conditions. See Viscosity/Temp Range chart for selection of
proper weight oil.
Axles
SAEa
Model Spec Notes
Grade
Rock Torque GL-5 85W140 Lubricants meeting Wagner EP Axle Lube

No. 100-2680-004R specification are also
acceptable.

Specifications
Axles
SAEa
Model Spec Notes
Grade
Rock Tough GL-5 85W140 MIL-L-2105C qualified lubricants meet

Clark MS-8 specifications.
GL-4 SAE 90 oils with SCL additives also
acceptable.
a. Grade of oil dependent on ambient air operating conditions. See Viscosity/Temp Range chart for
selection of proper weight oil.
Hydraulic Fluid
Description Specification Grade Notes
Tractor Hydraulic Wagner No. 100-2680- 15W-20 Paraffin based.

Fluid 005-R Meets following manufac-
turer’s specifications: Alli-
son C-4, Caterpillar TO-2,
John Deere J20A & C, Ford
ESN-M2C134-D.
Hydraulic Oil Wagner No. 100-2680- MIL-L-46152B and API CC
002-R qualified lubricants meet this
specification.
FR Hydraulic Fluid Wagner No. 100-2680- Invert emulsion type fire
007-R resistant fluid.
For use above 60°C only.
FR Hydraulic Fluid Wagner No. 100-2680- Invert emulsion type fire
008-R resistant fluid.
For use between 25°F and
60°F only.
Water -Glycol FR Wagner No. 100-2680- For use only in systems
Fluid 010-R designed for water-glycol.

Specifications
Hydraulic Fluid
Description Specification Grade Notes

Arctic Hydraulic Wagner No. 100-2680- OW-30 Multi-purpose synthetic
Fluid 009-R lubricant for use in sub-zero
conditions.
Grease Specification
Specification Approved Vendors Notes
NLGL No. 2 Imperial Oil - Molub-Alloy Multipurpose Molybdenum grease

#777-2 with Lithium soap and EP additives.
Shell Oil - Super Duty Grease Any multipurpose grease containing
Mobil Oil - Mobil Grease 3-5% Molybdenum can be substituted.
Special
Coolant Specifications
Water Qualitya
Max Allowed
Parameter Notes
(ppm)
Chlorides 40 Water with salt softeners is not

recommended.
Sulfates 100
Total Dissolved Solids 340
Total Hardness 170 Magnesium & Calcium
Nitrates >800 Add SCA additive if below this
concentration.
pH 5.5 - 9.0 Cummins recommends pH of 8.5 -
10.5
a. Use of Distilled Water is recommended by all engine manufacturers.

Specifications
Antifreezea
Concentration Ratio
Type Notes
antifreeze/water
Ethylene Glycol 30/70 - 60/40 For temperatures to -15° C & -

5°oC
Detroit Diesel recommends
50/50 ratio.
Propylene Glycol 30/70 - 60/40 For temperatures to -15° C & -
51°C
50/50 ratio only for Caterpil-
lar engines.
Not approved for Detroit Die-
sel engines other than Series
40, 50 and 60.
Methoxy Propanal 50/50 Not recommended for use in
Detroit Diesel engines.
Not identified for use by Cat-
erpillar.
a. Use of high silicate and/or phosphate antifreeze is not recommended. Soluble oil and Chromate addi-
tives are not approved for use in Detroit Diesel engines.

Specifications
Cross Reference List
New Old Alternatives
CF-2 CD, CD-II, CD/TO-2 CD/SE, CD/SF, CD/SG, MIL-L-2104C & E, D4

CF-4 CE CF-4/SG, CE/SF, CE/SG, MIL-L-2104E, D4
CC CC/SE, CC/SF, MIL-L-2104B, MIL-L-46152A
Class Alternativesa
C-2, C-3 CD/SE, CD/SF, CD/SG, MIL-L-2104C & D, Conoco No. 6718 synthetic oil
C-4 Wagner Tractor Hydraulic Fluid No. 100-2680-005R, Caterpillar TO-2, John
Deere J20A & C, Ford ESN-M2C134-D
a. Variations in composition and properties can occur in oils, depending on manufacturer and location.
Contact your Atlas-Copco Wagner representative and your local oil supplier for additional informa-
tion.

Specifications

Index
A
Axles 245, 247, 250
B
Burn, Fire, and Explosion Prevention 12
C
Cooling System 244, 247, 250
F
Fluids and Lubricant Capacities
Axles 245, 247, 250
Cooling System 244, 247, 250
Engine 244, 247, 249
Fuel Tank 244, 247, 250
Grease Fittings 245, 247, 250
Hydraulic Reservoir 245, 247, 250
Transmission 244, 247, 250
Fuel Tank 244, 247, 250
Fuel Tank Fill 51
fuel tank valve 77
G
Grease Fittings 245, 247, 250
H
Hydraulic Reservoir 245, 247, 250
M
Maintenance 13
Maintenance Intervals 30
S
Stopping the Engine 12
T
Tire and Wheel Safety 13
Transmission 244, 247, 250

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$WODV&RSFR:DJQHU,QF

E-O-D™, Rock Tough™, SAHR™, Scooptram®,

© 1996 Proposition 65 Warning

2 Atlas Copco Scooptrams Service Instructions

Description how to safely and effectively remove and

Atlas Copco Scooptrams Service Instructions 3

precautions are put in the body of the manual

4 Atlas Copco Scooptrams Service Instructions

Description 3 Maintenance Intervals 30

Atlas Copco Scooptrams Service Instructions 5

Wheels And Tires 87 Control Valves 134

6 Atlas Copco Scooptrams Service Instructions

Charging and Ignition System 177 System Components 209

Miscellaneous Systems 207

Atlas Copco Scooptrams Service Instructions 7

8 Atlas Copco Scooptrams Service Instructions

• Never smoke around fuel. Do not make unauthorized modifications to

Atlas Copco Scooptrams Service Instructions 9

Atlas Copco sales company or dealer for vehicle from articulating.

10 Atlas Copco Scooptrams Service Instructions

Atlas Copco Scooptrams Service Instructions 11

12 Atlas Copco Scooptrams Service Instructions

Always have a good fire extinguisher on designed to provide operator protection in a

Atlas Copco Scooptrams Service Instructions 13

Always keep yourself and others out of the

14 Atlas Copco Scooptrams Service Instructions

Atlas Copco Scooptrams 15

1. Open the battery compartment. 7. Always fill the hydraulic reservoir

16 Atlas Copco Scooptrams

and power frame to prevent the vehicle from

1. ST1000 Articulation Lock Stowed

1 Read the safety and information decals on

Atlas Copco Scooptrams 17

5. Turn the Ignition Switch and Master

Never Work Under An Unsupported

7. Before you service the vehicle, always

Using the HourMeter (MMC)

18 Atlas Copco Scooptrams

often to make sure all required services are

Atlas Copco Scooptrams 19

Operator Shift Maintenance Checklist nance report form to report mechanical

Equipment No. Month Day Shift No. Operator

20 Atlas Copco Scooptrams

Item Task Special Instructions

Atlas Copco Scooptrams 21

Item Task Special Instructions

22 Atlas Copco Scooptrams

Item Task Special Instructions

Atlas Copco Scooptrams 23

Item Task Special Instructions

Daily Lubrication Items

Item Task Special Instructions

24 Atlas Copco Scooptrams

125 Hour Requirements

Item Task Special Instructions

Atlas Copco Scooptrams 25

125 Hour Requirements

Item Task Special Instructions

26 Atlas Copco Scooptrams

250 Hour Requirements

Item Task Special Instructions

500 Hour Requirements

Item Task Special Instructions

Atlas Copco Scooptrams 27

$WODV&RSFR:DJQHU,QF