Includes Vol 2 and Vol 3

40045531
 FOREWORD

Appropriate service methods and proper repair procedures are essential for the safe, reliable
operation of all equipment as well as the personal safety of the individual doing the work. This
Repair Manual provides general directions for accomplishing service and repair work with
tested, effective techniques. Following them will help assure reliability.

There are numerous variations in procedures, techniques, tools, and parts for serv1cmg
eq1,.1ipment, as well as in the skill of the individual doing the work. This manual cannot possibly
anticipate all such variations and provide advice 'or cautions as to each. Accordingly, anyone
who departs from the instructions provided in this Manual must first establish that he does not
compromise his own personal safety nor the safety of others by his choice of methods or tools.

As you read through this manual, you will come across NOTES and WARNINGS. Each one is
there for a specific purpose. NOTES are given to prevent you from making an error that could
damage the vehicle. WARNINGS remind you to be especially careful in those areas where
carelessness can cause personal injury.

The Manual is divided into eleven Parts each sub-divided in turn into Chapters. Each Chapter
contains information on general operating principles, detailed inspection and overhaul and,
where applicable, specific trouble shooting, special tools and specifications. Any reference in
this Manual to right, left, rear, front, top or bottom is as viewed from the operator's seat looking
forward towards the loader.

The material contained in this Manual was correct at the time of going to print but Ford New
Holland policy is one of continuous improvement and the right to change p_rices, specifications,
equipment or design at any time without notice is reserved. All data in this Manual is subject to
production variations, so overall dimensions and weights should be considered as approximate
only and the illustrations do not necessarily depict the unit to standard built specification.

Measurement details in this Manual are tabled with the British standard first, with the metric
equivalent following in brackets.

(i)
 PRODUCTION DATE CODES AND UNIT SERIAL NUMBERS

0 AXLE TYPE SERIAL NUMBER 0

I IL_______.
REF. NUMBER TOTAL RATIO

INPUT ROT. DIFF. TYPE

OIL SPECIFIC LIT. LOCATION

~===~CJ I DIFF. I
CJ !EPIC. I
L __ _ _ _ _ _ ___.O
Figure 1 Figure 2
Vehicle Identification Plate Four Wheel Drive Front Axle Identification
Plate

Always Wear Seat Belt With ROPS

EBNN-94518N 3-AA

IR-INTRO 11

Figure 3 Figure 4
Cab Identification Plate Backhoe Identification Plate

The vehicle identification plate, Figure 1, is located on the left hand side of the steering console
and is stamped with the following information:

Unit Serial Number, Model Code, Production Date Code of the complete Unit, of the Engine,
the Transmission, and the Rear Axle assembly:

The identification plate for the Four Wheel Drive front axle (where fitted), Figure 2, is located on
the rear right-hand side of the front axle casing.

The Cab/ROPS identification plate, Figure 3 is located on the right-hand 'B' pillar of the
cab/ROPS frame.

The identification plate for the backhoe assembly (where fitted), Figure 4, is attached to the rear
left hand side of the mainframe on the sideshift models, or attached to the side frame under the
left hand rear fender on centre pivot models.

Whenever effecting a repair or overhaul of the Unit, the relevant information should be noted
and used when referring to Service Bulletins or ordering parts.

(ii)
 SAFETY PRECAUTIONS
Practically all Service work involves the need to drive the tractor. The Operators Manual,
supplied with each tractor, contains detailed safety precautions relating to Driving, Operating
and Servicing that tractor. These precautions are as applicable to the service technician as they
are to the operator, and should be read, understood and practised by all personnel.
Prior to undertaking any maintenance, repair, overhaul, dismantling or re-assembly operations,
whether within a workshop facility or out 'in the field', consideration should be given to factors
that may have an effect upon Safety. Not only upon the mechanic carrying out the work, but
also upon bystanders.
PERSONAL CONSIDERATIONS
• The wrong clothes or carelessness in dress can cause accidents. Check to see that you are
suitably clothed.
Some jobs require special protective equipment.
• Eye Protection
The smallest eye injury may cause loss of vision. Injury can be avoided by wearing eye
protection when engaged in chiselling, grinding, discing, welding, painting, etc.
• Breathing Protection
Fumes, dust and paint spray are unpleasant and harmful. These can be avoided by wearing
respiratory protection.
• Hearing Protect'on
Loud noise may damage your hearing and the greater the exposure the worse the damage. If
you feel the noise excessive wear ear protection.
• Hand Protection
It is advisable to use a protective cream before work to prevent irritation and skin
contamination. After work clean your hands with soap and water. Solvents such as white
spirit, paraffin, etc., may harm the skin.
• Foot Protection
Substantial or protective footwear with reinforced toe-caps wi II protect yourfeet from falling
objects. Additionally oil-resistant soles will help to avoid slipping.
• Special Clothing
For certain work it may be necessary to wear flame- or acid- resistant clothing.
• Avoid injury through incorrect handling of components. Make sure you are capable of lifting
the object. If in doubt get help.
EQUIPMENT CONSIDERATIONS
• Machine Guards
Before using any machine, check to ensure that the machine guards are in position and
serviceable. These guards not only prevent parts of the body or clothing coming in contact
with the moving parts of the machine, but also ward off objects that might fly off the machine
and cause injury.
• Lifting Appliances
Always ensure that lifting equipment, such as chains, slings, lifting brackets, hooks and eyes
are thoroughly checked before use. If in doubt, select stronger equipment than is necessary.
Never stand under a suspended load or raised implement.
• Compressed Air
The pressure from a compressed air line is often as high as 100 lbf/in 2 (6.9 bar) (7 kgf/cm 2 ).
It is perfectly safe if used correctly. Any misuse may cause injury.
Never use compressed air to blow dust. swarf, dirt, etc., away from your work area unless the
correct type of nozzle is fitted.
Compressed air is not a cleaning agent. it will only remove dust, etc., from one place to another.
Look around before using an air hose as bystanders may get grit in their eyes, ears or skin.

(iii"}
• Hand Tools
Many cuts, abrasions and injuries are cqused by defective or improvised tools. Never use the
wrong tool for the job, as this generally leads to some injury, or to a poor job.
Never use
- A hammer with a loose head or split handle.
- Spanners or wrenches with splayed or worn jaws.
-Spanners or files as hammers; or drills, clevis pins or bolts as punches.
For removing or replacing hardened pins use a copper or brass drift rather than a hammer.
For dismantling, overhaul and re-assembly of major and sub components, always use the
Special Service Tools recommended. These will reduce the work effort, labour time and the
repair cost.
Always keep tools clean and in good working order.
• Electricity
Electricity has become so familiar in day to day usage, that its potentially dangerous
properties are often overlooked. Misuse of electrical equipment can endanger life.
Before using any electrical equipment - particularly portable appliances - make a visual
check to ensure that the cable is not worn or frayed and that the plugs, sockets, etc., are
intact. Make sure you know where the nearest isolating switch for your equipment is located.
GENERAL CONSIDERATIONS
• Solvents
Use only cleaning fluids and solvents that are known to be safe. Certain types of fluid can
cause damage to components such as seals, etc., and can cause skin irritation. Solvents
should be checked that they are suitable not only for the cleaning of components and
individual parts, but also that they do not affect the personal safety of the user.
• Housekeeping
Many injuries result from tripping or slipping over, or on, objects or material left lying around
by a careless worker. Prevent these accidents from occurring. If you notice a hazard, don't
ignore it - remove it.
A clean hazard-free place of work improves the surroundings and daily environment for
everybody.
• Fire
Fire has no respect for persons or property. The destruction that a fire can cause is not always
fully realised. Everyone must be constantly on guard.
- Extinguish matches/cigars/cigarettes, etc., before throwing them away.
-Work cleanly, disposing of waste material into proper containers.
- Locate the fire extinguishers and find out how to operate them.
- Do not panic - warn those near and raise the alarm.
-Do not allow or use an open flame near the tractor fuel tank, battery or component parts.
• First Aid
In the type of work that mechanics are engaged in, dirt, grease, fine dusts, etc., all settle upon
the skin and clothing. If a cut, abrasion or burn is disregarded it may be found that a septic
condition has formed within a short time. What appears at first to be trivial could become
painful and injurious. It only takes a few minutes to have a fresh cut dressed, but it will take
longer if you neglect it. Make sure you know where the First Aid box is located.
• Cleanliness
Cleanliness of the tractor hydraulic system is essential for optimum performance. When
carrying out service and repairs plug all hose ends and component connections to prevent
dirt entry.
Clean the exterior of all components before carrying out any form of repair. Dirt and abrasive
dust can reduce the efficiency and working life of a component and lead to costly
replacement. Use of a high pressure washer or steam cleaner is recommended.

(iv)
OPERATIONAL CONSIDERATIONS
• Stop the engine, if at all possible, before performing any service.

• Place a warning sign on units which, due to service or overhaul, would be dangerous to start.
Disconnect the battery leads if leaving such a unit unattended.

• Do not attempt to start the engine while standing beside the unit or attempt to by-pass the
safety start switch.

• Avoid prolonged running of the engine in a closed building or in an area with inadequate
ventilation as exhaust fumes are highly toxic.

• Always turn the radiator cap to the first stop, to allow pressure in the system to dissipate
when the coolant is hot.

• Never work beneath a tractor which is on soft ground. Always take the unit to an area which
has a hard working surface - concrete for preference.

• If it is found necessary to raise the tractor for ease of servicing or repair, ensure that safe and
stable supports are installed, beneath axle housings, casings, etc., before commencing work.

• Use footsteps or working platforms when servicing those areas of a tractor that are not
within easy reach.

• Prior to pressure testing, ensure all hoses and connectors, not only of the tractor, but also
those of the test equipment, are in good condition and tighly secured. Pressure readings
must be taken with the gauges specified. The correct procedure should be rigidly observed to
prevent damage to the system or the equipment, and to eliminate the possibility of personal
injury.

• Always lower the loader and backhoe buckets to the ground before leaving the vehicle.

• If high lift attachments are fitted to a unit beware of overhead power, electric or telephone
cables when travelling. Drop attachment near to ground level to increase stability and
minimise risks.

• Do not park or attempt to service a unit on an incline. If unavoidable, take extra care and
block all wheels.

• Prior to removing wheels and tyres from a unit, check to determine whether additional ballast
(liquid or weights) has been added. Seek assistance and use suitable equipment to support
the weight of the wheel assembly.

• When inflating tyres beware of over inflation- constantly check the pressure. Over inflation
can cause tyre burst and result in personal injury.

Safety precautions are very seldom the figment of someone's imagination. They are the result of
sad experience, where most likely someone has paid dearly through personal injury.

Observe these precautions and you will protect yourself accordingly. Disregard them and you
may duplicate the sad experience of others.

Safety is everybody's responsibility.

(v)
LOADER ARM SUPPORT
The Ford 455C, 555C and 655C are equip-
ped with a loader arm support. The loader
arm support (2) is stored on the left hand
loader arm (3), and retained in position by a
single spring loaded pin (1 ), Figure 1.
A WARNING: To avoid personal
. . injury never work beneath or around
an unsupported loader. Always install the
loader arm support.
To install the support, raise the loader to full
height then withdraw the retaining pin and
position the support onto the load lift cylin-
der. Slowly lower the loader until the support
(1) takes the weight of the loader, Figure 2.
Do not apply down pressure on the loader lift
cylinders.
1. Loader Arm Support Stored
(vi)
NOTE: To prevent damage to the loader lift
cylinder rod never release the support before
raising the loader.
To remove the support. raise the loader to full
height then lift and position the support onto
the loader arm. Retain the support to the
loader arm with the retaining pin then lower
the loader to the ground.
A WARNING: To avoid serious injury
. . whilst servicing the unit always
ensure the loader bucket is on the ground in
the dumped position or in the raised position
with the loader arm support installed. Never
work under or around a raised loader without
the loader arm support installed.
2. Loader Arm Support Installed
 P·ART 1
ENGINE SYSTEMS
Chapter 1
3-CYLINDER DIESEL ENGINE
Section Page
A. 3-CYLINDER DIESEL ENGINE- DESCRIPTION AND OPERATION 1
B. 3-CYLINDER DIESEL ENGINE- OVERHAUL 6

Chapter 2
4-CYLINDER DIESEL ENGINE
Section Page
A. 4-CYLINDER DIESEL ENGINE- DESCRIPTION AND OPERATION 1
B. 4-CYLINDER DIESEL ENGINE- OVERHAUL 6

Chapter 3
COOLING SYSTEM
Section Page
A. COOLING SYSTEM- 3-CYLINDER ENGINE DESCRIPTION AND
OPERATION 1
B. COOLING SYSTEM- 4-CYLINDER ENGINE DESCRIPTION AND
OPERATION 2
c. COOLING SYSTEM- OVERHAUL 3

(i)
 Chapter 4
TROUBLE SHOOTING, SPECIFICATION AND SPECIAL
TOOLS
Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 6
C. SPECIAL TOOLS 17

(ii)
 PART 1
ENGINE SYSTEMS

Chapter 1
3-CYLINDER DIESEL ENGINE

Section Page
A. 3-CYLINDER DIESEL ENGINE- DESCRIPTION AND OPERATION 1
B. 3-CYLINDER DIESEL ENGINE- OVERHAUL 6

A. 3-CYLINDER DIESEL ENGINE- DESCRIPTION AND OPERATION

This Chapter describes the overhaul and The following chart shows the 3-cylinder
repair of the 3-cylinder direct injection diesel diesel engine options available.
engine.

The engine Figure 1, features a cross flow

Ford
cylinder head with the inlet and exhaust Model
455C
manifolds on opposite sides of the head. The
combustion chamber is formed in the crown
of the piston which has three compression No. of Cylinders 3
and one oil control ring all located above the
piston pin. 4.4 in.
Bore
(111.8 mm)

The cylinder head assembly incorporates the 4.4 in.

Stroke
valves, valve springs and the spring retainers. (111.8 mm)
Valve guides are an integral part of the 201 in3
cylinder head with replaceable valve seats Displacement
(3294 cm 3 )
pressed into the valve ports.

1
------------------PART1-ENGINESYSTEMs------------------

Valve lash is maintained by self-locking

adjusting screws. The camshaft runs in four
replaceable bearings, and is driven by the
camshaft drive gear in mesh with the
camshaft and crankshaft gears. Camshaft
thrust is controlled by a plate secured to the
block and located between the camshaft
gear and the front journal of the camshaft. A
helical gear mounted on the rear of the
camshaft drives the tractor hydraulic system
pump, optional on some tractor models.

The cylinder head bolts are evenly spaced in

a six-point pattern around each cylinder.
Figure 1
Diesel engine injectors are mounted outside
3-Cylinder Diesel Engine with DPA Distributor Type the rocker cover.
11 Fuel Injection Pump

1. Ventilation Tube 7. Oil Level Indicator

2. Fan 8. High Pressure Fuel Pipe
3. Oil Filler Cap 9. Fuel Filters The engine cylinder head is designed with
4-. Timing Cover 10. Inlet Manifold the entire face of the cylinder head flat. The
5. Injection Ptftnp 11. Rocker Cover
combustion chambers are recessed into the
6. Low Pressure Fuel 12. Injector
Inlet
piston crowns.

Cylinder Head Assembly

The cylinder head assembly incorporates the
valves, valve springs, and rotators. The valve
rocker arm shaft assembly is bolted to the
cylinder block, through the head. The intake
and exhaust manifolds are bolted to the
head, the intake on the right hand side, and
the exhaust on the left. The water outlet
connection and thermostat are attached to
the front of the cylinder head.
Valve guides are integral with the cylinder
head, and valves with oversize stems are
available for service. Special replaceable cast
alloy valve seats are pressed into each valve
port, and exhaust valves are fitted with
positive valve rotators. Intake valves use
umbrella-type seals while the exhaust valves
use a square section 0-ring.
Crankshaft Assembly
The crankshaft is supported in the cylinder
block by four main bearings and the
crankshaft end thrust is suppressed by a
thrust bearing located on the second main
bearing.
The piston is connected to the crankshaft by
a heavy 1-beam connecting rod. The
crankshaft end of the connecting rod has an
insert-type copper lead or aluminum tin alloy
bearing. The piston end of the connecting
rod has a replaceable bronze bushing. The
piston pin is a free-floating steel pin held in
place in the piston by two snap rings.
Front and rear crankshaft oil sealing is
effected by one piece, single lip type seals.

2
----------------------•CHAPTER1----------------------•

The intake manifolds are connected through

tubing to the air cleaner. The diesel engine
intake manifold is provided with a tapped
hole for installation of a thermostart or an
ether cold starting aid kit.

NOTE: On tractors where cold start

equipment is not installed, the plug in the
manifold should remain securely installed at
all times, since considerable damage to the
cylinder bores could result from its absence.
The cylinder bores can also be damaged by
Figure 2
Conventional Piston and Rings
grit and other foreign matter passing through
the air cleaner hose connections if they are
1. Notch to Front of Engine not properly secured.
2. Expander for Oil Control Ring
3. Oil Control Ring
4. 1st Compression Ring
5. 2nd Compression Ring
6. Top Compression Ring

Pistons
Pistons are an aluminium alloy with
combustion chambers recessed into the piston
crowns. Each piston, Figure 2, has three
compression rings and one oil control ring, all
of which are located above the piston pin.
Cylinder Block Assembly

Connecting Rods The cylinder block is alloy cast iron with

The piston connecting rods are ofT section,
with replaceable bronze piston pin bushings.
Full-floating piston pins are retained by two
snap rings in each piston.
heavy webbing and deep cylinder skirts. The
block features full length water. jackets for
cooling the cylinders, which are bored
integral with the block. Cylinders are in-line
and vertical, and numbered from 1 to 3, front
to rear.

Manifolds

The cast iron intake and exhaust manifolds

are on opposite sides of the cylinder head for
better heat distribution in the head, and less
heat transfer to the intake manifold. All
tractors are fitted with vertical exhaust
systems.
The oil pan is attached to the bottom of the
cylinder block and is the sump for the
lubrication system. The engine front cover is
attached to the front engine adapter plate
forming a cover for the timing gears.

3
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

'
The crankshaft gear is keyed and press fitted Oil passes from the pump to an external,
on the front of the crankshaft. The crankshaft throw-away, spin-on type filter
gear-drives the camshaft idler gear, which is incorporating a relief valve which permits oil
attached to the front of the cylinder block. to be by-passed, if filter blockage occurs, and
The idler gear drives the camshaft gear and so ensures engine lubrication at all times.
the injection pump drive gear.

Oil flows from the filter to the main oil gallery

The camshaft gear, attached to the front of
which runs the length of the cylinder block
the camshaft by a bolt, lock washer, flat
and intersects the camshaft follower
washer and a spacer, is keyed to maintain the
chambers.
position of the gear and the drive shaft. All
the timing gears can be checked by
observing the timing punch marks on the
gears.

The main gallery also supplies oil to the

crankshaft main bearings and to the
connecting rod journals via drillings in the
crankshaft. Drilled passages from each main
bearing direct oil to the camshaft bearings.

LUBRICATION SYSTEM

Lubrication of the engine is maintained by a

The camshaft drive gear bushing is pressure
rotor type oil pump mounted at the base of
lubricated through a drilled passage from the
the engine block. The oil pump is driven from
front main bearing. The gear has small oil
the camshaft and draws oil from the engine
passages machined on both sides which
sump through a wire mesh screen.
allow the oil to escape.

A spring loaded relief valve in the pump body

limits the pressure in the system by directing The timing gears are lubricated by oil from
excess oil back to the intake side of the the cam follower chamber and the pressure
pump. lubricated camshaft drive gear bushing.

4
------------------------CHAPTER1-----------------------

R-1-1-04

Figure 3
3-Cylinder Engine Lubrication System

~ Lubrication Oil

Cylinder walls, piston and piston pins are
splash lubricated by the connecting rods and
rotating crankshaft.
As the camshaft turns, holes in the camshaft
and camshaft bearing align and a regulated
stream of oil is directed to the cyl inder head
and on up the rocker arm shaft support bolt to
the rocker shaft.

An intermittent flow of oil is directed to the
valve rocker arm shaft assembly via· a drilled
passage in the cylinder block located
vertically above No. 1 camshaft bearing. This
drilling aligns with a corresponding hole in
the cylinder head.
The oil flows from the shaft through drilled
holes in each rocker arm bushing to lubricate
both ends of the arms. Excess oil flows down
the push rods and assists in lubricating the
cam followers before draining back into the
sump through cored openings in the block.

5
---------PART1-ENGINESYSTEMs---------

B. 3-CYLINDER DIESEL ENGINE- OVERHAUL

CYLINDER HEAD, VALVES AND

RELATED PARTS

REMOVAL

With reference to Figures 4 and 5

NOTE: The cylinder head can be removed

with the engine installed in the tractor.
Figure 4
Engine Installation Right- Hand

1. Muffler Pipe 6. High Pressure Pipe

2. Top Radiator Hose 7. Fuel Filters
3. Front Heater Tap 8. Rear Heater Tap
1. Disconnect the battery: 4. Bottom Radiator 9. Air Cleaner Tube and
Hose Pipe
5. Fuel Return Pipe 10. Top Hood Panel

6. Remove the exhaust muffler extension

2. Ford 455C remove the engine side pipe.
panels.

7. Remove the air cleaner pre-cleaner.

3. Drain the coolant from the radiator and

engine cylinder block:

8. Remove the air cleaner to intake manifold

tube and hoses.

4. Shut-off the heater hose taps then

disconnect and plug the heater hoses
(where fitted) .
9. Remove the top hood panel.

5. Remove the radiator top hose. 10. Remove the exhaust muffler.

6
----------------------•CHAPTER1----------------------•

Figure 5 Figure 6
Engine Installation Left-Hand Fuel Injector Removal

1. Air Cleaner 5. Alternator 1. Fuel Injector Assembly

Retaining Bolts 6. Exhaust Muffler 2. Fuel Injector Mounting Bolts
2. Rocker Cover Bracket 3. Copper Washer
3. Exhaust Manifold 7. Exhaust Muffler Pipe 4. Cork Washer
4. Steering Pump

11. Shut-off the fuel tank tap then 4. Disconnect and remove the rocker cover
disconnect the low pressure fuel lines ventilation tube.
and remove the fuel filters from the inlet
manifold and cap the exposed openings.

5. Disconnect the cold start equipment and

plug the exposed openings (where
12. Disconnect and remove the injector fuel
fitted).
pipes from the fuel injection pump and
the injectors. Cap the exposed openings
in the pump, injectors and tubes.

6. Disconnect the alternator, oil pressure,

coolant temperature sender, air cleaner
13. Disconnect the thermostart fuel pipe at restriction indicator, fuel injection pump
the intake manifold and plug the exposed solenoid, horn and cold start wiring
openings. harness connections (where fitted).

7
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -
17. Remove the front engine harness and
secure with tape clear of the engine.
18. Remove the alternator and guard (where
fitted).
19. Bend back the lock tabs, withdraw the
attaching bolts and remove the exhaust
manifold and gasket.
20. Remove the air cleaner assembly.
21. Withdraw the retaining bolts and
lockwashers and remove the inlet
manifold and gasket.
8
22. Clean the area surrounding the fuel
injectors. Hold the leak-off pipe at each
injector and carefully disconnect the fuel
injector leak-off pipes then remove the
bolts and carefully withdraw the fuel
injectors and washers, Figure 6.
23. Withdraw the securing bolts and remove
the rocker cover and gasket from the
cylinder head.
24. Check the push rods for straightness by
rotating the rods with the valve closed
and identify any bent rods.
25. Loosen the rocker shaft retaining bolts,
which also serve as cylinder head bolts,
evenly and alternately. Remove the
rocker shaft assembly.
NOTE: Leave the bolts in the rocker shaft
supports during removal as they retain the
support on the shaft.
--------------cHAPTER 1 - - - - - - - - - - - •

Figure 7 Figure 8
Coolant Outlet and Thermostat Removal Valve Removal

1. Cylinder Head 1. Valve Spring Compressor

2. Gasket 2. Retainer Locks
3. Thermostat 3. Valve Spring
4. Coolant Outlet Connection

26. Remove each push rod in turn and place DISASSEMBLY

in a numbered rack so that it can be
replaced in the same position when
assembling the engine.
Thermostat
1 . Remove the coolant outlet connection
and the thermostat and gasket. Figure 7.

Cylinder Head
27. Remove the remammg cylinder head
bolts and washers working inwards from
1. Clean the head and remove carbon
the ends to the centre of the head.
deposits from around the valve heads.

2. Using a valve spring compressor, Figure

28. Lift the cylinder head from the block. If
necessary lever the head off on the pads
provided, taking care not to damage the
cylinder head or block faces.
8 remove the retainer locks, spring
retainers/rotators, springs and seals from
each valve, Figure 9.
3. Withdraw the valves and place in a
numbered rack.

9
-------------------PART1-ENGINESYSTEMs-------------------

R-1-1-10
Figure 9
Valve Assembly Components

1. Intake Valve Spring Retainer Lock 6. Exhaust Valve

2. Intake Valve Spring Retainer 7. Exhaust Valve Spring
3. Intake Valve Seal 8. Exhaust Valve Seal
4. Intake Valve Spring 9. Exhaust Valve Spring Retainer
5. Intake Valve 10. Exhaust Valve Spring Retainer Locks

Rocker Shaft Assembly 2. Inspect the cylinder head for damage

1. Remove the cylinder head bolts which
pass through the rocker shaft supports
and slide the rocker shaft components
from the shaft, Figure 1 0.
and, if necessary, remove nicks and burrs
from the gasket faces using a suitable
abrasive. Ensure all traces of abrasive
material are removed after repair.

3. Use a straight edge and feeler gauges to

INSPECTION AND REPAIR
Cylinder head
1 . Scrape all gasket surfaces clean then
wash the cylinder head in a suitable
solvent and thoroughly dry with a lint free
cloth or compressed air. Clean the valve
guide bores with a valve guide cleaning
tool.
NOTE: Ensure the injector washers have
been removed from the injector bores prior to
cleaning.
check the flatness of the cylinder head in
all directions, Figure 11. For flatness
requirement see "Specifications" -
Chapter 4.
NOTE: If the cylinder head exceeds the
flatness specification it may be skimmed
providing the depth from the lower face of
the valve insert to the cylinder head face is
not less than 0.064 in. (1.63 mm), see the
inset of Figure 11.

10
----------------------•CHAPTER1----------------------•

R-1-1-11
Figure 10 Figure 11
Rocker Shaft Disassembled Measuring Cylinder Head Flatness

1. Spring 4. Rocker Arm 1. Cylinder Head Face 4. Feeler Gauge

2. Shaft Support 5. Shaft 2. Valve Seat Insert 5. Straight Edge
3. Retaining Bolt 6. Spacer 3. Minimum Depth

4. If the head has been skimmed, determine Valve Seats

that all the cylinder head bolt faces will
bottom. Place the cylinder head, less
gasket, on the block and install all the
head bolts.
1. Examine the valve seat inserts and reface
if pitted but renew if loose or damaged. If
necessary, install an oversize insert by
machining the seat counterbore in the
cylinder head, see "Specifications" -
Chapter 4. The insert must be chilled in
dry-ice prior to installation.

5. Install all the bolts finger tight and ensure

the rocker shaft supports are fitted with
long bolts. Using a feeler gauge, check
the clearance between the underside of
the bolt heads and the cylinder head or
rocker shaft support.
NOTE: Valve seat inserts of 0.010 in.
(0.25 mm) and 0.020 in. (0.5 mm) oversize
on diameter are sometimes installed in
cylinder heads in production. Heads fitted
with oversize inserts are stamped s~o or s~o
on the exhaust manifold side in line with the
valve seat concerned.

6. If a 0.010 in. (0.25 mm) feeler gauge can

be inserted under the bolt head then the
bolts are bottoming and the cylinder
block thread must be increased in depth.
Use a 9 /,ax 13 UNC-2A thread tap. The
head bolts should be marked so they are
reinstalled in the holes in which they
were checked.
2. When replacing exhaust valve seat
inserts ensure the replacement inserts are
of the correct type as the size and material
specification varies for the different
engine types.

11
................... PART1-ENGINESYSTEMS . . . . . . . . . . . . . . . ....
Figure 12
Valve Seat Dimensions
1. Valve Seat Angle:
45•oo•- 45.30' Exhaust and Intake Valves
2. Valve Seat Width:
Intake 0.080-0.102 in. (2.032- 2.590 mm)
Exhaust 0.084- 0.106 in. (2.133- 2.692 mm)
3. Valve Head Protrusion
3. Check the width of the valve seat inserts
and, if necessary, reface by grinding to
the dimensions shown in Figure 12.
4. Measure the concentricity of the valve
seat with a suitable gauge, as shown in
Figure 13. If the valve seat runout
exceeds the specified figure, see
"Specifications" - Chapter 4, reface the
seat.
5. Using a seat cutter with the correct angle
(refer to Figure 11 and "Specifications,''
Chapter 4) remove only enough stock
from the seat to clean up the pits
and grooves, or to correct the
seat eccentricity. After refacing, the seat
width must be within the specified limit.
6. If the refaced seat exceeds this width,
narrow the seat by removing stock from
the top or bottom of the seat. If the seat
measures less than this width, widen the
seat.
12
Figure 13
Checking Valve Seat Concentricity
1. Gauge Pilot
2. Pointer to Ride on Valve Seat Face
3. Sleeve for Rotating Pointer
4. Dial Gauge
NOTE: Refacing of the valve seat should
always be co-ordinated with refacing of the
valve to ensure a compression tight fit.
7. Rotate a new or refaced valve lightly in
the seat, using Prussian Blue. If the blue
is transferred to the valve face the
specified distance (valve head pro-
trusion) below the upper edge of the
valve face, Figure 12, the contact is
satisfactory. If the blue is transferred to
the valve face above or below this point,
raise or lower the seat as follows:-
8. Lower the valve seat by removing stock
from the top of the seat with a 30°
grinding wheel, Figure 14. Raise the seat
by removing stock from the bottom of the
seat with a 60° grinding wheel.
----------------------CHAPTER1----------------------
R-1-1-15
Figure 14
Raising/Lowering Valve Seats
1. Use 30• grinding wheel for lowering the seat
2. Use eo· grinding wheel for raising the seat
Valves
1. The critical inspection points of the
valves are shown in Figure 16. Inspect
the valve face and the edge of the valve
head for pits, grooves, scores, or other
defects. Inspect the stem for a bent
condition and the end of the stem for
grooves or scores. Check the valve head
for cracks, erosion, warpage, or burn.
Minor defects such as small pits or
grooves, can be removed. Check the
valve tip for pits or grooves and replace
the valve if such a condition exists.
Discard valves that are severely
damaged.
2. Check for bent stems and correct
diameter.
3. Check maximum valve face eccentricity.
13
Figure 15
Critical Valve Measurements and Inspection Checks
1. Valve Head Edge 4. Valve Face
2. Valve Head 5. Valve Stem
3. Valve Face Angle 6. Valve Tip
(45,5°)
4. Any valve refacing operation should be
closely coordinated with the valve seat
refacing operation so that the finished
angle of the valve is 0,5• less than the
valve seat to provide an interference
angle for better seating. Adjust the valve
refacing tool to obtain a face angle of
45,5°, Figure 15.
5. Remove only enough stock to clean up
the pits and grooves. Check the edge of
the valve head; if less than the specified
figure, see "Specifications" - Chapter 4,
install a new valve.
6. Remove all grooves or score marks from
the valve stem tip, then chamfer as
necessary. Do not remove more than
0,01 0 in. (0,25 mm) from the tip.
------------------PART1-ENGINESYSTEMs------------------
Figure 16
Measuring Valve Guide
1. Telescopic Gauge
2. Valve Guide
Valve Guides
1. Using a telescopic gauge and
micrometer, measure the valve to guide
clearance, Figure 16. If the clearance
exceeds the specified limits, see
"Specifications" - Chapter 4, ream the
valve guide to fit the next oversize valve.
NOTE: Production cylinder heads may have
one or more 0.015 in. (0.38 mm) oversize
valve guides and valves installed. Such
cylinder heads have 15 or v~i5 stamped on the
exhaust manifold side of the head opposite
the valve(s) concerned.
2. Use Kit No. FT 6202 or 2136 to ream out
the valve guide to accept an oversize
valve. The kit contains three reamers and
pilot combinations as follows:
• 0.003 in. (0.076 mm) Oversize
Reamer and Standard Diameter Pilot.
14
Figure 17
Checking Valve Spring Squareness
1. Maximum Out-of-Squareness 0.06 in. (1.52 mm)
• 0.015 in. (0.38 mm) Oversize Reamer
and 0.003 in. (0.076 mm) Oversize
Pilot.
• 0.030 in. (0.76 mm) Oversize Reamer
and 0.01 5 in. (0.38 mm) Oversize
Pilot.
3. When going from a standard valve stem
to an oversize always use the reamers in
sequence. After reaming a valve guide,
always check the valve seating and reface
if necessary.
Valve Springs
1. Renew worn or damaged valve springs.
Check for squareness and reject if out-of-
squareness exceeds 0.06 in. (1.52 mm),
Figure 17. Check the free length and
loaded length of each valve spring, see
"Specifications"- Chapter 4. Ensure the
valve spring retainer locks are in good
condition.
----------------------•CHAPTER1 . . . . . . . . . . . . . . . . . . . . . ..

4. Check the ends of the push rods for nicks,

grooves, roughness, or excessive wear. If
the push rods were not straight when
checked during dismantling, or if any of
the above wear conditions exist, install
new rods. Do not attempt to straighten
push rods.

Thermostat

1. For inspection and repair of the coolant

outlet or thermostat, see 'Cooling
System' - Chapter 3.

R-1-1-11
Figure 18
Rocker Shaft Components

1. Spring 4. Rocker Arm

2. Shaft Support 5. Shaft
3. Retaining Bolt 6. Spacer
RE-ASSEMBLY

Cylinder Head
Rocker Shaft Assembly
1. Insert each valve in the guide bore from
1. Inspect the rocker arm adjusting screws which it was removed and lap in position
and the push rod ends of the rocker arms to ensure an even seat around the valve.
for stripped or worn threads. Check the Withdraw the valve and ensure removal
ball end of the screws for nicks, of all traces of lapping compound.
scratches, or excessive wear.

Inspect the pad and insert end of the 2. Lubricate all components with clean
rocker arm for roughness or grooves, or engine oil prior to installation.
excessive wear. If any of the above
conditions exist, install new parts.

3. Use a valve spring compressor to

2. Check the rocker arm locating springs
and spacers for breaks or other damage.
3. Check the rocker arms and rocker shaft
internal and external diameters res-
pectively. If these are not within specified
limits, install a new part. If the shaft meets
specifications, clean it thoroughly in a
suitable solvent and thoroughly dry with
compressed air ensuring the oil passages
are clear of obstructions.
reassemble the valves, valve springs,
retainers and retainer locks. For the
exhaust valves install a new sealing ring
in the second groove from the top of the
valve stem.
Thermostat
1. Install the thermostat (spring end
towards the head), coolant outlet and a
new gasket.

15
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

I I
~
@ CD 0 -
....
@ ® ® ®
rJV 0 0 v
~ @) ~ ~ ~
Vc;\_ 0
® 0
® /'0"'-'
I II

R-1-1-21 g
Figure 19 Figure 20
Rocker Arm Shaft Assembly Cylinder Head Bolt Tightening Sequence

1. Bolt
2. Rocker Arm
3. Spacer
4. Spring
5. Rocker Arm Shaft Support
6. Groove at Front of Shaft

Rocker Shaft Assembly 4. Ensure the springs and spacers are in

1. Lubricate each end ofthe pushrods with
clean engine oil and insert each rod in its
original position. Ensure that the ball end
of each rod is seated in its tappet socket.
their correct position, as shown in Figure
19, then proceed with the assembly.
Place a long cylinder head retaining bolt
in the last (front) support to keep the
complete assembly together.

2. Coat all rocker shaft components with

clean engine oil.

The rocker shaft has an identification INSTALLATION

groove at one end of the shaft. Position
the mark upwards, Figure 19, and use this
end as the front of the shaft, thereby
ensuring the oil holes and grooves in the
shaft face downwards.
Installation of the cylinder head and
related components follows the removal
procedure in reverse. On installation
observe the following requirements:

3. Start assembling by securing a rocker

shaft support with a long cylinder head • Install new cylinder head, intake and
retaining bolt. exhaust manifold gaskets.

16
----------------------•CHAPTER1----------------------•

Figure 21 Figure 22
Setting Valve Lash Fuel Injector Installation

1. Adjuster Screw 1. Fuel Injector Assembly

2. Rocker Arm 2. Fuel Injector Mounting Bolts
3. Valve Stem 3. Copper Washer
4. Feeler Gauge 4. Cork Washer

• Tighten the cylinder head retaining bolts • Install the injectors with new seat
in the sequence shown in Figure 20 and washers and cork seals, Figure 22.
progressively in three steps as follows:

• Install the injector lines and leak-off pipe

(i) Torque to 115 lbf.ft. (156 Nm)
(ii) Torque to 140 lbf.ft. (190 Nm)
(iii) Torque to 160 lbf.ft. (217 Nm)
with new washers.
NOTE: Hold the leak-off plastic tube
securely to prevent pivoting when tightening
the banjo fitting bolts to the specified torque.
See "Specifications"- Chapter 4.

Do NOT oil the bolts before installation.

• Use new lock tabs for the exhaust
manifold retaining bolts and bend the
tabs to effect retention.
NOTE: The cylinder head bolts should be
torqued only when the engine is cold.
• Tighten all nuts and bolts to the specified
torques. See "Specifications" - Chapter 4.

• Rotate the engine and set the valve

lash, Figure 21. See "Specifications" - • Operate the engine and check for fluid
Chapter 4. leaks.

17
------------------PART1-ENGINESYSTEMS . . . . . . . . . . . . . . . ._.

Figure 23 Figure 24
Crankshaft Pully Removal Timing Gears

1. Shaft Protector No. 625-A or 9212 1. Camshaft Gear

2. 7/16 in. x 14 UNC Bolt 2. Crankshaft Gear
3. Puller No. 518 or 9539 3. Camshaft Drive Gear
4. Crankshaft Pulley 4. Injection Pump Drive Gear

ENGINE FRONT COVER AND TIMING 5. Disconnect the pump pressure and return
GEARS tubes and allow the oil to drain. Plug the
disconnected tubes and ports to prevent
REMOVAL the entry of dirt.

NOTE: The engine front cover and timing

gears can only be serviced after removing the
radiator and front axle. See PART 10, 6. Extract the two bolts retaining the pump
"SEPARATING THE UNIT". in the timing gear casing then remove the
pump from the engine and drain the
remaining oil from the reservoir.
1. Drain the engine oil and remove the oil
pan.
7. Withdraw the retaining bolts then
remove the front cover and gasket.
2. Remove the fan drive belt and withdraw Remove the oil slinger.
the bolt and washer from the centre of the
crankshaft pulley.

8. Before removing the timing gears, Figure

3. Using Puller No. 518 or 9539 and Shaft
Protector No. 625-A or 9212, remove the
crankshaft pulley, Figure 23.
4. Support a suitable container under the
power steering pump and reservoir
assembly.
24, use a dial indicator or feeler gauges,
to measure the backlash between each
set of mating gears, Figure 25. Rotate the
gears and check the backlash at four
equidistant points on the gears. Renew
the gears if the backlash exceeds the
specified limits, see "Specifications" -
Chapter 4.

18
------------------------CHAPTER1----------------------•

Figure 25 Figure 26
Measuring Timing Gear Backlash Measuring Camshaft End Play

1. Camshaft Gear 1. Pry Bar

2. Oil Slinger (Reference Only) 2.. Feeler Gauge
3. Feeler Gauge 3. Camshaft Gear
4. Camshaft Drive Gear 4. Thrust Plate

9. Pry the camshaft gear away from the 13. Remove the crankshaft gear using Tool
thrust plate and using a dial indicator or No. CPT 60408 or 2134, Figure 27.
feeler gauges, measure the clearance,
Figure 26. Install a new camshaft thrust
plate if the camshaft end play exceeds the NOTE: The crankshaft gear should only be
specified limits, see "Specifications" - removed if it shows signs of wear.
Chapter 4.

10. Remove the self-locking bolt that retains

the camshaft drive gear and adapter to
the cylinder block then remove gear and
adaptor, Figure 24.

11. Remove the retaining bolt and washer,

then remove the camshaft gear from the
end of the camshaft, Figure 24.

Figure 27
12. Remove the three bolts and then remove
Crankshaft Gear Removal
the drive gear from the injection pump
hub, Figure 24. 1. Puller Tool No. CPT 6040- B or 2134

19
- - - - - - - - - P A R T 1-E,NGINE S Y S T E M s - - - - - - - - -
Figure 28
Crankshaft Gear Installation
1. Replacer Tool No. CT6069-A or 2134 and Tool
No. CT6069-1 or 1237.
INSPECTION AND REPAIR
1. Wash the gears and adapter in a suitable
solvent and dry with a clean lint free cloth
or compressed air.
2. Examine the gear teeth for wear, burrs or
scratches. Any minor burrs or scratches
may be removed with a fine abrasive;
ensure such parts are thoroughly washed
before re-assembly.
3. Ensure the camshaft drive gear adapter
oil passage is free from obstruction and
the drive gear bushing is not damaged.
20
4. Check the key and keyway in the end of
both the camshaft and crankshaft for
damage. Renew the keys if necessary.
INSTALLATION
1. Install the spacer, key and camshaft gear
then re-check the camshaft end play.
2. Locate the key then use Tool No.
CT6069-A or 2134 and CT6069-1 or
1237 to install the crankshaft gear, Figure
28.
3. Position No. 1 piston at Top Dead Centre
and install the camshaft drive gear and
adapter with the timing marks aligned
with those of the other gears.
Tighten the bolt to the specified torque
and re-check the backlash between the
gears, see "Specifications" - Chapter 4.
4. Assemble the fuel injection pump to the
engine front plate. Check No. 1 piston is
at T.D.C. and install the injection pump
drive gear with the timing mark aligned
with that of the camshaft drive gear,
Figure 29.
----------------------•CHAPTER1----------------------•
Figure 29
Aligning the Timing Gears
1. Camshaft Gear
2. Crankshaft Gear
3. Camshaft Drive Gear
4. Injection Pump Drive Gear
NOTE: Engines with a DPA distributor type
fuel injection pump have a common fuel
injection pump drive gear. This gear features
timing marks identified by numerals. When
installing the pump drive gear, ensure that
timing mark 3 aligns with the camshaft drive
gear timing mark, Figure 30.
5. Install a new dust seal in the front cover.
Lubricate the oil seal with petroleum jelly
and use a 530-S or 921 0 adaptor to press
the seal into the front cover. Check after
installation to ensure the spring is
correctly positioned in the seal.
6. Locate the oil slinger onto the crankshaft
with the dished face outwards.
7. Position a new gasket on the engine front
plate and install the front cover ensuring
the cover aligns with the dowel pins.
Tighten the bolts to the specified torque,
see "Specifications" - Chapter 4.
21
Figure 30
DPA Distributor Type Fuel Injection Pump Drive Gear
to Camshaft Drive Gear Timing
1. Pump Drive Gear
2. Camshaft Drive Gear
3. 3-Cylinder Timing Mark
8. Lubricate the crankshaft pulley spacer
and slide over the key. Replace the pulley
hub and tap onto the crankshaft. Tighten
the securing bolt to the specified torque,
see "Specifications" - Chapter 4.
9. Install the oil pan with a new gasket and
tighten the bolts to the specified torque,
see "Specifications" - Chapter 4.
10. Install the power steering pump and
reservoir assembly and tighten the bolts to
the specified torque, see "Specifications"
- Chapter 4. Reconnect the pressure and
return tubes and tighten the unions to the
specified torque, see "Specifications" -
Chapter 4.
11. Refill the engine and power steering
reservoir with the correct grade and
quantity of oil, see "Specifications" -
Chapter 4.
12. Install the radiator and front axle - see
PART 10, "SEPARATING THE UNIT",
then operate the engine and check for
fluid leaks.
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

OIL PAN SUMP INSTALLATION

REMOVAL Installation of the oil pan sump follows the

removal procedure in reverse. On installation
NOTE: The engine oil pan sump can only be observe the following requirements:
serviced after the radiator, front support and
front axle have been removed from the
tractor, see "SEPARATING THE UNIT" -
Part 10.
• Ensure the gasket surfaces on the oil pan
and block are clean.

1. Drain the engine oil and remove the oil

level indicator.
• Install a new gasket and apply a thin film
of sealer to the gasket, front cover and oil
pan, see "Specifications" - Chapter 4.

2. Remove the oil pan sump retaining bolts

and the two oil pan sump to transmission
case attaching bolts then lower the sump.
• Position the oil pan and install a bolt
finger tight at each corner.

A WARNING: Due to the weight of

. . the cast iron sump, exercise great care
on removal. If necessary use an hydraulic
jack to lower the oil pan sump to the floor.
• Install a new gasket to the oil drain plug
and install the plug, then tighten to the
specified torque, see "Specifications" -
Chapter 4.

• Fill the radiator with the correct strength

and , quantity of coolant see
"Specifications" - Chapter 4.
INSPECTION AND REPAIR

1. Scrape all gasket material from the gasket

surface then wash the oil pan sump in a
suitable solvent and dry with a clean lint • Fill the engine with the correct grade and
free cloth or compressed air. quantity of oil, see "Specifications" -
Chapter 4.

2. Inspect the sump for cracks, damaged

drain plug threads or distorted gasket • Operate the engine and check for oil and
surface. coolant leaks.

22
----------------------•CHAPTER1----------------------•

Figure 31 Figure 32
Oil Pump and Filter Screen Oil Pump Drive Gear Removal

1. Filter Screen 1. Retaining Bolt

2. Intermediate Shaft 2. Proofmeter Driveshaft Adapter
3. Oil Pump Retaining Bolts 3. Oil Pump Driveshaft and Gear Assembly
4. Oil Pump 4. Driveshaft Adapter Mounting Base

OIL PUMP 4. Slacken the retaining bolt then withdraw

the driveshaft adapter assembly where
fitted or remove the welch plug from
engine block and the oil pump drive gear,
Figure 32.

REMOVAL
1. Remove the oil pan sump as previously
described in this Chapter.

DISASSEMBLY
With reference to Figure 33.

2. Remove the oil pump with the filter

screen, Figure 31. Withdraw the inter-
mediate shaft. 1. Remove the spring clip and detach the
pump screen.

2. Withdraw the retammg screw and

3. Disconnect the proofmeter drive cable washer assemblies then separate the
from the driveshaft adapter, where fitted, inner and outer covers from the body and
and remove the engine oil filter. extract the rotor and shaft assembly.

23
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

Figure 33
Oil Pump Assembly

1. Oil Pump Retaining Bolts 9. Screen

2. Adapter Retaining Bolt 10. Spring
3. Proofmeter Driveshaft and Cable Assembly 11. Outer Cover
4. Proofmeter Driveshaft Adapter 12. Inner Cover
5. Driveshaft Adapter Mounting Base 13. Inner Rotor and Shaft Assembly
6. Oil Pump Driveshaft and Gear Assembly 14. Outer Rotor
7. Intermediate Shaft 15. Body
8. Screw and Washer Assemblies 16. Pressure Relief Valve Assembly

3. Insert a self-tapping screw into the relief
valve plug and pull the plug out of the
body. Withdraw the relief valve and
spring.
3. Use a straight edge and feeler gauges to
measure the end play between the inner
rotor and the pump body and measure
the clearance between the outer rotor
and the pump body, Figure 34.

4. Use feeler gauges to measures the

INSPECTION AND REPAIR clearance between the periphery of the
outer rotor and the pump body, Figure
1. Wash all parts in a suitable solvent and 35.
dry with a clean lint free cloth or
compressed air.

2. Inspect the inside of the pump cover and 5. Check the relief valve spring tension, see
body for excessive wear. "Specifications" - Chapter 4.

24
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER1 . . . . . . . . . . . . . . . . . . . . . .. .

R-1-1-35
Figure 34 Figure 35
Measuring Oil Pump Clearance Measuring Outer Rotor to Pump Body Clearance

1. Pump Body 3. Inner Rotor 1. Pump Body 3. Feeler Gauge

2. Outer Rotor 4. Feeler Gauge 2. Outer Rotor 4. Inner Rotor

NOTE: If the rotor end float or rotor-to-body 1. Insert the relief valve and spring into the
clearance are greater than the limits stated in pump body and press the plug into
"Specifications"- Chapter 4, the inner and position.
outer rotors must be renewed as an assembly.

6. Inspect the relief valve for wear and 2. Install the outer rotor into the pump
check for freedom of movement within body, then insert the inner rotor and shaft
the bore. assembly.

7. Check the oil pump drive gear for worn or

damaged teeth. 3. Replace the inner and outer covers on the
pump body and secure with the four
screws and washers.

8. Examine the intermediate drive shaft

socket ends for wear.

4. Replace the screen and secure in position

with the spring clip.

RE-ASSEMBLY
NOTE: Prior to installation introduce clean
Coat all parts with clean engine oil when engine oil into the inlet port and rotate the
assembling. pump shaft by hand.

25
-------------------PART1-ENGINESYSTEMs-------------------
Figure 36
Cylinder Ridge
1. Cylinder Ridge
2. Piston
INSTALLATION
Installation of the oil pump follows the
removal procedure in reverse. On installation
observe the following requirements.
• Install a new gasket and tighten the bolts to
the specified torque, see "Specifications"-
Chapter 4.
• Remove all traces of seal material from the
locating surface then install a new oil filter
and seal. Apply a light, even coat of clean
engine oil to the seal surface prior to
installation. Hand tighten the filter until
the seal contacts the locating surface then
tighten an additional one-half to three-
quarters of a turn.
IMPORTANT: Never use a tool to tighten
the spin-on filter.
26
Figure 37
Connecting Rod Bearing Cap Removal
1. Bearing Liner
2. Bearing Cap
CONNECTING RODS, BEARINGS,
PISTONS, RINGS AND CYLINDER
BLOCK
REMOVAL
NOTE: The connecting rods and pistons can
be removed with the engine installed in the
tractor after prior removal of the cylinder
head, oil pan sump, and oil pump assembly
as previously described in this Chapter.
1. If necessary, remove any ridge from the
top of the cylinder bores, Figure 36, with
a cylinder ridge reamer or hand scraper.
Do not cut down into the piston ring
travel area. (Ridge removal is not
essential when reboring or if the old
pistons are not to be used. However, it
may be necessary to remove a ridge in
order to extract an old piston.) Do not
attempt to remove and re-use a piston
from a cylinder with an excessive ridge.
Forcing the piston past the ridge may
break the lands on the piston or the rings.
----------------------•CHAPTER1----------------------•

R-1-1-41
Figure 38 Figure 39
Piston Ring Removal Piston and Connecting Rod Disassembled

1. Piston 5. Bearing Liners

2. Pin Retainers 6. Bearing Cap
3. Piston Pin 7. Retaining Nuts
4. Connecting Rod 8. Piston Rings

2. With the piston at the bottom of the 2. Use an expander to remove the piston
stroke, remove the nuts from the bearing rings, Figure 38.
cap bolts and remove the bearing cap and
liner, Figure 37.
3. Identify each piston and rod for
reassembly, Figure 39.

3. Use the handle end of a hammer to push

the piston and rod assembly out of the
top of the block. Remove the bearing
liner from the connecting rod.
4. Turn the crankshaft to bring each piston
to the bottom of its stroke and repeat this
procedure. Keep the bearing caps and
liners with their respective connecting
rods.
INSPECTION AND REPAIR
1. Wash the piston and connecting rod
assembly in a suitable solvent and dry
with a clean lint free cloth or compressed
air.
2. Inspect the piston ring lands, skirts and
pin bosses for damage.

DISASSEMBLY 3. Clean the ring grooves and using a new

ring and feeler gauge check the piston ring
1. Remove the piston pin retainer (snap lands for wear, Figure 40. For maximum
ring) from each side of the piston and ring clearance see "Specifications" -
remove the pin. Chapter 4.

27
------------------PART1-ENGINESYSTEMS------------------
Figure 40
Checking Piston Ring Side Clearance
1. New Piston Ring
2. Feeler Gauge
3. Piston
4. Check the connecting rod components
for damage and place each connecting
rod in an alignment fixture to check for
distortion, see "Specifications"
Chapter 4.
5. Check the piston pin bushings for wear or
damage. Measure the outside diameter of
the piston pin and the inside diameter
of the connecting rod bushing. lf'the
cl,earance is not within the specified
limits, see "Specifications" - Chapter 4,
press out the connecting rod bushing
and install a new bushing using Tool No.
818 or 9514 with a suitable Adapter,
Figure 41.
28
Figure 41
Connecting Rod Bushing Removal and Installation
1. Handle Tool No. 818 or 9514
2. Adaptor Tool No. 818 or 9514
3. Connecting Rod
4. Split in Bush
NOTE: Line up the bushings so that the split
is at right angles to the connecting rod's
longest axis and ensure the bushing does not
protrude from either side of the rod.
6. After installation of a new connecting rod
bushing, use the hole in the top of the rod
as a guide and drill a 0.25 in. (6.4 mm)
diameter hole through one wall of the
bushing, Figure 42.
7. Use an expansion reamer to ream the
bushing to obtain the specified bushing-
to-piston pin clearnace. Remove burrs
and metal chips from the rod before
fitting the piston pin.
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER1----------------------•
Figure 42
Connecting Rod Bushing Installed
1. Connecting Rod Bushing Installed
2. Lubricating Hole
8. Check the connecting rod and main
bearing clearances as described in this
Chapter. If the bearing clearances exceed
the specified limits, see "Specifications"
-Chapter 4, then install new bearings as
described in the crankshaft section of this
Chapter.
9. Clean and inspect the cylinder block.
Rust around the core plugs indicates
leakage and new plugs should be fitted
with the specified sealant, see
"Specifications" - Chapter 4.
10. Inspect and measure the cylinder bores
for waviness, scratches, scuffing, out-of-
round, wear and taper.
29
Figure 43
Measuring Cylinder Bore
1. Telescope Gauge
A wavy cylinder wall has a series of
parallel lines or rings worn around the
cylinder, within the ring travel area. These
irregularities can be felt by running a
finger over the surface.
A scuffed cylinder can be identified by
discoloured areas.
Out-of-roundness, wear and taper can
only be detected with a cylinder bore
gauge, Figure 43. Measure lengthwise
and crosswise to obtain dimensions 'A',
'8', 'C' and '0', Figure 44. Dimensions 'A'
compared with '8' and dimension ·c·
compared with ·o·, indicates taper whilst
the crosswise dimensions ·c· and ·o·
compare to the lengthwise
measurements 'A' and '8' show if an
out-of-round condition exists. See
"Specifications" - Chapter 4.
------------------PART1-ENGINESYSTEMs------------------

11. If the cylinder walls have only minor

surface imperfections and the ovality and
taper are within limits, it may be possible
to remove the imperfections by honing
the cylinder walls and installing new
piston rings, provided the piston
clearance is within limits.

Honing should also be carried out where

there are no imperfections, to remove the
high polish on the cylinder wall as an aid
to seating new rings. Pass the hone
lightly through the cylinder bore a few
times. Do not hone more than enough to
rough up the polish. After honing, bores
should be washed with hot water and
R-1-1-46
detergent, then rinsed in cold water and
Figure 44
dried thoroughly. The bores should then Cylinder Bore Measurements
be oiled to prevent rusting.

If the cylinders are outside specification 14. Under certain circumstances it is more
or the walls are damaged, the cylinders expedient to resleeve a bore rather than
should be honed or bored to fit the next to rebore and install oversize pistons.
oversize pistons. The finished bore size This occurs when:
can be determined by measuring the
piston diameter at right angles to the
piston pin and adding the appropriate
piston-to-bore clearance, see
"Specifications" - Chapter 4. Always
bore the cylinder with the most wear first (a) Oil consumption is due to bore
to determine the oversize pistons porosity which cannot be corrected
required. by reboring.

Oversize piston are available as follows:

• 0.004 in. (0.1 0 mm)

(b) Replacing sleeves installed in service.

• 0.020 in. (0 ..51 mm)

• 0.030 in. (0.76 mm

• 0.040 in. (1.0 mm)
13. Bores to take 0.004 in. (0.1 0 mm)
oversize pistons need only be honed. All
honing should be done with a rigid hone
having a grit size of 150-220. After
reboring and honing, thoroughly wash
and dry the cylinder block and coat the
walls with engine oil.
(c) The cylinder has a badly damaged
bore which cannot be rectified by
boring.
NOTE: When reconditioning engines
equipped with sleeves, use only standard or
0,004 in (0, 1016 mm) oversize pistons.

30
------------CHAPTER
.,____ _ _ B ~ ....
D
R-1-1-47
Figure 45
Dimensions for Machining Cylinder Bore for Thin
Walled Sleeve
A. 0.095-0.099 in. (2.41-2.51 mm)
B. 4.746-4.753 in. (120.55 -120.73 mm)
C. Bore Cylinder to Average Diameter of Sleeve less
0.000- 0.002 in. (0.00- 0.05 mm)
D. 0.020-0.030 in. (0.50- 0.75 mm) x 45" Chamfer
E. 0.015 in. (0.381 mm) Radius Maximum
15. If the cylinders are outside specification
or the walls are worn or damaged the
cylinder should be bored and sleeved
back to standard (4.4 in., 111.76 mm).
16. A lipped thin wall sleeve for fitting to
engines with 4.4 in. (111.6 mm) bore is
available and the procedure for installing
this sleeve is as follows:
(i) Measure the outside diameter of the
sleeve in four places and find the
average diameter. Bore the block to
0.000- 0.002 in. (0.00- 0.05 mm)
less than this average diameter.
(ii) Machine the counterbore to the
dimensions shown in Figure 45. The
counterbore depth is critical as the
sleeve must be flush with the block
surface when installed.
(iii) Thoroughly clean and dry the bore
and the outside surface of the
sleeve.
31
1------------
Figure 46
Measuring Piston-to-Block Height
(iv) Chill the sleeve in liquid nitrogen or
dry ice and assemble to the cylinder
bore ensuring the lip is bottomed in
the counterbore.
(v) If necessary the sleeve may be
machined to bring it flush with the
block face, or if necessary the block
face may be skimmed by up to
0.005 in. (0.13 mm) to achieve a
flush condition. If the block is
skimmed ensure the piston to block
height dimension is maintained
within specification, Figure 46, see
"Specifications" - Chapter 4.
(vi) Bore and hone the sleeve to the
diameter required. Only standard
and 0.004 in. (0.1 0 mm) oversize
pistons can be used with the thin
walled 4.4 in. (11.76 mm) bore
lipped sleeve.
17. Check the flatness of the cylinder block-
to- head surface, see "Specifications" -
Chapter 4.
---------PART1-ENGINE S Y S T E M s - - - - - - - - -
R-1-1-49
Figure 47
Piston Connecting Rod Alignment
1. Notch -To Front of engine
2. Cap Numbers
RE-ASSEMBLY
NOTE: Prior to re-assembly, check the
cylinder bores for taper and out-of-round as
previously described in this Chapter.
1. Prior to re-assembly, check the piston-
to-bore clearance as follows:
• Measure the cylinder bore diameter in a
crosswise direction then measure the
piston diameter at right angles to the
piston pin.
• Subtract the piston diameter from the
bore diameter and the resultant figure
should be within the specified clearance,
see "Specifications" - Chapter 4.
NOTE: Pistons are available in both standard
and oversizes. New pistons should be
installed if the clearance exceeds the
specified limits.
32
.
.
0 ID.
((5)
oo
Figure 48
Checking Piston Ring Gap
1. Feeler Gauge
2. Piston Ring
• If the clearance is greater than specified,
try a similar new piston. If the clearance
still exceeds the specified limit, measure
the other cylinder bores and pistons and
determine the cylinder with the greatest
clearance. Based on the greatest
clearance, rebore the cylinders to take the
next oversize piston as previously
described in this Chapter.
• If the clearance is les$ than specified:
Hone the bore to obtain the desired
clearance as previously described in this
Chapter.
2. Lubricate all components with engine oil
then assemble the piston to the connecting
rod with the notch on the piston crown
aligned with the pip on the connecting rod
and install the piston pin and retainers
(snap rings), Figure 47.
3. Check the piston rings for minimum gap
prior to installation in the relevant
cylinder, Figure 48. Use a piston crown to
squarely locate the ring in the bore. New
rings should be checked for side
clearance in the piston as previously
described in this Chapter.
----------------------•CHAPTER1----------------------•

4. Use an expander to install the piston

rings Figure 49, starting with the oil
control ring in the bottom groove and
working upwards.

The service ring set comprises:

• 1 Coiled Wire Expander or "Rail" type

Expander for the Oil Control Ring

• 1 Oil Control Ring

Figure49
• 3 Compression Rings Piston Ring Installation

1. Piston Ring Expander

2. Piston Ring
Oil Control Ring

Open the coiled wire expander to fully reveal

2nd Compression Ring
the inner guide wire. Position the coiled
expander in the oil groove and insert the
Bright chrome finish on the outside diameter
inner guide wire into the open end of the coil.
with a chamfer or step on the outside
Close the coil until the ends abut.
diameter which must face upwards on
assembly.

Postion a "rail" type expander in the oil

groove ensuring the ends do not overlap.
Attempting to install a ring with overlapping
ends will result in a broken ring and/or
damaged cylinder bore. "Do not cut the
expander if it appears to be too large. The
rings will compress to size if the correct ring NOTE: To facilitate assembly, the 2nd and
compressor is used, Figure 49. 3rd compression rings are marked with a
punched dot or the letters 'TOP' engraved on
their upper surfaces.
Install the cast iron ring (either side up) with
the inside groove over the coiled rail
expander. Position the ring gap diametrically
opposite the coiled wire ends.

3rd Compression Ring Top Compression Ring

Dull finish with a step or chamfer on the Bright chrome finish with a chamfer on the
inside diameter which must face downwards outside diameter which must face upwards
or a step on the outside diameter which must and a step on the outside diameter which
face upwards on assembly. must face downwards on assembly.

33
---------PART1-ENGINE S Y S T E M s - - - - - - - - -

Figure 50 Figure 51
Conventional Piston and Rings Piston and Connecting Rod Installation

1. Notch to Front of Engine 1. Hammer Handle

2. Expander for Oil Control Ring 2. Piston Ring Compressor
3. Oil Control Ring
4. 1st Compression Ring
5. 2nd Compression Ring
6. Top Compression Ring 1. Select the correct bearing liners, as
described in the CRANKSHAFT section
of this Chapter, and install in the
NOTE: Some top compression rings do not connecting rod and cap. Ensure the
have a chamfer and may be installed either bearing liner tang locates in the slots of
side up. the rod and cap.

5. After installing the rings, stagger the ring
gaps around the circumfer~nce of the
piston at approximately 1 20° to each
other and with no gap on the thrust side
of the piston.
2. Turn the crankshaft to position the No. 1
crankpin at the bottom of the stroke. Oil
the piston, rings, cylinder bore and
bearing liners. Use a ring compressor to
install the piston into the cylinder, Figure
51. Ensure the notch on the top of the
piston is towards the front of the engine.

3. Push the piston into the bore until the

INSTALLATION
NOTE: Before installing a piston and
new rings into a used cylinder bore,
remove the high polish on the cylinder
wall as previously described in this
Chapter.
connecting-rod bearing liner seats on the
crankpin. Install the connecting rod
bearing cap with the number on the cap
on the same side as the number on the
rod. Install new nuts and tighten to the
specified torque, see "Specifications" -
Chapter4.

34
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~--------cHAPTER
Figure 52
Checking Connecting Rod Bearing Side Clearance
1. Feeler Gauge
4. Use feeler gauges to check the side
clearance of each connecting rod, Figure
52, see "Specifications" - Chapter 4.
5. Install the remaining piston and rod
assemblies in the same manner.
6. Install the oil pump, the oil pan sump and
the cylinder head as previously described
in this Chapter.
7. Fill the engine with the correct grade and
quantity of oil and the radiator with the
correct strength and quantity of coolant;
see "Specifications" - Chapter 4.
8. Start the engine and check for leaks.
35
1-----------
MAIN BEARINGS, FLYWHEEL AND
CRANKSHAFT
NOTE: Replaceable bearing liners are
installed in production to ensure the correct
crankshaft journal~ to-bearing clearance can
be maintained in Service.
The main bearings can be overhauled with
the engine installed in the tractor.
The crankshaft can only be serviced after
removal of the engine from the tractor.
To remove the flywheel, either remove the
engine from the tractor or separate the tractor
between the engine and the front trans-
mission. See PART 10, "SEPARATING THE
UNIT".
MAIN BEARINGS
REMOVAL
1. Remove the oil pan, the oil pump and
intermediate shaft, as previously
described in this Chapter.
2. Remove the main bearing cap from the
journal to which the new bearing liners
are to be installed. Always install one set
of bearings at a time leaving the other
main bearing caps securely in place.
-------------------PART1-ENGINESYSTEMs-------------------
1·0in
(25·4mm)
I 0·31in
l--(7·9mm)
A B
R-1-1-56
Figure 53
Bearing Liner Removal Tools
A. Thrust Bearing Insert Tool
B. Main Bearing Liner Tool
3. Install a bearing liner removal tool in the
crankshaft journal oil passage. Slowly
turn the crankshaft counter-clockwise
until the tool forces the bearing out of the
cylinder block.
NOTE: If a bearing liner removal tool is
not available, a suitable tool may be
fabricated from a 1 in. (25 mm) x Ys in.
split pin Figure 53. The shorter pin is
used to remove the thrust bearing insert.
Flatten and bend the head to 30° to
conform to the angle of the oil passage in
the crankshaft.
INSPECTION AND REPAIR
1.Thoroughly clean the bearing liners,
journals and caps.
36
2. Bearing liners with scored, chipped or
worn surfaces must be replaced. If new
liners are to be installed, check the
clearances as described in the crankshaft
section of this Chapter.
INSTALLATION
1. Apply a light coat of engine oil to the
journal and bearing liner.
2. Locate the liner installation tool in the
crankshaft journal oil passage and
position the liner on the journal with the
plain end of the liner at the tang side of
the cylinder block. Slowly turn the
crankshaft clockwise until the bearing is
fully located. Remove the installation
tool.
3. Lubricate the bearing cap and liner and
install the liner into the cap. Position the
bearing cap with the locking tang
towards the camshaft side of the engine
and install the retaining bolts. Tighten the
bolts to the specified torque, see
"Specifications" - Chapter 4.
4. If a new thrust bearing liner is installed,
the bearing must be aligned as described
in the crankshaft section of this Chapter.
-----------------------CHAPTER1-----------------------

5. Install the oil pump, the intermediate

shaft and the oil pan sump.

FLYWHEEL

REMOVAL

1. Separate the tractor between the engine

and the front transmission, see PART 1 0,
"SEPARATING THE UNIT".
Figure 54
Checking Flywheel Run-Out

1. Dial Indicator Gauge

2. Flywheel
2. Prior to removal, rotate the flywheel and
use a dial indicator to measure the
run-out, Figure 54, see "Specifications"
- Chapter 4. If the flywheel is outside the
specification check the mating surfaces
• Cut the old ring gear free from the
of the flywheel and the crankshaft for
flywheel.
correct seating.

3. Withdraw the flywheel attaching bolts

and carefully remove the flywheel.

• Thoroughly clean the mating surfaces

of the new ring gear and the flywheel.

INSPECTION AND REPAIR

1. Inspect the flywheel ring gear and renew

if the teeth are damaged. Check the
flywheel for damage due to a loosely or
improperly fitted ring gear.
2. A damaged flywheel ring gear should be
removed and renewed as follows:
• Use temperature indicating crayons to
mark the side face of the ring gear at
six equally spaced locations. Mark
with a 400°F (204°C) crayon at a
point 0.5 in. (13 mm) below the root
of the teeth and mark with a 450°F
(212°C) crayon at a point just below
the root of the teeth.

37
------------------PART1-ENGINESYSTEMs------------------
• Use an oxy-acetylene torch with a tip
size No. 2 maximum and direct the
flame against the internal face of the
gear.
• Stop applying heat when the 4oo·F
(204.C) crayon marks melt and before
the 450•F (212.C) crayon marks melt.
• Quickly place the hot gear on the
flywheel with the flat face against the
shoulder on the flywheel. Quench the
gear with water.
INSTALLATION
1. Clean the crankshaft rear flange and the
mating surface of the flywheel.
2. Establish the correct alignment of the
flywheel to crankshaft mounting holes
and install the flywheel. Tighten the
attaching bolts to the specified torque
and re-check the flywheel run-out. see
"Specifications" - Chapter 4.
3. Re-assemble the tractor, see PART 10,
"SEPARATING THE UNIT."
38
CRANKSHAFT
REMOVAL
1. Remove the engine from the tractor, see
PART 10, "SEPARATING THE UNIT",
and place on an engine stand.
2. Remove the flywheel and engine rear
cover plate as previously described in this
Chapter.
3. Remove the crankshaft pulley and engine
front cover as previously described in this
Chapter.
NOTE: If the crankshaft is removed with the
cylinder head in position, ensure all timing
marks are realigned prior to re-assembly. This
action will prevent possible interference
between the valves and pistons during
re-assembly.
4. Remove the oil pan sump, the oil pump
and intermediate shaft as previously
described in this Chapter.
6. Remove the connecting rod and main
bearing caps and liners and identify to
facilitate re-assembly.
7. Carefully lift the crankshaft out of the
cylinder block.
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER1----------------------•

INSPECTION AND REPAIR

NOTE: Current production engines may

have a crankshaft with main or crankpin
journals ground 0.010 in. (0.25 mm)
undersize. These are identified with the
letters '010 MUS' and/or '010 PUS'
respectively. The letters are stamped on one
of the crankshaft counterbalance weights.

1 . If the crankshaft gear teeth are
excessively worn or chipped, install a
new crankshaft gear which must be fully
located on the shoulder of the crankshaft.
Figure 55
Crankshaft Journal Measurements
If the journal exceeds the specified wear
limit, refinish the journals to the next
undersize bearing, see "Specifications" -
Chapter 4. Always reproduce the original
journal side radii and after refinishing
chamfer the oil holes.

4. Examine the rear oil seal journal for score

2. Clean the crankshaft and drilled
passages. Dress minor imperfections
with an oil stone and re-finish severely
marked journals to the next undersize
bearing.
marks, remove minor imperfections with
fine emery cloth and if severely damaged
renew the crankshaft.

RE-ASSEMBLY

l. Check the crankshaft bearing clearance

3. Measure the diameter of each journal in
four places to determine out-of-round,
taper or wear, Figure 55. Measurement
'A' compared with 'B' indicates vertical
taper whilst measurement 'C' compared
with ·o· indicates horizontal taper.
Measurements 'A' and 'B' compared with
·c· and ·o· indicate journal out-of-round.
with micrometers or preferably using
Plastigauge as follows:
• Position a piece of correct size
Plastigauge across the full width of
the bearing cap and approximately
0.25 in. (6.35 mm) off centre.

39
------------------PART1-ENGINESYSTEMs------------------

2. Standard size liners are colour coded red

or blue and are available in a Copper Lead
or Aluminium Tin alloy, see
"Specifications" - Chapter 4.

IMPORTANT: The engine may be

assembled with liners of different material
but liners of the same material must be
installed on the same journal.
R-1-1-59
Figure 56
Checking Crankshaft Bearing Clearance Using
Plastigauge

• Install the cap and tighten the bolts to

the specified torque, see
"Specifications" - Chapter 4.
• Remove the cap and use the scale to
check the width of the flattened
Plastigauge, Figure 56. The width of
the Plastigauge at the widest point
establishes the minimum clearance
and at the narrowest point the
maximum clearance. The difference
between the two readings is the taper.
The red liners have a thinner wall section
than the blue liners and provide greater
clearance. A combination of red and blue
liners may be required to obtain the
desired clearance. If the clearance is
greater than specified when two blue
liners are used, a 0.002 in. (0.05 mm)
undersize liner with either a red, blue or
another 0.002 in. (0.05 mm) undersize
liner should be installed. If any of these
combinations of liners do not produce
the specified clearance, refinish the
crankshaft and fit undersize bearings, see
"Specifications" - Chapter 4.

3. Position the bearing liners in the block

NOTE: Normally, main bearing journals
wear evenly and will not be out-of-round.
However, if a liner is fitted to an out-of-
round journal which is within specifications,
ensure the liner to be fitted suits the
maximum diameter of the journal.
and caps and coat with oil. If the
crankshaft has been refinished fit the
correct undersize main bearing liners.
Ensure the bearing surfaces are clean and
the bearing liners tangs align with the
slots in the block and cap.

40
----------------------•CHAPTER1----------------------·
Figure 57
Thrust Bearing Assembly
1. Bearing Cap
2. Flange Type Liner
4. Align the timing mark on the crankshaft
gear with that of the camshaft drive gear
and install the crankshaft. Install the
thrust bearing cap with the flange-type
bearing liner, Figure 57, first. Then, install
the remaining bearing caps in their
original location.
5. Tighten all bearing cap bolts (except the
thrust bearing cap} to the specified
torque. The thrust bearing cap bolts
should be finger tight only.
6. Pry the crankshaft forward against the
thrust surface of the bearing. Hold the
crankshaft forward and pry the bearing
cap rearwards; care must be taken not to
pry against the flange of the bearing liner.
This will align the thrust surfaces of both
halves of the bearing. Hold the forward
pressure on the crankshaft and tighten
the bearing cap bolts to the specified
torque, see "Specifications"- Chapter 4.
41
Figure 58
Checking Crankshaft End Play
1. Dial Indicator Gauge
2. Crankshaft
3. Lever
7. Check the crankshaft end play with a dial
indicator gauge, Figure 58. Pry the
crankshaft towards the front of the
engine and set the dial indicator to zero.
Pry the crankshaft towards the rear of the
engine and note the reading on the dial. If
the end play exceeds the specified limit,
install a new thrust bearing liner. If the
end play is less than the specified limit,
inspect the thrust bearing surfaces for
burrs, scratches, or dirt. If the thrust
surfaces are not defective or dirty, realign
the thrust bearings following the pro-
cedure given in Operation No. 6.
8. Install the crankshaft rear oil as detailed
below:
(i} Peel the protective paper backing from
the gasket and stick the gasket to the
retainer. Ensure that the gasket holes
align with the bosses of the retainer,
Figure 59.
................... PART1-ENGINESYSTEMS . . . . . . . . . . . . . . . ....

R-1-1-62 R-1-1-63
Figure 59 Figure 60
Crankshaft Oil Seal Retainer Seal Retainer Bolt Tightening Sequence

1. Retainer
2. Gasket
3. Raised Bosses

(ii) Install the retainer and gasket onto the
block, apply a low strength thread
locking compound to the bolt threads,
see "Specifications" - Chapter 4, and
secure into position with the eight bolts.
(v) Apply a liberal coating of clean engine
oil to the rear oil seal retainer, seal and
journal. The new seal should, pre-
ferably, be mounted on the crankshaft
and then the tool bolted to the
crankshaft and used to install the seal
squarely.

(iii) Tighten the bolts in sequence, as shown

in Figure 60, to the initial specified
torque, see "Specifications" - Chapter
4.

(iv) Ensure that the base of the retainer is

flush with the cylinder block, Figure 61,
then tighten the bolts in the same
sequence to the final specified torque,
see "Specifications" - Chapter 4.

·NOTE: Do not pre-install the seal into the Figure 61

Retainer - Block Alignment
retainer. To ensure seal concentricity it must
only be assembled after the retainer has been 1. Straight Edge
bolted to the cylinder block. 2. These Two Faces to be Flush

42
----------------------•CHAPTER1----------------------•
Figure 62
Crankshaft Oil Seal Installation
1. Crankshaft Oil Seal
2. Tool No. FT 6212
(vi) Install the centre stock of tool No.
FT 6212 to the crankshaft flange and
secure with the two screws, Figure 62.
Assemble the cylinder end plate
assembly to the centre stock and
secure with the nut and washer as
shown in Figure 62. Gradually tighten
the nut until the outer diameter of the
tool abuts the retainer. The tool must
not be overtightened as stress and
distortion could be imposed on the
retainer.
NOTE: The first seal replacement should be
pushed into the retainer with the plain end of
the tool and the second and subsequent
seals with the stepped end of the tool which
will reposition the seal 0.060 in. (1.52 mm)
further in.
(vii) Remove the tool
43
Figure 63
Checking Rear Main Bearing Crankshaft Oil Seal
Run-Out
1. Dial Indicator Gauge
2. Crankshaft
3. Crankshaft Oil Seal
4. Cylinder Block
(viii) Mount a dial indicator gauge on the
end of the crankshaft, Figure 63, rotate
the crankshaft and check the run out of
the seal does not exceed 0.015 in.
(0.38 mm).
9. Install the correct bearing liners in the
connecting rod and cap. If the journals
are standard size select the correct
bearing liners as for main bearings in
-Steps 1 and 2. Ensure the bearing liner
tangs locate in the slots of the rod and
cap.
10. Install the connecting rod bearing cap, as
previously detailed in this Chapter, with
the number on the cap on the same side
as the number on the rod. Install new
nuts and tighten to the specified torque,
see "Specifications" - Chapter 4.
INSTALLATION
1. Installation of the components to effect
complete re-assembly of the engine
follows the removal procedure in reverse.
------------------PART1-ENGINESYSTEMs------------------

CAMSHAFT

REMOVAL

NOTE: The camshaft bearings and/or

tappets can only be serviced with the engine
removed from the tractor and mounted on an
engine stand. See PART 10, "SEPARATING
THE UNIT".

1. Remove the engine front cover and

cylinder head.

Figure 64
Camshaft Rear Cover Plate Removal

1. Rear Cover Plate

2. Remove the oil pump drive gear and
2. Sealant
shaft. 3. Hydraulic Pump Drive Gear
4. Punch

7. For engines without a gear on the rear

3. Check the camshaft end play as pre-
viously described in this Chapter. If the
clearance exceeds the specified limit, see
"Specifications" - Chapter 4, install a
new thrust plate during re-assembly.
end of the camshaft, the camshaft can be
withdrawn from the front of the engine. If
the camshaft is equipped with a gear, the
flywheel and rear cover plate must be
removed and the camshaft rear cover
driven out with a punch, Figure 64.
Remove the key and spacer from the front
of the camshaft and carefully withdraw
the camshaft from the rear of the engine.

4. Invert the engine on the stand and

remove the oil pan sump if the camshaft
bearings and/or the tappets are to be 8. Lift out the tappets and place in a
removed. numbered rack to facilitate re-assembly.

5. Withdraw the bolt and flat washer and

remove the camshaft gear.
INSPECTION. AND REPAIR

1 . Inspect the camshaft journals and lobes

for damage, pitting or heat
6. Withdraw the bolts and lockwashers and discolouration. If any of these conditions
remove the camshaft thrust plate. exist, install a new camshaft.

44
----------------------•CHAPTER1 . . . . . . . . . . . . . . . . . . . . . ...
Figure 65
Camshaft Bearing Removal and Installation
1. Bearing
2. Oil Hole
3. Tool No. FT 6203 or 1255
4. Tool No. N 6261 -A or 1443
2. Inspect the oil pump drive gear on the
camshaft for broken or worn teeth. Check
the mating gear on the oil pump drive
shaft. If any damage is apparent, install a
new camshaft and/or oil pump drive
gear.
3. Check each tappet for signs of chipping
or other damage. Measure the diameter
and renew tappets if worn beyond the
limits specified see "Specifications" -
Chapter 4.
4. Measure the diameter and out-of-round
of the bearing journals. If the journals
exceed the specified limits, see
"Specifications" - Chapter 4, install a
new camshaft.
45
Camshaft Bearings
1. Inspect the camshaft bearings for pitting
or scoring. Measure the clearance
between the internal diameter of the
bearings and the outside diameter of the
respective camshaft journals.
If the clearance exceeds the specified
limit, see "Specifications" - Chapter 4,
remove and install new bearings, using
Remover/Replacer Tool No. FT 6203 or
1255 and Handle, Tool No. N 6261-A or
1443, Figure 65.
2. Camshaft Bearing Removal:
• Position Tool No. FT 6203 or 1255
against the camshaft bearing to be
removed and attach Tool No.
N 6261 -A or 1443, Figure 65.
• Drive the camshaft bearing from the
bearing bore.
3. Camshaft Bearing Installation:
• Align the oil holes of the new
camshaft bearing with the oil holes in
the engine block then drive the new
bearing into place using Tool No.
FT 6203 or 1255 and Handle, Tool
No. N 6261 -A or 1443.
................... PART1-ENGINESYSTEMS . . . . . . . . . . . . . . . ....

NOTE: A positive alignment check can only
be made with the crankshaft removed, when
a 0.18 in. (4.6 mm) diameter rod may be
passed down the oil passage from the
crankshaft main bearing. The liner is correctly
positioned when the end of the rod passes
through the oil hole in the liner.
INSTALLATION
1. Installation of the camshaft follows the
removal procedure in reverse. On
installation observe the following
requirements:
• Apply petroleum jelly to each tappet
foot and coat the tappet body with oil.
Install the tappets in the bores from
which they were removed.
• Oil the camshaft journals and ~pply
petroleum jelly to the cam lobes before
carefully installing the camshaft into the
engine.
• Install the spacer and a new key on the
front of the camshaft.
• Align the camshaft drive gear timing mark
and re-check the camshaft end-play.
• Apply sealant ESE-M2G-114A to the
sealing flange of a new camshaft cover
plate when installing.

46
 PART 1
ENGIN·E SYSTEMS

Chapter 2
4-CYLINDER DIESEL ENGINE

Section Page
A. 4-CYLINDER DIESEL ENGINE- DESCRIPTION AND OPERATION 1
B. 4-CYLINDER DIESEL ENGINE- OVERHAUL 6

A. 4-CYLINDER DIESE.L ENGINE- DESCRIPTION AND OPERATION

This Chapter describes the overhaul and and one oil control ring all located above the
repair of the 4-cylinder direct injection diesel piston pin.
engine.

The engine Figure 1, features a cross flow
cylinder head with the inlet and exhaust
manifolds on opposite sides of the head. The
combustion chamber is formed in the crown
of the piston which has thr~e compression
The cylinder head assembly incorporates the
valves, valve springs and the spring retainers.
Valve guides are an integral part of the
cylinder head with replaceable valve seats
pressed into the valve ports.

The following chart shows the 4-cylinder diesel engine options available.

Ford Ford Ford Ford

Model 555C 555C 655C 655C
(Turbocharged) (Turbocharged)

No. of Cylinders 4 4 4 4

4.4 in. 4.4 in. 4.4 in. 4.4 in.

Bore (111.8mm) (111 .8 mm) (111.8 mm) (111.8 mm)
4.2 in. 4.2 in. 4.4 in. 4.2 in.
Stroke (106.7 mm) (106.7 mm) (111.8 mm) (1 06.7 mm)
256 in 3 256 in 3 268 in 3 256 in 3
Displacement (4195 cm 3 ) (4195 cm 3 ) (4393 cm 3 ) (4195 cm 3 )

1
------------------PART1-ENGINESYSTEMs------------------•

Valve lash is maintained by self-locking

adjusting screws. The camshaft runs in four
replaceable bearings, and is driven by the
camshaft drive gear in mesh with the
camshaft and crankshaft gears. Camshaft
· thrust is controlled by a plate secured to the
block and located between the camshaft
gear and the front journal of the camshaft. A
helical gear mounted on the rear of the
camshaft drives the tractor hydraulic system
pump, optional on some tractor models.

The cylinder head bolts are evenly spaced in

a six-point pattern around each cylinder.
Figure 1
Diesel engine injectors are mounted outside
4-Cylinder Diesel Engine with DPS Distributor Type the rocker cover.
Fuel Injection Pump

1. Inlet Manifold 6. High Pressure Fuel Pipe

2. Fan 7. Oil Level Indicator
3. Crankshaft Pulley 8. Fuel Filters The engine cylinder heads are designed with
4. Injection Pump 9. Hand Primer the entire face of the cylinder head flat. The
5. Low Pressure Fuel 10. Injector combustion chambers are recessed into the
Inlet
piston crowns.

Cylinder Head Assembly

The cylinder head assembly incorporates the Crankshaft Assembly

valves, valve springs, and rotators. The valve
rocker arm shaft assembly is bolted to the The crankshaft is supported in the cylinder
cylinder block, through the head. The intake block by five main bearings and the
and exhaust manifolds are bolt(:}d to the crankshaft end thrust is suppressed by a
head, the intake on the right hand side, and thrust bearing located on the centre main
bearing.
the exhaust on the left. The water outlet
connection and thermostat are attached to
the front of the cylinder head.

A crankshaft driven dynamic balancer,

Valve guides are integral with the cylinder
head, and valves with oversize stems are
available for service. Special replaceable cast
alloy valve seats are pressed into each valve
port. and exhaust valves are fitted with
positive valve rotators. Intake valves use
umbrella-type seals while the exhaust valves
use a square section 0-ring.
installed on the 4-cylinder engines,
counteracts out-of-balance forces and
thereby reduces engine vibration. The
balancer housing is bolted to the bottom of
the cylinder block and contains two meshing
gears w~ich are driven and timed from a gear
machined on the crankshaft.
Front and rear crankshaft oil sealing is
effected by one piece, single lip type seals.

2
-----------•CHAPTER 2 - - - - - - - - - - - •

~ ~
~ ~
~~ ~~
~ ~
~'
IR-1-2-02 · A
Figure 2
~~
B g

Piston and Rings

A. Naturally Aspirated B. Turbocharged

1. Top Compression Ring 6. Expander for Oil Control Ring

2. 2nd Compression Ring 7. Oil Control Ring
3. 1st Compression Ring 8. 1st Compression Ring
4. Oil Control Ring 9. Top Compression Ring
5. Expander for Oil Control Ring 10. Top Compression Ring

The piston is connected to the crankshaft by Manifolds

a heavy 1-beam connecting rod. The
The aluminium intake and cast iron exhaust
crankshaft end of the connecting rod has an
manifolds are oil opposite sides of the
insert-type copper lead or aluminum tin alloy
cylinder head for better heat distribution in
bearing. The piston end of the connecting
the head, and less heat transfer to the intake
rod has a replaceable bronze bushing. The
manifold. All tractors are fitted with vertical
piston pin is a free-floating steel pin held in
exhaust systems.
place in the piston by two snap rings.

Pistons The intake manifolds are connected through

Pistons are an aluminium alloy with
combustion chambers recessed into the piston
crowns. Each piston, Figure 2, has three
compression rings and one oil control ring, all
of which are located above the piston pin.
tubing to the air cleaner. The'diesel engine
intake manifold is provided with a tapped
hole for installation of a thermostart or an
ether cold starting aid kit.

Connecting Rods
The piston connecting rods are ofT section,
with replaceable bronze piston pin bushings
and for the turbocharged engines a centrally
drilled hole facilitates both pressure
lubrication of the piston pin bushing and
cooling of the piston crown. Full-floating
piston pins are retained by two snap rings in
each piston.
NOTE: On tractors where cold start
equipment is not installed, the plug in the
manifold should remain securely installed at
all times, since considerable damage to the
cylinder bores could result from its absence.
The cylinder bores and turbocharger can also
be damaged by grit and other foreign matter
passing through the air cleaner hose
connections if they are not properly secured.

3
------------------PART1-ENGINESYSTEMs------------------

Cylinder Block Assembly LUBRICATION SYSTEM

The cylinder block is alloy cast iron with
heavy webbing and deep cylinder skirts. The
block features full length water jackets for
cooling the cylinders, which are bored
integral with the block. Cylinders are in-line
and vertical, and numbered from 1 to 4, front
to rear.
Lubrication of the engine is maintained by a
rotor type oil pump mounted at the base of
the engine block. The oil pump is driven from
· the camshaft and draws oil from the engine
sump through a wire mesh screen.

A spring loaded relief valve in the pump body

limits the pressure in the system by directing
excess oil back to the intake side of the
pump.
The oil pan is attached to the bottom of the
cylinder block and is the sump for the
lubrication system. The engine front cover is
attached to the front engine adapter plate
forming a cover for the timing gears.

Oil passes from the pump to an external,

throw-away, spin-on type filter incorporating
a relief valve which permits oil to be by-
passed, if filter blockage occurs, and so
ensures engine lubrication at all times.

The crankshaft gear is keyed and press fitted

on the front of the crankshaft. The crankshaft
gear-drives the camshaft idler gear, which is
attached to the front of the cylinder block.
The idler gear drives the camshaft gear and
the injection pump drive gear.
Oil flows from the filter to the main oil gallery
which runs the length of the cylin'der block
and intersects the camshaft follower
chambers.

The camshaft gear, attached to the front of

the camshaft by a bolt, lock washer, flat
washer and a spacer, is keyed to maintain the
position of the gear and the drive shaft. All
the timing gears can be checked by
observing the timing punch marks on the
gears.
The main gallery also supplies oil to the
crankshaft main bearings and to the
connecting rod journals via drillings in the
crankshaft. Drilled passages from each main
bearing direct oil to the camshaft bearings.

4
----------------------•CHAPTER2----------------------•
The camshaft drive gear bushing is pressure
lubricated through a drilled passage from the
front main bearing. The gear has small oil
passages machined on both sides which
allow the oil to escape.
The timing gears are lubricated by oil from
the cam followe·r chamber and the pressure
lubricated camshaft drive gear bushing.
On the 4-cylinder engines, the dynamic
balancer is lubricated through a drilled
passage from the cylinper block intermediate
thrust bearing web to the balancer housing.
Oil flows through the balancer housing to the
drilled balancer gear shafts and onto the
bushings in the balancer gears.
Cylinder walls, piston and piston pins are
splash lubricated by the connecting rods and
rotating crankshaft.
As previously described the piston
connecting rods for the turbocharged engines
have a centrally drilled hole which facilitates
both pressure lubrication of the piston pin
bushing and cooling of the piston crown.
5
An intermittent flow of oil is directed to the
valve rocker arm shaft assembly via a drilled
passage in the cylinder block located
vertically above No. 1 camshaft bearing. This
drilling aligns with a corresponding hole in
the cylinder head.
As the camshaft turns, holes in the camshaft
and camshaft bearing align and a regulated
stream of oil is directed to the cylinder head
and on up the rocker arm shaft support bolt to
the rocker shaft.
The oil flows from the shaft through drilled
holes in each rocker arm bushing to lubricate
both ends of the arms. Excess oil flows down
the push rods and assists in lubricating the
cam followers before draining back into the
sump through cored openings in the block.
For the Ford 655C and turbocharged
engines, a water-to-oil type oil cooler,
located in the base of the radiator is
connected into the lubrication system main
oil gallery. and cools a proportion of the
circulating oil. A restrictor at the oil outlet
limits the flow to the cooler and maintains
internal lubrication at low engine speeds.
Return oil from the cooler is fed back to the
engine sump via a pipe tapped into the skirt
of the cylinder block.
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

'
B. 4-CYLINDER DIESEL ENGINE- OVERHAUL

Figure 3 Figure 4
Engine Installation Right-Hand Engine Installation Left-Hand

1. Air Cleaner to 5. High Pressure Pipes 1. Air Cleaner Retaining 5. Alternator

Intake Manifold 6. Rear Heater Tap Bolt 6. Exhaust Muffler
2. Throttle Connection 7. Fuel Filter 2. Valve Rocker Cover Bracket
3. Front Heater Tap 8. Air Cleaner Tube and 3. Exhaust Manifold 7. Ventilation Tube
4. Lower Radiator Hose Hose 4. P.A.S. Pump 8. Exhaust Muffler Pipe

CYLINDER HEAD, VALVES AND 6. Remove the exhaust muffler extension

RELATED PARTS pipe.

REMOVAL

With reference to Figures 3 and 4

7. Remove the air cleaner pre-cleaner.
NOTE: The cylinder head can be removed
with the engine installed in the tractor.

1. Disconnect the battery:

8. Remove the air cleaner to intake manifold
tube and hoses.
2. Remove the engine side panels.

3. Drain the coolant from the radiator and

engine cylinder block.
9. Remove the top hood panel.
4. Shut-off the heater hose taps then
disconnect and plug the heater hoses
(where fitted).

5. Remove the radiator top hose. 10. Remove the exhaust muffler.

6
----------------------CHAPTER2----------------------•

Figure 5 Figure 6
Turbocharger Installed Fuel Injector Removal

1. Turbocharger to Intake Manifold Tube 1. Fuel Injector Assembly

2. Oil Supply Tube 2. Fuel Injector Mounting Bolts
3. Oil Return Tube 3. Copper Washer
4. Exhaust Manifold 4. Cork Washer
5. Exhaust Outlet Pipe
6. Air Cleaner to Turbocharger Tube

11. Shut-off the fuel tank tap then 14. Disconnect and remove the rocker cover
disconnect the low pressure fuel lines ventilation tube.
and remove the fuel filters from the inlet
manifold and cap the exposed openings.

15. Disconnect the cold start equipment and

plug the exposed openings (where
fitted).

12. Disconnect and remove the injector fuel

pipes from the fuel injection pump and
the injectors. Cap the exposed openings
in the pump, injectors and tubes.
16. Disconnect the alternator, oil pressure,
coolant temperature sender, air cleaner
restriction indicator, fuel injection pump
solenoid, horn and cold start wiring
harness connections (where fitted).

13. Disconnect the thermostart fuel pipe at

the intake manifold and plug the exposed 17. Remove the turbocharger, where fitted,
openings. see "FUEL SYSTEMS"- Part 2.

7
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -
'
18. Remove the front engine harness and
secure with tape clear of the engine.
19. Remove the alternator and guard (where
fitted).
20. Remove the exhaust pipe and bracket.
21. Bend back the lock tabs, withdraw the
attaching bolts and remove the exhaust
manifold and gasket.
22. Remove the air cleaner assembly.
23. Withdraw the retaining bolts and
lockwashers and remove the inlet
manifold and gasket.
8
24. Clean the area surrounding the fuel
injectors. Hold the leak-off pipe at each
injector and carefully disconnect the fuel
injector leak-off pipes then remove the
bolts and carefully withdraw the fuel
injectors and washers, Figure 6.
25. Withdraw the securing bolts and remove
the rocker cover and gasket from the
cylinder head.
26. Check the push rods for straightness by
rotating the rods with the valve closed
and identify any bent rods.
27. Loosen the rocker shaft retaining bolts,
which also serve as cylinder head bolts,
evenly and alternately. Remove the
rocker shaft assembly.
NOTE: Leave the bolts in the rocker shaft
supports during removal as they retain the
support on the shaft.
------------------------cHAPTER2----------------------•

Figure 7 Figure 8
Coolant Outlet and Thermostat Removal Valve Removal

1. Thermostat 1. Valve Spring Compressor

2. By- Pass Tube 2. Retainer Locks
3. Thermostat Housing 3. Valve Spring
4. Coolant Outlet Connection

28. Remove each push rod in turn and place DISASSEMBLY

in a numbered rack so that it can be
replaced in the same position when
assembling the engine.
Thermostat
1 . Remove the coolant outlet connection
and the thermostat and gasket, Figure 7.

Cylinder Head
29. Remove the remaining cylinder head
bolts and washers working inwards from
1. Clean the head and remove carbon
the ends to the centre of the head.
deposits from around the valve heads.

2. Using a valve spring compressor, Figure

8 remove the retainer locks, spring
retainers/rotators, springs and seals from
each valve, Figure 9.

30. Lift the cylinder head from the block. If

necessary lever the head off on the pads
provided, taking care not to damage the 3. Withdraw the valves and place in a
cylinder head or block faces. numbered rack.

9
------------------PART1-ENGINESYSTEMs------------------

R-1-1-10

Figure 9
Valve Assembly Components

1. Inlet Valve Spring Retainer Lock 6. Exhaust Valve

2. Inlet Valve Spring Retainer 7. Exhaust Valve Spring
3. Inlet Valve Seal 8. Exhaust Valve Seal
4. Inlet Valve Spring 9. Exhaust Valve Spring Retainer
5. Inlet Valve 10. Exhaust Valve Spring Retainer Locks

Rocker Shaft Assembly 2. Inspect the cylinder head for damage

1. Remove the cylinder head bolts which
pass through the rocker shaft supports
and slide the rocker shaft components
from the shah, Figure 1 0.
and, if necessary, remove nicks and burrs
from the gasket faces using a suitable
abrasive. Ensure all traces of abrasive
material are removed after repair.

INSPECTION AND REPAIR 3. Use a straight edge and feeler gauges to

Cylinder head
1. Scrape all gasket surfaces clean then
wash the cylinder head in a suitable
solvent and thoroughly dry with a lint free
cloth or compressed air. Clean the valve
guide bores with a valve guide cleaning
tool.
NOTE: Ensure the injector washers have
been removed from the injector bores prior to
cleaning.
check the flatness of the cylinder head in
all directions, Figure 11 . For flatness
requirement see "Specifications" -
Chapter 4.
NOTE: If the cylinder head exceeds the
flatness specification it may be skimmed
providing the depth from the lower face of
the valve insert to the cylinder head face is
not less than 0.064 in. (1.63 mm), see the
inset of Figure 12.

10
----------------------cHAPTER2----------------------•

R-1-1-11
Figure 10 Figure 11
Rocker Shaft Disassembled Measuring Cylinder Head Flatness

1. Spring 4. Rocker Arm 1. Cylinder Head Face 4. Feeler Gauge

2. Shaft Support 5. Shaft 2. Valve Seat Insert 5. Straight Edge
3. Retaining Bolt 6. Spacer 3. Minimum Depth

4. If the head has been skimmed, determine Valve Seats

that all the cylinder head bolt faces will
bottom. Place the cylinder head, less
gasket, on the block and install all the
head bolts.
1. Examine the valve seat inserts and reface
if pitted but renew if loose or damaged. If
necessary, install an oversize insert by
machining the seat counterbore in the
cylinder head, see "Specifications" -
Chapter 4. The insert must be chilled in
dry-ice prior to installation.

5. Install all the bolts finger tight and ensure

the rocker shaft supports are fitted with
long bolts. Using a feeler gauge, check
the clearance between the underside of
the bolt heads and the cylinder head or
rocker shaft support.
NOTE: Valve seat inserts of 0.010 in.
(0.25 mm) and 0.020 in. (0.5 mm) oversize
on diameter are sometimes installed in
cylinder heads in production. Heads fitted
with oversize inserts are stamped s~o or s~
on the exhaust manifold side in line with the
valve seat concerned.

6. If a 0.01 0 in. (0.25 mm) feeler gauge can

be inserted under the bolt head then the
bolts are bottoming and the cylinder
block thread must be increased in depth.
Use a 9 /,sx 13 UNC-2A thread tap. The
head bolts should be marked so they are
reinstalled in the holes in which they
were checked.
2. When · replacing exhaust valve seat
inserts ensure the replacement inserts are
of the correct type as the size and material
specification varies for the different
engine types.

11
------------------PART1-ENGINESYSTEMS------------------
R-1-1-13
Figure 12
Valve Seat Dimensions
1. Valve Seat Angle:
45'00'- 45'30' Exhaust 30'00'- 30'30' Inlet
2. Valve Seat Width:
Inlet 0.080-0.102 in. (2.032- 2.590 mm)
Exhaust 0.084- 0.106 in. (2.133- 2.692 mm)
3. Valve Head Protrusion
3. Check the width of the valve seat inserts
and, if necessary, reface by grinding to
the dimensions shown in Figure 12.
4. Measure the concentricity of the valve
seat with a suitable gauge, as shown in
Figure 13. If the valve seat runout
exceeds the specified figure, see
"Specifications" - Chapter 4, reface the
seat.
5. Using a seat cutter with the correct angle
(refer to Figure 11 and "Specifications,"
Chapter 4) remove only enough stock
from the seat to clean up the pits
and grooves, or to correct the
seat eccentricity. After refacing, the seat
width must be within the specified limit.
6. If the refaced seat exceeds this width,
narrow the seat by removing stock from
the top or bottom of the seat. If the seat
measures less than this width, widen the
seat.
.Q
Figure 13
Checking Valve Seat Concentricity
1. Gauge Pilot
2. Pointer to Ride on Valve Seat Face
3. Sleeve for Rotating Pointer
4. Dial Gauge
NOTE: Refacing of the valve seat should
always be co-ordinated with refacing of the
valve to ensure a compression tight fit.
7. Rotate a new or refaced valve lightly in
the seat, using Prussian Blue. If the blue
is transferred to the valve face the
specified distance (valve head pro-
trusion) below the upper edge of the
valve face, Figure 12, the contact is
satisfactory. If the blue is transferred to
the valve face above or below this point,
raise or lower the seat as follows:-
Lower the valve seat by removing stock
from the top of the seat with a 30'
grinding wheel for exhaust valves- 15'
grinding wheel for inlet valves, Figure 14.
Raise the seat by removing stock from the
bottom of the seat with a 60' grinding
wheel for exhaust valves - 45' grinding
wheel for inlet valves.
12
----------------------•CHAPTER2----------------------•
R-1-1-15
Figure 14
Raising/Lowering Valve Seats
1. Use 30" or 1 5" grinding wheel for lowering the seat
2. Use 60" or 45" grinding wheel for raising the seat
Valves
1. The critical inspection points of the
valves are shown in Figure 15. Inspect
the valve face and the edge of the valve
head for pits, grooves, scores, or other
defects. Inspect the stem for a bent
condition and the end of the stem for
grooves or scores. Check the valve head
for cracks, erosion, warpage, or burn.
Minor defects such as small pits or
grooves, can be removed. Check the
valve tip for pits or grooves and replace
the valve if such a condition exists.
Discard valves that are severely
damaged.
2. Check for bent stems and
diameter.
3. Check maximum valve face eccentricity.
R-1-1-16
Figure 15
Critical Valve Measurements and Inspection Checks
1. Valve Head Edge 4. Valve Face
2. Valve Head 5. Valve Stem
3. Valve Face Angle 6. Valve Tip
4. Any valve refacing operation should be
closely coordinated with the valve seat
refacing operation so that the finished
angle of the valve is 0,5· less than the
valve seat to provide an interference
angle for better seating. Adjust the valve
refacing tool to obtain a face angle of
44,5• or 29,5·, Figure 15.
Remove only enough stock to clean up
the pits and grooves. Che_ck the edge of
the valve head; if less than the specified
figure, see "Specifications" - Chapter 4,
install a new valve.
correct
5. Remove all grooves or score marks from
the valve stem tip, then chamfer as
necessary. Do not remove more than
0,01 0 in. (0,25 mm) from the tip.
13
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -
Figure 16
Measuring Valve Guide
1. Telescopic Gauge
2. Valve Guide
Valve Guides
1. Using a telescopic gauge and
micrometer, measure the valve to guide
clearance, Figure 16. If the clearance
exceeds the specified limits, see
"Specifications" - Chapter 4, ream the
valve guide to fit the next oversize valve.
NOTE: Production cylinder heads may have
one or more 0.015 in. (0.38 mm) oversize
valve guides and valves installed. Such
cylinder heads have 15 or v~~5 stamped on the
exhaust manifold side of the head opposite
the valve(s) concerned.
2. Use Kit No. FT 6202 or 2136 to ream out
the valve guide to accept an oversize
valve. The kit contains three reamers and
pilot combinations as follows:
• 0.003 in. (0.076 mm) Oversize
Reamer and Standard Diameter Pilot.
14
Figure 17
Checking Valve Spring Squareness
1. Maximum Out-of-Squareness 0.06 in. (1 .52 mm)
• 0.015 in. (0.38 mm) Oversize Reamer
and 0.003 in. (0.076 mm) Oversize
Pilot.
• 0.030 in. (0.76 mm) Oversize Reamer
and 0.015 in. (0.38 mm) Oversize
Pilot.
When going from a standard valve
stem to an oversize always use the
reamers in sequence. After reaming a
valve guide, always check the valve
seating and reface if necessary.
Valve Springs
1. Renew worn or damaged valve springs.
Check for squareness and reject if out-of-
squareness exceeds 0.06 in. (1.52 mm),
Figure 1 7. Check the free length and
loaded length of each valve spring, see
"Specifications" - Chapter 4. Ensure the
valve spring retainer locks are in good
condition.
----------------------•CHAPTER2 . . . . . . . . . . . . . . . . . . . . . ..

4. Check the ends of the push rods for nicks,

grooves, roughness, or excessive wear. If
the push rods were not straight when
checked during dismantling, or if any of
the above wear conditions exist, install
new rods. Do not attempt to straighten
push rods.

Thermostat

1. For inspection and repair of the coolant

outlet or thermostat, see 'Cooling
System' - Chapter 3.

R-1-1-11
Figure 18
Rocker Shaft Components

1. Spring 4. Rocker Arm

2. Shaft Support 5. Shaft
3. R~taining Bolt 6. Spacer RE-ASSEMBLY

Cylinder Head
Rocker Shaft Assembly
1. Insert each valve in the guide bore from
1. Inspect the rocker arm adjusting screws which it was removed and lap in position
and the push rod ends of the rocker arms to ensure an even seat around the valve.
for stripped or worn threads. Check the Withdraw the valve and ensure removal
ball end of the screws for nicks, of all traces of lapping compound.
scratches, or excessive wear.

Inspect the pad and insert end of the 2. Lubricate all components with clean
rocker arm for roughness or grooves, or engine oil prior to installation.
excessive wear. If any of the above
conditions exist, install new parts.

Use a valve spring compressor to

2. Check the rocker arm locating springs
and spacers for breaks or other damage.
3. Check the rocker arms and rocker shaft
internal and external diameters res-
pectively. If these are not within specified
limits, install a new part. If the shaft meets
specifications, clean it thoroughly in a
suitable solvent and thoroughly dry with
compressed air ensuring the oil passages
are clear of obstructions.
reassemble the valves, valve springs,
retainers and retainer locks. For the
exhaust valves install a new sealing ring
in the second groove from the top of the
valve stem.
Thermostat
1. Install the thermostat (spring end
towards the head), coolant outlet and a
new gasket.

15
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

IR-1-2-05
Figure 19 Figure 20
Rocker Arm Shaft Assembly Cylinder Head Bolt Tightening Sequence

1. Bolt 4. Spring
2. Rocker Arm 5. Rocker Arm Shaft
3. Spacer Support
6. Groove at Front of Shaft

Rocker Shaft Assembly
1 . Lubricate each end of the pushrods with
clean engine oil and insert each rod in its
original position. Ensure that the ball end
of each rod is seated in its tappet socket.
Ensure the springs and spacers are in their
correct position, as shown in Figure 19, then
proceed with the assembly. Place a long
cylinder head retaining bolt in the last (front)
support to keep the complete assembly
together.

2. Coat all rocker shaft components with

clean engine oil.

The rocker shaft has an identification INSTALLATION

groove at one end of the shaft. Position
the mark upwards, Figure 19, and use this
end as the front of the shaft, thereby
ensuring the oil holes and grooves in the
shaft face downwards.
Installation of the cylinder head and related
components follows the removal procedure
in reverse. On installation observe the
following requirements:

3. Start assembling by securing a rocker

shaft support with a long cylinder head • Install new cylinder head, intake and
retaining bolt. · exhaust manifold gaskets.

16
----------------------•CHAPTER2----------------------•

Figure 21 Figure 22
Setting Valve Lash Fuel Injector Installation

1. Adjuster Screw 1. Fuel Injector Assembly

2. Rocker Arm 2. Fuel Injector Mounting Bolts
3. Valve Stem 3. Copper Washer
4. Feeler Gauge 4. Cork Washer

• Tighten the cylinder head retaining bolts • Install the injectors with new seat
in the sequence shown in Figure 20 and washers and cork seals, Figure 22.
progressively in three steps as follows:

• Install the injector lines and leak-off pipe

(i) Torque to 115 lbf.ft. (156 Nm)
(ii) Torque to 140 lbf.ft. (19Q Nm)
(iii) Torque to 160 lbf.ft. (217 Nm)
with new washers.
NOTE: Hold the leak-off plastic tube
securely to prevent pivoting when tightening
the banjo fitting bolts to the specified torque.
See "Specifications"- Chapter 4.

Do NOT oil the bolts before installation.

• Use new lock tabs for the exhaust
manifold retaining bolts and bend the
tabs to effect retention.
NOTE: The cylinder head bolts should be
torqued only when the engine is cold.
• Tighten all nuts and bolts to the specified
torques. See "Specifications" - Chapter 4.

• Rotate the engine and set the valve

lash, Figure 21. See "Specifications" - • Operate the engine and check for fluid
Chapter 4. leaks.

17
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

R-1-1-25A
Figure 23 Figure 24
Crankshaft Pully Removal Timing Gears

1. Shaft Protector No. 625-A or 9212 1. Camshaft Gear

2. 7/16 in. x 14 UNC Bolt 2. Crankshaft Gear
3. Puller No. 518 or 9539 3. Camshaft Drive Gear
4. Crankshaft Pulley 4. Injection Pump Drive Gear

ENGINE FRONT COVER AND TIMING Disconnect the pump pressure and return
GEARS tubes and allow the oil to drain. Plug the
disconnected tubes and ports to prevent
REMOVAL the entry of dirt

NOTE: The engine front cover and timing

gears can only be serviced after removing the
radiator and front axle. See PART 10, Extract the two bolts retaining the pump
"SEPARATING THE UNIT". in the timing gear casing then remove the
pump from the engine and drain the
remaining oil from the reservoir.
1. Drain the engine oil and remove the oil
pan.
5. Withdraw the retaining bolts then
remove the front cover and gasket.
2. Remove the fan drive belt and withdraw Remove the oil slinger.
the bolt and washer from the centre of the
crankshaft pulley.

6. Before removing the timing gears, Figure

3. Using Puller No. 518 or 9539 and Shaft
Protector No. 625-A or 9212, remove the
crankshaft pulley, Figure 23.
4. Support a suitable container under the
power steering pump and reservoir
assembly.
24, use a dial indicator or feeler gauges,
to measure the backlash between each
set of mating gears, Figure 25. Rotate the
gears and check the backlash at four
equidistant points on the gears. Renew
the gears if the backlash exceeds the
specified limits, see "Specifications" -
Chapter 4.

18
----------------------CHAPTER2----------------------

Figure 25 Figure 26
Measuring Timing Gear Backlash Measuring Camshaft End Play

1. Camshaft Gear 1. Pry Bar

2. Oil Slinger (Reference Only) 2. Feeler Gauge
3. Feeler Gauge 3. Camshaft Gear
4. Camshaft Drive Gear 4. Thrust Plate

7. Pry the camshaft gear away from the 10. Remove the crankshaft gear using Tool
thrust plate and using a dial indicator or No. CPT 60408 or 2134, Figure 27.
feeler gauges, measure the clearance,
Figure 26. Install a new camshaft thrust
plate if the camshaft end play exceeds the NOTE: The crankshaft gear should only be
specified limits, see "Specifications" - removed if it shows signs of wear.
Chapter 4.

8. Remove the self-locking bolt that retains

the camshaft drive gear and adapter to
the cylinder block then remove gear and
adaptor, Figure 24.

Remove the retaining bolt and washer,

then remove the camshaft gear from the
end of the camshaft, Figure 24.

9. Remove the retaining nut and washer

Figure 27
then remove the drive gear from the
Crankshaft Gear Removal
injection pump drive shaft using puller
described in "Fuel Systems" - Part 2. 1. Puller Tool No. CPT 6040-B or 2134

19
- - - - - - - - - P A R T 1__;ENGINE S Y S T E M s - - - - - - - - -
Figure 28
Crankshaft Gear Installation
1. Replacer Tool No. CT6069-A or 2134 and Tool
No. CT6069-1 or 1237.
INSPECTION AND REPAIR
1. Wash the gears and adapter in a suitable
solvent and dry with a clean lint free cloth
or compressed air.
2. Examine the gear teeth for wear, burrs or
scratches. Any minor burrs or scratches
may be removed with a fine abrasive;
ensure such parts are thoroughly washed
before re-assembly.
3. Ensure the camshaft drive gear adapter
oil passage is free from obstruction and
the drive gear bushing is not damaged.
20
4. Check the key and keyway in the end of
both the camshaft and crankshaft for
damage. Renew the keys if necessary.
INSTALLATION
1. Install the spacer, key and camshaft gear
then re-check the camshaft end play.
2. Locate the key then use Tool No.
CT6069-A or 2134 and CT6069-1 or
1237 to install the crankshaft gear, Figure
28.
3. Position No. 1 piston at Top Dead Centre
and install the camshaft drive gear and
adapter with the timing marks aligned
with those of the other gears.
Tighten the bolt to the specified torque
and re-check the backlash between the
gears, see "Specifications" - Chapter 4.
4. Assemble the fuel injection pump to the
engine front plate. Check No. 1 piston is
at T.D.C. and install the injection pump
drive gear with the timing mark aligned
with that of the camshaft drive gear,
Figure 29.
------------CHAPTER
R-1-1-25A ·
Figure 29
Aligning the Timing Gears
1. Camshaft Gear
2. Crankshaft Gear
3. Camshaft Drive Gear
4. Injection Pump Drive Gear
NOTE: Engines with a DPS distributor type
fuel injection pump have a common fuel
injection pump drive gear. This gear features
timing marks identified by a punch mark.
When installing the pump drive gear, ensure
that timing mark aligns with the camshaft
drive gear timing mark, Figure 30.
5. Install a new dust seal in the front cover.
Lubricate the oil seal with petroleum jelly
and use a 530-S or 9210 adaptor to press
the seal into the front cover. Check after
installation to ensure the spring is
correctly positioned in the seal.
6. Locate the oil slinger onto the crankshaft
with the dished face outwards.
7. Position a new gasket on the engine front
plate and install. the front cover ensuring
the cover aligns with the dowel pins.
Tighten the bolts to the specified torque,
see "Specifications" - Chapter 4.
21
2------------
Figure 30
DPS- Distributor Type Fuel Injection Pump Drive Gear
to Camshaft Drive Gear Timing
1. Pump Drive Gear
2. Camshaft Drive Gear
3. Timing Mark
8. Lubricate the crankshaft pulley spacer
and slide over the key. Replace the pulley
hub and tap onto the crankshaft. Tighten
the securing bolt to the specified torque,
see "Specifications" - Chapter 4.
9. Install the oil pan with a new gasket and
tighten the bolts to the specified torque,
see "Specifications" - Chapter 4.
10. Install the power steering pump and
reservoir assembly and tighten the bolts to
the specified torque, see "Specifications"
- Chapter 4. Reconnect the pressure and
return tubes and tighten the unions to the
specified torque, see "Specifications" -
Chapter 4.
11. Refill the engine and power steering
reservoir with the correct grade and
quantity of oil, see "Specifications" -
Chapter 4.
12. Install the radiator and front axle - see
PART 10, "SEPARATING THE UNIT",
then operate the engine and check for
fluid leaks.
. . . . . . . . . . . . . . . . . . . PART1-ENGINESYSTEMS . . . . . . . . . . . . . . . .. . .

OIL PAN SUMP INSTALLATION

REMOVAL Installation of the oil pan sump follows the

removal procedure in reverse. On installation
NOTE: The engine oil pan sump can only be observe the following requirements:
serviced after the radiator, front support and
front axle have been removed from the
tractor, see "SEPARATING THE UNIT" -
Part 10.
• Ensure the gasket surfaces on the oil pan
and block are clean.

1. Drain the engine oil and remove the oil

level indicator.
• Install a new gasket and apply a thin film
of sealer to the gasket, front cover and oil
pan, see "Specifications" - Chapter 4.

2. Remove the oil pan sump retaining bolts

and the two oil pan sump to transmission
case attaching bolts then lower the sump.
• Position the oil pan and install a bolt
finger tight at each corner.

A WARNING: Due to the weight of

. . the cast iron sump, exercise great care • Install a new gasket to the oil drain plug
on removal. If necessary use an hydraulic and install the plug, then tighten to the
jack to lower the oil pan sump to the floor. specified torque, see "Specifications" -
Chapter 4.

• Fill the radiator with the correct strength

and quantity of coolant see
"Specifications" - Chapter 4.
INSPECTION AND REPAIR

1. Scrape all gasket material from the gasket

surface then wash the oil pan sump in a
suitable solvent and dry with a clean lint • Fill the engine with the correct grade and
free cloth or compressed air. quantity of oil, see "Specifications" -
Chapter 4.

2. Inspect the sump for cracks, damaged

drain plug threads or distorted gasket • Operate the engine and check for oil and
surface. coolant leaks.

22
----------------------•CHAPTER2----------------------•

R-1-1-33A
Figure 31 Figure 32
Oil Pump and Filter Screen Oil Pump Drive Gear Removal

1. Filter Screen 1. Welch Plug

2. Intermediate Shaft 2. Driveshaft Adaptor
3. Oil Pump Retaining Bolts 3. Oil Pump Driveshaft and Gear Assembly
4. Oil Pump

OIL PUMP 4. Remove the welch plug then withdraw

the driveshaft adaptor assembly and the
REMOVAL oil pump drive shaft and gear assembly,
Figure 32.
1. Remove the oil pan sump as previously
described in this Chapter.

DISASSEMBLY
With reference to Figure 33.
2. Remove the oil pump with the filter
screen, Figure 31. Withdraw the inter-
mediate shaft.
1. Remove the spring clip and detach the
pump screen.

2. Withdraw the retaining screw and

washer assemblies then separate the
inner and outer covers from the body and
3. Remove the engine oil filter and discard. extract the rotor and shaft assembly.

23
---------PART1-ENGINESYSTEMs---------

R-2-2-34A
Figure 33
Oil Pump Assembly

1. Oil Pump Retaining Bolts 8. Spring

2. Welch Plug 9. Outer Cover
3. Driveshaft Adaptor 10. Inner Cover
4. Oil Pump Driveshaft and Gear Assembly 11. Inner Rotor and Shaft Assembly
5. Intermediate Shaft 12. Outer Rotor
6. Screw and Washer Assemblies 13. Body
7. Screen 14. Pressure Relief Valve Assembly

3. Insert a self-tapping screw into the relief
valve plug and pull the plug out of the
body. Withdraw the relief valve and
spring.
3. Use a straight edge and feeler gauges to
measure the end play between the inner
rotor and the pump body and measure
the clearance between the outer rotor
and the pump body, Figure 34.

4. Use feeler gauges to measures the

INSPECTION AND REPAIR clearance between the periphery of the
outer rotor and the pump body, Figure
1. Wash all parts in a suitable solvent and 35.
dry with a clean lint free cloth or
compressed air.

2. Inspect the inside of the pump cover and 5. Check the relief valve spring tension, see
body for excessive wear. "Specifications" - Chapter 4.

24
----------------------•CHAPTER2----------------------•

R-1-1-35
Figure 34 Figure 35
Measuring Oil Pump Clearance Measuring Outer Rotor to Pump Body Clearance

1. Pump Body 3. Inner Rotor 1. Pump Body 3. Feeler Gauge

2. Outer Rotor 4. Feeler Gauge 2. Outer Rotor 4. Inner Rotor

NOTE: If the rotor end float or rotor-to-body 1. Insert the relief valve and spring into the
clearance are greater than the limits stated in pump body and press the plug into
"Specifications"- Chapter 4, the inner and position.
outer rotors must be renewed as an assembly.

6. Inspect the relief valve for wear and 2. Install the outer rotor into the pump
check for freedom of movement within body, then insert the inner rotor and shaft
the bore. assembly.

7. Check the oil pump drive gear for worn or

damaged teeth. 3. Replace the inner and outer covers on the
pump body and secure with the four
screws and washers.

8. Examine the intermediate drive shaft

socket ends for wear.

4. Replace the screen and secure in position

with the spring clip.

RE-ASSEMBLY
NOTE: Prior to installation introduce clean
Coat all parts with clean engine oil when engine oil into the inlet port and rotate the
assembling. pump shaft by hand.

25
------------------PART1-ENGINESYSTEMs------------------
Figure 36
Cylinder Ridge
1. Cylinder Ridge
2. Piston
INSTALLATION
Installation of the oil pump follows the
removal procedure in reverse. On installation
observe the following requirements.
• Install a new gasket and tighten the bolts to
the specified torque, see "Specifications"-
Chapter 4.
• Remove all traces of seal material from the
locating surface then install a new oil filter
and seal. Apply a light, even coat of clean
engine oil to the seal surface prior to
installation. Hand tighten the filter until
the seal contacts the locating surface then
tighten an additional one-half to three-
quarters of a turn.
IMPORTANT: Never use a tool to tighten
the spin-on filter.
26
Figure 37
Connecting Rod Bearing Cap Removal
1. Bearing Liner
2. Bearing Cap
CONNECTING RODS, BEARINGS,
PISTONS, RINGS AND CYLINDER
BLOCK
REMOVAL
NOTE: The connecting rods and pistons can
be removed with the engine installed in the -
tractor after prior removal of the cylinder
head, oil pan sump, and oil pump assembly
as previously described in this Chapter.
1. If necessary, remove any ridge from the
top of the cylinder bores, Figure 36, with
a cylinder ridge reamer or hand scraper.
Do not cut down into the piston ring
travel area. (Ridge removal is not
essential when reboring or if the old
pistons are not to be used. However, it
may be necessary to remove a ridge in
order to extract an old piston.) Do not
attempt to remove and re-use a piston
from a cylinder with an excessive ridge.
Forcing the piston past the ridge may
break the lands on the piston or the rings.
----------------------•CHAPTER2----------------------•

R-1-1-41

Figure 38 Figure 39
Piston Ring Removal Piston and Connecting Rod Disassembled

1. Piston 5. Bearing Liners

2. Pin Retainers 6. Bearing Cap
3. Piston Pin 7. Retaining Nuts
4. Connecting Rod 8. Piston Rings

2. With the piston at the bottom of the 3. Identify each piston and rod for
stroke, remove the nuts from the bearing reassembly, Figure 39
cap bolts and remove the bearing cap and
liner, Figure 37.

3. Use the handle end of a hammer to push

the piston and rod assembly out of the
top of the block. Remove the bearing
INSPECTION AND REPAIR
liner from the connecting rod.
1. Wash the piston and connecting rod
assembly in a suitable solvent and dry
4. Turn the crankshaft to bring each piston
with a clean lint free cloth or compressed
to the bottom of its stroke and repeat this
air.
procedure. Keep the bearing caps and
liners with their respective connecting
rods.

2. Inspect the piston ring lands, skirts and

DISASSEMBLY pin bosses for damage.

1. Remove the piston pin retainer (snap

ring) from each side of the piston and
remove the pin.
2. Use an expander to remove the piston
rings, Figure 38.
3. Clean the ring grooves and using a new
ring and feeler gauge check the piston ring
lands for wear, Figure 40. For maximum
ring clearance see "Specifications" -
Chapter 4.

27
- - - - - - - - - P A R T 1-ENGIN·E S Y S T E M s - - - - - - - - -
Figure 40
Checking Piston Ring Side Clearance
1. New Piston Ring
2. Feeler Gauge
3. Piston
4. Check the connecting rod components
for damage and place each connecting
rod in an alignment fixture to check for
distortion, see "Specifications"
Chapter 4.
5. Check the piston pin bushings for wear or
damage. Measure the outside diameter. of
the piston pin and the inside diameter
of the connecting rod bushing. If the
clearance is not within the specified
limits, see "Specifications" - Chapter 4,
press out the connecting rod bushing
and install a new bushing using Tool No.
818 or 9514 with a suitable Adapter,
Figure 41.
28
Figure 41
Connecting Rod Bushing Removal and Installation
1. Handle Tool No. 818 or 9514
2. Adaptor Tool No. 818 or 9514
3. Connecting Rod
4. Split in Bush
NOTE: Line up the bushings so that the split
is at right angles to the connecting rod's
longest axis and ensure the bushing does not
protrude from· either side of the rod.
6. After installation of a new connecting rod
bushing, use the hole in the top of the rod
as a guide and drill a 0.25 in. (6.4 mm)
diameter hole through one wall of the
bushing, Figure 42.
7. Use an expansion reamer to ream the
bushing to obtain the specified bushing-
to-piston pin clearnace. Remove burrs
and metal chips from the rod before
fitting the piston pin.
----------------------CHAPTER2----------------------•
Figure 42
Connecting Rod Bushing Installed
1. Connecting Rod Bushing Installed
2. Lubricating Hole
8. Check the connecting rod and main
bearing clearances as described in this
Chapter. If the bearing clearances exceed
the specified limits, see "Specifications"
- Chapter 4, then install new bearings as
described in the crankshaft section of this
Chapter.
9. Clean and inspect the cylinder block.
Rust around the core plugs indicates
leakage and new plugs should be fitted
with the specified sealant, see
"Specifications" - Chapter 4.
10. Inspect and measure the cylinder bores
for waviness, scratches, scuffing, out-of-
round, wear and taper.
29
c
:c
Figure 43
Measuring Cylinder Bore
1. Telescope Gauge
A wavy cylinder wall has a series of
parallel lines or rings worn around the
cylinder, within the ring travel area. These
irregularities can be felt by running a
finger over the surface.
A scuffed cylinder can be identified by
discoloured areas.
Out-of-roundness, wear and taper can
only be detected with a cylinder bore
gauge, Figure 43. Measure lengthwise
and crosswise to obtain dimensions 'A',
'B', ·c· and '0', Figure44. Dimensions 'A'
compared with 'B' and dimension 'C'
COITipared with '0', indicates taper whilst
the crosswise dimensions ·c· and ·o·
compare to the lengthwise
measurements 'A' and 'B' show if an
out-of-round condition exists. See
"Specifications;, - Chapter 4.
------------------PART1-ENGINESYSTEMS------------------

11. If the cylinder walls have only minor

surface imperfections and the ovality and
taper are within limits, it may be possible
to remove the imperfections by honing
the cylinder walls and installing new
piston rings, provided the piston
clearance is within limits.

Honing should also be carried out where

there are no imperfections, to remove the
high polish on the cylinder wall as an aid
to seating new rings. Pass the hone
lightly through the cylinder bore a few
times. Do not hone more than enough to
rough up the polish. After honing, bores
should be washed with hot water and R-1-1-46
detergent, then rinsed in cold water and
Figure 44
dried thoroughly. The bores should then Cylinder Bore Measurements
be oiled to prevent rusting.

12. If the cylinders are outside specification 14. Under certain circumstances it is more
or the walls are damaged, the cylinders expedient to resleeve a bore rather than
should be honed or bored to fit the next to rebore and install oversize pistons.
oversize pistons. The finished bore size This occurs when:
can be determined, by measuring the
piston diameter at right angles to the
piston pin and adding the appropriate
piston-to-bore clearance, see
"Specifications" - Chapter 4. Always
bore the cylinder with the most wear first (a) Oil consumption is due to bore
to determine the oversize pistons porosity which cannot be corrected
required. by reboring.

Oversize piston are available as follows:

• 0.004 in. (0.1 0 mm)

(b) Replacing sleeves installed in service.

• 0.020 in. (0.51 mm)

• 0.030 in. (0.76 mm

• 0.040 in. (1 .0 mm)
13. Bores to take 0.004 in. (0.1 0 mm)
oversize pistons need only be honed. All
honing should be done with a rigid hone
having a grit size of 150-220. After
reboring and honing, thoroughly wash
and dry the cylinder block and coat the
walls with engine ojl.
(c) The cylinder has a badly damaged
bore which can"not be rectified by
boring.
NOTE: When reconditioning engines
equipped with sleeves, use only standard or
0,004 in. (0,1016 mm) oversize pistons.·

30
----------------------•CHAPTER2----------------------•
1----------B I ..
D
R-1-1-47
Figure 45
Dimensions for Machining Cylinder Bore for Thin
Walled Sleeve
A. 0.095- 0.099 in. (2.41 - 2.51 mm)
B. 4.746-4.753 in. (120.55 -120.73 mm)
C. Bore Cylinder to Average Diameter of Sleeve less
0.000- 0.002 in. (0.00- 0.05 mm)
D. 0.020-0.030 in. (0.50- 0.75 mm) x 45• Chamfer
E. 0.015 in. (0.381 mm) Radius Maximum
15. If the cylinders are outside specification
or the walls are worn or damaged the
cylinder should be bored and sleeved
back to standard (4.4 in., 111.76 mm).
16. A lipped thin wall sleeve for fitting to
engines with 4.4 in. (111 .6 mm) bore is
available and the procedure for installing
this sleeve is as follows:
(i) Measure the outside diameter of the
sleeve in four places and find the
average diameter. Bore the block to
0.000- 0.002 in. (0.00- 0.05 mm)
less than this average diameter.
(ii) Machine the counterbore to the
dimensions shown in Figure 45. The
counterbore depth is critical as th~
sleeve must be flush with the block
surface when installed.
(iii) Thoroughly clean and dry the bore
and the outside surface of the
sleeve.
S
Figure 46
Measuring Piston-to-Block Height
(iv) Chill the sleeve in liquid nitrogen or
dry ice and assemble to the cylinder
bore ensuring the lip is bottomed in
the counterbore.
(v) If necessary the sleeve may be
machined to bring it flush with the
block face, or if necessary the block
face may be skimmed by up to
0.005 in. (0.13 mm) to achieve a
flush condition. If the block is
skimmed ensure the piston to block
height dimension is maintained
within specification, Figure 46, see
"Specifications" - Chapter 4.
(vi) Bore and hone the sleeve to the
diameter required. Only standard
and 0.004 in. (0.1 0 mm) oversize
pistons can be used with the thin
walled 4.4 in. (11.76 mm) bore
lipped sleeve.
17. Check the flatness of the cylinder block-
to-head surface, see "Specifications" -
Chapter 4.
31
------------------PART1-ENGINESYSTEMs------------------
R-1-1-49
Figure 47
Piston Connecting Rod Alignment
1. Notch -To Front of engine
2. Cap Numbers
RE-ASSEMBLY
NOTE: Prior to re-assembly, check the
cylinder bores for taper and out-of-round as
previously described in this Chapter.
1. Prior to re-assembly, check the piston-
to-bore clearance as follows:
• Measure the cylinder bore diameter in
a crosswise direction then measure
the piston diameter at right angles to
the piston pin.
• Subtract the piston diameter from the
bore diameter and the resultant figure
should be within the specified
clearance, see "Specifications" -
Chapter 4.
NOTE: Pistons are available in both standard
and oversizes. New pistons should be
installed if the clearance exceeds the
specified limits.
32
R-1-1-50
So
Figure 48
Checking Piston Ring Gap
1. Feeler Gauge
2. Piston Ring
• If the clearance is greater than
specified, try a similar new piston. If
the clearance still exceeds the
specified limit, measure the other
cylinder bores and pistons and
determine the cylinder with the
greatest clearance. Based on the
greatest clearance, rebore the
cylinders to take the next oversize
piston as previously described in this
Chapter.
• If the clearance is less than specified:
Hone the bore to obtain the desired
clearance as previously described in
this Chapter.
2. Lubricate all components with engine oil
then assemble the piston to the connecting
rod with the notch on the piston crown
aligned with the pip on the connecting rod
and install the piston pin and retainers
(snap rings), Figure 47.
3. Check the piston rings for minimum gap
prior to installation in the relevant
cylinder, Figure 48. Use a piston crown to
squarely locate the ring in the bore. New
rings should be checked for side
clearance in the piston as previously
described in this Chapter.
------------------------CHAPTER2-----------------------

4. Use an expander to install the piston

rings, starting with the oil control ring in
the bottom groove and working
upwards.

The service ring set comprises:

• 1 Coiled Wire Expander or "Rail" type

Expander for the Oil Control Ring

• 1 Oil Control Ring

R-1-1-51
Figure 49 "'
• 3 Compression Rings Piston Ring Installation

1. Piston Ring Expander

2. Piston Ring
Oil Control Ring

Open the coiled wire expander to fully reveal

2nd Compression Ring
the inner guide wire. Position the coiled
expander in the oil groove and insert the '
Bright chrome finish on the outside diameter
inner guide wire into the open end ofthe coil.
with a chamfer or step on the outside
Close the coil until the ends abut.
diameter which must face upwards on
assembly.

Postion a "rail" type expander in the oil

groove ensuring the ends do not overlap.
Attempting to install a ring with overlapping
ends will result in a broken ring and/or
damaged cylinder bore. Do not cut. the
expander if it appears to be too large. The
rings will compress to size if the correct ring NOTE: To facilitate assembly, the 2nd and
compressor is used, Figure 51 . 3rd compression rings are marked with a
punched dot or the letters 'TOP' engraved on
their upper surfaces.
Install the cast iron ring (either side up) with
the inside groove over the coiled rail
expander. Position the ring gap diametrically
opposite the coiled wire ends.

3rd Compression Ring Top Compression Ring

Dull finish with a step or chamfer on the Bright chrome finish with a chamfer on the
inside diameter which must face downwards outside diameter which must face upwards
or a step on the outside diameter which must and a step on the outside diameter which
face upwards on assembly. must face downwards on assembly.

33
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

~
~
~~
~
~~
B g

Figure 50
Piston and Rings

A. Naturally Aspirated B. Turbocharged

1. Top Compression Ring 6. Expander for Oil Control Ring

2. 2nd Compression Ring 7. Oil Control Ring
3. 1st Compression Ring 8. 1st Compression Ring
4. Oil Control Ring 9. 2nd Compressi.on Ring
5. Expander for Oil Control Ring 10. Top Compression Ring

NOTE: Some top compressionrings do not
have a chamfer and may be installed either
side up.
For the turbocharged 4-cylinder engine, the
top compression ring is keystone tapered and
may be installed either side up.
5. After installing the rings, stagger the ring
gaps around the circumference of the
piston at approximately 1 20° to each
other and with no gap on the thrust side
of the piston.
1. Select the correct bearing liners, as
described in the CRANKSHAFT section
of this Chapter, and install in the
connecting rod and cap. Ensure the
bearing liner tang locates in the slots of
the rod and cap.
2. Turn the crankshaft to position the No. 1
crankpin at the bottom of the stroke. Oil
the piston, rings, cylinder bore and
bearing liners. Use a ring compressor to
install the piston into the cylinder, Figure
51. Ensure the notch on the top of the
piston is towards the front of the engine.

3. Push the piston into the bore until the

INSTALLATION
NOTE: Before installing a piston and new
rings into a used cylinder bore, remove the
high polish on the cylinder wall as previously
described in this Chapter.
connecting-rod bearing liner seats on the
crankpin. Install the connecting rod
bearing cap with the number on the cap
on the same side as the number on the
rod. Install new nuts and tighten to the
specified torque, see "Specifications" -
Chapter 4.

34
-----------•CHAPTER
Figure 51
Piston and Connecting Rod Installation
1. Hammer Handle
2. Piston Ring Compressor
4. Use feeler gauges to check the side
clearance of each connecting rod, Figure
52, see "Specifications" - Chapter 4.
5. Install the remammg piston and rod
assemblies in the same manner.
6. Install the oil pump, the oil pan sump and
the cylinder head as previously described
in this Chapter.
7. Fill the engine with the correct grade and
quantity of oil and the radiator with the
correct strength and quantity of coolant,
see "Specifications" - Chapter 4.
8. Start the engine and check for leaks.
35
2-----------•
Figure 52
Checking Connecting Rod Bearing Side Clearance
1. Feeler Gauge
BALANCER, MAIN BEARINGS,
FLYWHEEL AND CRANKSHAFT
NOTE: Replaceable bearing liners are
installed in production to ensure the correct
crankshaft journal-to-bearing clearance can
be maintained in Service.
The main bearings can be overhauled with
the engine installed in the tractor.
The crankshaft can only be serviced after
removal of the engine from the tractor.
To remove the flywheel, either remove the
engine from the tractor or separate the tractor
between the engine and the front trans-
mission. See PART 10, "SEPARATING THE
UNIT".
-------------------PART1-ENGINESYSTEMs-------------------

DIASSEMBLY

1. Drive out the roll pins securing the shafts

to the housing, and disassemble the
balancer components as shown in Figure
54.

INSPECTION AND REPAIR

1. Measure the outside diameter of the

shafts and the inside diameter of the gear
bushings and establish the clearance, see
Figure 53
Checking Balancer Backlash "Specifications" - Chapter 4. If the
bushing clearance exceeds the
1. Balancer Housing specification, replace the shaft and/or
2. Crankshaft Gear gear assembly and re-check the
3. Balancer Drive Gear
clearance.
4. Dial Indicator Gauge

BALANCER 2. Examine the shafts and balance gear teet

for wear and damage and replace where
REMOVAL necessary.

1. Remove the oil pan sump as previously

described in this Chapter.
3. Ensure the lubrication holes in the shafts
are free from obstruction.

2. Use a dial indicator gauge to check the

backlash between the crankshaft gear
and the balancer drive gear, Figure 53.
Position the dial plunger perpendi~ular
to the face of one od the drive gear teeth RE-ASSEMBLY
then rock the drive gear to measure the
backlash. Take the backlash reading at 1. Position the balancer gears and thrust
90° intervals around the drive gear. If the washers in the housing with the timing
backlast exceeds the specified limits see marks aligned and facing the roll pin side
"Specifications"- Chapter 4, install new of the balancer. Install the shafts from the
balancer gears.
opposite side and secure with the roll
pins, Figure 55.

3. Withdraw the retaining bolts and remove 2. Use the feeler gauges to measure the end
the balancer assembly. float of the assembled gears.

36
----------------------•CHAPTER2----------------------•

Figure 54
Dynamic Balancer Components

1. Roll Pins 6. Plugs

2. Housing 7. Shafts
3. Thrust Washers 8. Drive Gear
4. Driven Gear 9. Plug
5. Thrust Washers 10. Gasket

3. Position a dial indicator gauge

perpendicular to the tooth of one gear
and hold the other gear firmly.

Rock the free gear to measure the

backlash.

Take the backlash readings at so· inter-

vals around the gear.

R2-4-37

If the end float or backlash exceeds the Figure 55

specified limits, see "Specifications" - Balancer Gear Assembly

Chapter 4, replace one or both of the 1. Balancer Gear Timing Marks

gears and re-check. 2. Roll Pins

37
---------PART1-ENGINESYSTEMs---------

1·0in
(25-4mm)

I 0·31in
l--(7·9mm)

A 8
R-1-1-56
Figure 56 Figure 57
Timing the Balancer to the Crankshaft Bearing Liner Removal Tools

1. Balancer Drive Gear Timing Mark A. Thrust Bearing Insert Tool

2. Crankshaft Gear Timing Mark B. Main Bearing Liner Tool

INSTALLATION MAIN BEARINGS

1. Clean all mating surfaces and install a REMOVAL

new gasket around the lubrication
passage. 1. Remove the oil pan, the oil pump and
intermediate shaft, as previously
described in this Chapter.

2. Rotate the crankshaft until the timing

mark on the crankshaft gear aligns with
the timing mark on the balancer drive
gear, Figure 56. Position the balancer
housing on the dowels then install and
tighten the retaining bolts to the correct
torque, see "Specifictions" - Chapter 4.
2. Remove the main bearing cap from the
journal to which the new bearing liners
are to be installed. Always install.one set
of bearings at a time leaving the other
main bearing caps securely in place.

3. Recheck the backlash between the

crankshaft gear and the balancer drive
gear as previously described in this
Chapter.
3. Install a bearing liner removal tool in the
crankshaft journal oil passage. Slowly
turn the crankshaft counter-clockwise
until the tool forces the bearing out of the
4. Replace the oil pan. cylinder block.

38
. . . . . . . . . . . . . . . . . . . . . .•CHAPTER2 . . . . . . . . . . . . . . . . . . . . . ..
NOTE: If a bearing liner removal tool is not
available, a suitable tool may be fabricated
from a 1 in. (25 mm) x Ys in. split pin, Figure
57. The shorter pin is used to remove the
thrust bearing insert.
Flatten and bend the head to 30" to conform
to the angle of the oil passage in the
crankshaft.
INSPECTION AND REPAIR
1. Thoroughly clean the bearing liners,
journals and caps.
2. Bearing liners with scored, chipped or
worn surfaces must be replaced. If new
liners are to be installed, check the
clearances as described in the crankshaft
section of this Chapter.
INSTALLATION
1. Apply a light coat of engine oil to the
journal and bearing liner.
2. Locate the liner installation tool in the
crankshaft journal oil passage and
position the liner on the journal with the
plain end of the liner at the tang side of
the cylinder block. Slowly turn the
crankshaft clockwise until the bearing is
fully located. Remove the installation
tool.
39
3. Lubricate the bearing cap and liner and
install the liner into the cap. Position the
bearing cap with the locking tang
towards the camshaft side of the engine
and install the retaining bolts. Tighten the
bolts to the specified torque, see
"Specifications" - Chapter 4.
4. If a new thrust bearing liner is installed,
the bearing must be aligned as described
in the crankshaft section of this Chapter.
5. Install the oil pump, the intermediate
shaft, the balancer and the oil pan sump.
FLYWHEEL
REMOVAL
1. Separate the tractor between the engine
and the front transmission, see PART 1 0,
"SEPARATING THE UNIT'.
2. Prior to removal, rotate the flywheel and
use a dial indicator to measure the
run-out, Figure 58, see "Specifications"
- Chapter 4. If the flywheel is outside the
specification check the mating surfaces
of the flywheel and the crankshaft for
correct seating.
. . . . . . . . . . . . . . . . . . . PART1-ENGINESYSTEMS . . . . . . . . . . . . . . . .. . .

• Thoroughly clean the mating surfaces of

the new ring gear and the flywheel.

• Use temperature indicating crayons to

mark the side face of the ring gear at six
equally spaced locations. Mark with a
400°F (204°C) crayon at a point 0.5 in.
(13 mm) below the root of the teeth and
mark with a 450°F (212°C) crayon at a
point just below the root of the teeth.

• Use an oxy-acetylene torch with a tip size

Figure 58
No. 2 maximum and direct the flame
Checking Flywheel Run-Out
against the internal face of the gear.
1. Dial Indicator Gauge
2. Flywheel

• Stop applying heat when the 400oF

(204°C) crayon marks melt and before the
450oF (212°C) crayon marks melt.
3. Withdraw the flywheel attaching bolts
and carefully remove the flywheel.

• Quickly place the hot gear on the flywheel

with the flat face against the shoulder on
the flywheel. Quench the gear with water.
INSPECTION AND REPAIR

1. Inspect the flywheel ring gear and renew

if the teeth are damaged. Check the
flywheel for damage due to a loosely or
improperly fitted ring gear.

INSTALLATION

1. Clean the crankshaft rear flange and the

mating surface of the flywheel.
2. A damaged flywheel ring gear should be
removed and renewed as follows:

2. Establish the correct alignment of the

flywheel to crankshaft mounting holes
and install the flywheel. Tighten the
attaching bolts to the specified torque
• Cut the old ring gear free from the and re-check the flywheel run-out, see
flywheel. "Specifications" - Chapter 4.

40
-----------cHAPTER
'
3. Re-assemble the tractor, see PART 10,
"SEPARATING THE UNIT."
CRANKSHAFT
REMOVAL
1 . Remove the engine from the tractor, see
PART 10, "SEPARATING THE UNIT',
and place on an engine stand.
2. Remove the flywheel and engine rear
cover plate as previously described in this
Chapter.
3. Remove the crankshaft pulley and engine
front cover as previously described in this
Chapter.
NOTE: If the crankshaft is removed with the
cylinder head in position. ensure all timing
marks are realigned prior to re-assembly. This
action will prevent possible interference
between the valves and pistons during
re-assembly.
4. Remove the oil pan sump, the oil pump
and intermediate shaft and the balancer
as previously described in this Chapter.
41
2------------
5. Remove the connecting rod and main
bearing caps and liners and identify to
facilitate re-assembly.
6. Carefully lift the crankshaft out of the
cylinder block.
INSPECTION AND REPAIR
NOTE: Current production engines may
have a crankshaft with main or crankpin
journals ground 0.010 in. (0.25 mm)
undersize. These are identified with the
letters '010 MUS' and/or '010 PUS'
respectively. The letters are stamped on one
of the crankshaft counterbalance weights.
1. If the crankshaft gear teeth are
excessively worn or chipped, install a
new crankshaft gear which must be fully
located on the shoulder of the crankshaft.
2. Clean the crankshaft and drilled
passages. Dress minor imperfections
with an oil stone and re-finish severely
marked journals to the next undersize
bearing.
3. Measure the diameter of each journal in
four places to determine out-of-round,
taper or wear, Figure 59. Measurement
'A' compared with 'B' indicates vertical
taper whilst measurement ·c· compared
with 'D' indicates horizontal taper.
Measurements 'A' and 'B' compared with
·c· and ·o· indicate journal out-of-round.
-------------------PART1-ENGINESYSTEMs-------------------
R-1-1-58
Figure 59
Crankshaft Journal Measurements
If the journal exceeds the specified wear
limit, refinish the journals to the next
undersize bearing, see "Specifications" -
Chapter 4. Always reproduce the original
journal side radii and after refinishing
chamfer the oil holes.
4. Examine the rear oil seal journal for score
marks, remove minor imperfections with
fine emery cloth and if severely damaged
renew the crankshaft.
RE-ASSEMBLY
1. Check the crankshaft bearing clearance
with micrometers or preferably using
Plastigauge as follows:
• Position a piece of correct size
Plastigauge across the full width of
the bearing cap and approximately
0.25 in. (6.35 mm) off centre.
42
R-1-1-59
Figure 60
Checking Crankshaft Bearing Clearance Using
Plastigauge
• Install the cap and tighten the bolts
to the specified torque, see
"Specifications" - Chapter 4.
• Remove the cap and use the scale to
check the width of the flattened
Plastigauge, Figure 60. The width of
the Plastigauge at the widest point
establishes the minimum clearance
and at the narrowest point the
maximum clearance. The difference
between the two readings is the taper.
NOTE: Normally, main bearing journals
wear evenly and will not be out-of-round.
However, if a liner is fitted to an out-of-
round journal which is within specifications,
ensure the liner to be fitted suits the
maximum diameter of the journal.
----------------------•CHAPTER2----------------------•
'
2. Standard size liners are colour coded red
or blue and are available in a Copper Lead
or Aluminium Tin alloy, see
"Specifications" - Chapter 4.
IMPORTANT: The engine may be
assembled with liners of different material
but liners of the same material must be
installed on the same journal.
The red liners have a thinner wall section
than the blue liners and provide greater
clearance. A combination of red and blue
liners may be required to obtain the
desired clearance. If the clearance is
greater than specified when two blue
liners are used, a 0.002 in. (0.05 mm)
undersize liner with either a red, blue or
another 0.002 in. (0.05 mm) undersize
liner should be installed. If any of these
combinations of liners do not produce
the specified clearance, refinish the
crankshaft and fit undersize bearings, see
"Specifications" - Chapter 4.
3. Position the bearing liners in the block
and caps and coat with oil. If the
crankshaft has been refinished fit the
correct undersize main bearing liners.
Ensure the bearing surfaces are clean and
the bearing liners tangs align with the
slots in the block and cap.
43
Figure 61
Thrust Bearing Assembly
1. Bearing Cap
2. Flange Type Liner
4. Align the timing mark on the crankshaft
gear with that of the camshaft drive gear
and install the crankshaft. Install the
thrust bearing cap with the flange-type
bearing liner, Figure 61, first. Then, install
the remaining bearing caps in their
original location.
5. Tighten all bearing cap bolts (except the
thrust bearing cap) to the specified
torque. The thrust bearing cap bolts
should be finger tight only.
6. Pry the crankshaft forward against the
thrust surface of the bearing. Hold the
crankshaft forward and pry the bearing
cap rearwards; care must be taken not to
pry against the flange of the bearing liner.
This will align the thrust surfaces of both
halves of the bearing. Hold the forward
pressure on the crankshaft and tighten
the bearing cap bolts to the specified
torque, see "Specifications"- Chapter 4.
. . . . . . . . . . . . . . . . . .•PART1-ENGINESYSTEMS . . . . . . . . . . . . . . . . . ..
Figure 62
Checking Crankshaft End Play
1. Dial Indicator 2. Crankshaft
Gauge 3. Lever
7. Check the crankshaft end play with a dial
indicator gauge, Figure 62. Pry the
crankshaft towards the front of the
engine and set the dial indicator to zero.
Pry the crankshaft towards the rear of the
engine and note the reading on the dial. If
the end play exceeds the specified limit,
install a new thrust bearing liner. If the
end play is less than the specified limit,
inspect the thrust bearing surfaces for
burrs, scratches, or dirt. If the thrust
surfaces are not defective or dirty, realign
the thrust bearings following the pro-
cedure given in Operation No. 6.
8. Install the crankshaft rear oil as detailed
below:
(i) Peel the protective paper backing from
the gasket and stick the gasket to the
retainer. Ensure that the gasket holes
align with the bosses of the retainer,
Figure 63.
44
R-1-1-62
Figure 63
Crankshaft Oil Seal Retainer
1. Retainer 3. Raised Bosses
2. Gasket
(ii) Install the retainer and gasket onto the
block, apply a low strength thread
locking compound to the bolt threads,
see "Specifications" - Chapter 4, and
secure into position with the eight bolts.
(iii) Tighten the bolts in sequence, as shown
in Figure 64, to the initial specified
torque, see "Specifications" - Chapter
4.
(iv) Ensure that the base of the retainer is
flush with the cylinder block, Figure 65,
then tighten the bolts in the same
sequence to the final specified torque,
see "Specifications" - Chapter 4.
NOTE: Do not pre-install the seal into the
retainer. To ensure seal concentricity it must
only be assembled after the retainer has been
bolted to the cylinder block.
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER2 . . . . . . . . . . . . . . . . . . . . . .. .

R-1-1-63
Figure 64 Figure 66
Seal Retainer Bolt Tightening Sequence Crankshaft Oil Seal Installation

1. Crankshaft Oil Seal

2. Tool No. FT 6212

(v) Apply a liber"al coating of clean engine
oil to the rear oil seal retainer, seal and
journal. The new seal should, pre-
ferably, be mounted on the crankshaft
and then the tool bolted to the
crankshaft and used to install the seal
squarely.
(vi) Install the centre stock of tool No.
FT 6212 to the crankshaft flange and
secure with the two screws, Figure 65.
Assemble the cylinder end plate
assembly to the centre stock and
secure with the nut and washer as
shown in Figure 66. Gradually tighten
the nut until the outer diameter of the
tool abuts the retainer. The tool must
not be overtightened as stress and
distortion could be imposed on the
retainer.

NOTE: The first seal replacement should be

pushed into the retainer with the plain end of
the tool and the second and subsequent
seals with the stepped end of the tool which
will reposition the seal 0.060 in. (1.52 mm)
further in.

Figure 65
Retainer- Block Alignment

1. Straight Edge
2. These Two Faces to be Flush (vii) Remove the tool

45
------------------PART1-ENGINESYSTEMs------------------·

INSTALLATION
1. Installation of the components to effect
complete re-assembly of the engine
follows the removal procedure in reverse.

CAMSHAFT

REMOVAL
Figure 67
Checking Rear Main Bearing Crankshaft Oil Seal
Run-Out
NOTE: The camshaft bearings and/or
tappets can only be serviced with the engine
1. Dial Indicator Gauge removed from the tractor and mounted on an
2. Crankshaft engine stand. See PART 10, "SEPARATING
3. Crankshaft Oil Seal THE UNIT".
4. Cylinder Block

(viii) Mount a dial indicator gauge on the 1. Remove the engine front cover and
end of the crankshaft, Figure 67, rotate cylinder head.
the crankshaft and check the run out of
the seal does not exceed 0.015 in.
(0.38 mm).
2. Remove the oil pump drive gear and
shaft.

9. Install the correct bearing liners in the

3. Check the camshaft end play as pre-
connecting rod and cap. If the journals
viously described in this Chapter. If the
are standard size select the correct
clearance exceeds the specified limit, see
bearing liners as for main bearings in
"Specifications" - Chapter 4, install a
Steps 1 and 2. Ensure the bearing liner
new thrust plate during re-assembly.
tangs locate in the slots of the rod and
cap.

4. Invert the engine on the stand and

10. Install the connecting rod bearing cap, as
previously detailed in this Chapter, with
the number on the cap on the same side
as the number on the rod. Install new
nuts and tighten to the specified torque,
see "Specifications" - Chapter 4.
remove the oil pan sump if the camshaft
bearings and/or the tappets are to be
removed.
5. Withdraw the bolt and flat washer and
remove the camshaft gear.

46
----------------------•CHAPTER2----------------------•
Figure 68
Camshaft Rear Cover Plate Removal
1. Rear Cover Plate
2. Sealant
3. Hydraulic Pump Drive Gear
4. Punch
6. Withdraw the bolts and lockwashers and
remove the camshaft thrust plate.
7. For engines without a gear on the rear
end of the camshaft, the camshaft can be
withdrawn from the front of the engine. If
the camshaft is equipped with a gear, the
flywheel and rear cover plate must be
removed and the camshaft rear cover
driven out with a punch, Figure 68.
Remove the key and spacer from the front
of the camshaft and carefully withdraw
the camshaft from the rear of the engine.
8. Lift out the tappets and place in a
numbered rack to facilitate re-assembly.
INSPECTION AND REPAIR
1. Inspect the camshaft journals and lobes
for damage, pitting or heat discolour-
ation. If any of these conditions exist,
install a new camshaft.
47
Figure 69
Camshaft Bearing Removal and Installation
1. Bearing
2. Oil. Hole
3. Tool No. FT 6203 or 1255
4. Tool No. N 6261-A or 1443
2. Inspect the oil pump drive gear on the
camshaft for broken or worn teeth. Check
the mating gear on the oil pump drive
shaft. If any damage is apparent, install a
new camshaft and/or oil pump drive
gear.
3. Check each tappet for signs of chipping
or other damage. Measure the diameter
and renew tappets if worn beyond the
limits specified see "Specifications" -
Chapter 4.
4. Measure the diameter and out-of-round
of the bearing journals. If the journals
exceed the specified limits, see
"Specifications" - Chapter 4, install a
new camshaft.
------------------PART1-ENGINESYSTEMS------------------

Camshaft Bearings NOTE: A positive alignment check can only

1. Inspect the camshaft bearings for pitting
or scoring. Measure the clearance
between the internal diameter of the
bearings and the outside diameter of the
respective camshaft journals.
be made with the crankshaft removed, when
a 0.18 in. (4.6 mm) diameter rod may be
passed down the oil passage from the
crankshaft main bearing. The liner is correctly
positioned when the end of the rod passes
through the oil hole in the liner.

If the clearance exceeds the specified

limit, see "Specifications" - Chapter 4,
remove and install new bearings, using
Remover/Replacer Tool No. FT 6203 or
INSTALLATION
1255 and Handle, Tool No. N 6261-A or
1. Installation of the camshaft follows the
1443, Figure 68.
removal procedure in reverse. On
installation observe the following
requirements:

2. Camshaft Bearing Removal:

• Apply petroleum jelly to each tappet

foot and coat the tappet body with oil.
Install the tappets in the bores from
which they were removed.
• Position Tool No. FT 6203 or 1255
against the camshaft bearing to be
removed and attach Tool No.
N 6261 -A or 1443, Figure 69.
• Oil the camshaft journals and apply
petroleum jelly to the cam lobes
before carefully installing the
camshaft into the engine.

• Drive the camshaft bearing from the

bearing bore.

• Install the spacer and a new key on the

front of the camshaft.

3. Camshaft Bearing Installation:

• Align the camshaft drive gear timing

• Align the oil holes of the new
camshaft bearing with the oil holes in
the engine block then drive the new
bearing into place using Tool No.
FT 6203 or 1255 and Handle, Tool
No. N 6261 -A or 1443.
mark and re-check the camshaft end-
play.
• Apply sealant ESE-M2G-114A to the
sealing flange of a new camshaft
cover plate when installing.

48
 PART 1
ENGINE SYSTEMS
Chapter 3
COOLING SYSTEM
Section
A. COOLING SYSTEM- 3-CYLINDER ENGINE DESCRIPTION AND
OPERATION
B. COOLING SYSTEM- 4-CYLINDER ENGINE DESCRIPTION AND
OPERATION
C. COOLING SYSTEM- OVERHAUL
A. COOLING SYSTEM- 3-CYLINDER ENGINE DESCRIPTION AND OPERATION
The 3-cylinder engine cooling system is of
the recirculating by-pass type with full
length waterjackets for each cylinder. The
coolant is drawn from the bottom tank of the
radiator by the water pump which passes the
coolant to the cylinder block. The coolant
flows through cored passages to cool the
cylinder walls. Passages in the head gasket
allow coolant to flow from the cylinder block
into the cylinder head. Cored passages
conduct the coolant to fuel injector nozzle
locations before reaching the thermostat.
The thermostat is located in the front of the
cylinder head. When the thermostat is
closed, a recirculating by-pass is provided to
allow a percentage of the coolant to
recirculate from the head to the block to
effect a faster warm-up.
Cooling occurs as the coolant passes down
through the radiator cores which are exposed
to air sucked through the radiator by the fan.
1
Page
1
2
3
The purpose of the thermostat is to maintain
sufficiently high operating temperature to
provide a maximum combustion and engine
efficiency.
A faulty thermostat may cause the engine to
operate at too hot or too cold an operating
temperature resulting in improper engine
performance.
NOTE: Do not operate an engine without a
thermostat. Do not use pure water only in the
cooling systems. Ford New Holland
recommends that a solution of 50% clean
water and 50% antifreeze, no matter what
degree of freeze protection is required be
premixed with 5% inhibitor.
The cooling system incorporates a drain cock
on the right-hand side of the cylinder block
and at the lower left-hand side of the
radiator.
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -
B. COOLING SYSTEM- 4-CYLINDER ENGINE DESCRIPTION AND OPERATION
Figure 1
Water Pump and Thermostat Housing
1. By-Pass Hose
2. Water Pump By-Pass Inlet
3. Water Pump Pulley
4. Thermostat Housing
The 4cylinder engine cooling system is of the
full flow by-pass type with full length water
jackets for each cylinder. The coolant is
drawn from the bottom tank of the radiator by
the water pump which passes the coolant to
the cylinder block. The coolant flows
through cored passages to cool the cylinder
walls. Passages in the head gasket allow
coolant to flow from the cylinder block into
the cylinder head. Cored passages conduct
the coolant to ful injector nozzle locations
before reaching the thermostat.
The thermostat housing is situated above the
rubber by-pass hose, Figure 1. When the
thermostat is closed, a full flow by-pass is
provided to allow the coolant to recirculate
from the head, via an enternal rubber hose, to
the water pump and back to the block to
effect a controlled engine warm-up.
T~is system, in effect, will reduce any
tendency for cylinder head distortion and
consequent cylinder head gasket leaks.
2
Cooling occurs as the coolant passes down
through the radiator cores which are exposed
to air sucked through the radiator by the fan.
The purpose of the thermostat is to maintain
sufficiently high operating temperature to
provide a maximum combustion and engine
efficiency.
A faulty thermostat may cause the engine to
operte at too hot or too cold an operating
temperature resulting in improper engine
performance.
NOTE: Do not operate an engine without a
thermostat. Do not use pure water only in the
cooling systems. Ford New Holland
recommends that a solution of 50% clean
water and 50% antifreeze, no matter what
degree of freeze protection is required be
premixed with 5% inhibitor.
The Ford 655C and units with a turbocharger
have an engine oil cooler {heat exchanger) in
the bottom tank of the radiator to effect
engine oil cooling.
The cooling system incorporates a drain cock
on the right-hand side of the cylinder block
and at the lower left-hand side of the
radiator.
-----------•CHAPTER 3-----------·
C. COOLING SYSTEM- OVERHAUL

Figure 2 Figure 3
Hydraulic Reservoir and Hoses Radiator Upper Support Bracket

1. Reservoir 3. Oil Cooler 1. Support Bracket

2. Outlet Hose 4. Return Line

RADIATOR 6. Remove the oil cooler to radiator shell

retaining bolts and pivot the cooler
REMOVAL forward to gain access to the hydraulic
reservoir hoses, Figure 2.
1. Remove the right and left hand engine
side panels.

7. Disconnect the oil return line from the

2. Remove·the vertical exhaust pipe and air
cooler, Figure 2, at the reservoir.
intake cap assembly.

3. Remove the engine hood assembly and

fan belt pulley guard, where fitted. 8. Disconnect the oil outlet hose from the
hydraulic reservoir, Figure 2.

4. Open the drain cocks and drain the

coolant. If the engine is hot carefully
unscrew the radiator cap to speed up
9. Remove the radiator upper support
draining.
bracket, Figure 3.

5. Drain the hydraulic oil by removing the

hydraulic filter and depressing the anti-
syphon valve, see Part 7, 'Hydraulic 10. Disconnect the horn wiring at the front of
Systems, Controls and Frame'. the main wiring harness.

3
------------------PART1-ENGINESYSTEMs------------------

16. Remove the radiator and fan shroud as an

assembly.

INSPECTION AND REPAIR

1. Inspect the fins for damage and ensure

they are free from obstruction.

2. Check the radiator for leaks and, if the

Figure 4 lower tank has an engine oil heat
Radiator Hoses Removal exchanger tube installed, check the tube
for leaks. If the lower tank or heat
1. Top Hose
2. Drive Belt
exchanger tubes leak, install a new lower
3. Engine Oil Cooler Tube tank.
4. Fan Shroud
5. Radiator

11. Disconnect the radiator and hydraulic

filler flap release cable and knob at the
intake manifold and secure to the radiator INSTALLATION
.. shell assembly.
1. Installation of the radiator follows the
removal procedures in reverse. On
installation observe the following
12. Support the radiator shell with the oil requirements:
reservoir tank and reave the lower
radiator shell base retaining bolts.

• Tighten all bolts and clips to the specified

torque see "Specifications" - Chapter 4.
13. Remove the radiator shell and reservoir as
a unit.

• Ensure the correct grade and quantity of

water, antifreeze and chemical inhibitor is
14. Remove the upper and lower radiator added to the cooling system, see the
hoses. relevant Operator's manual for details.

15. Disconnect the two engine cooler oil • Start and run the engine for several
lines at the radiator lower coolant tank, minutes and check all connections for
where fitted. leaks.

4
----------------------•CHAPTERJ----------------------•

Figure 5 Figure 6
Coolant Outlet and Thermostat Removal Thermostat Removal 4 Cylinder Engine
3 Cylinder Engine
1. Thermostat
1. Cylinder Head 2. By-Pass Hose
2. Gasket 3. Thermostat Housing
3. Thermostat 4. Coolant Outlet Connection
4. Coolant Outlet Connection

THERMOSTAT INSPECTION AND REPAIR

REMOVAL 1. Place the thermostat in a container of water

,and heat the water. If the thermostat valve
1. Drain the cooling system to below the does not open at or near the specified
level of the coolant outlet connection. temperature, or fails to close, install a new
thermostat. For opening temperature, see
'Specifications' - Chapter 4.

2. Remove the coolant outlet connection

retaining bolts and slide the connection
with the hose attached to one side.

3. Remove the thermostat and gasket,

Figure 5 for 3 cylinder engines, Figure 6 Figure 7
for 4 cylinder engines. Checking Thermostat Opening Temperature

5
------------------PART1-ENGINESYSTEMs------------------

Figure 8 Figure 9
Water Pump Pulley Removal Water Pump Shaft and Bearing Assembly Removal

1. Pulley 1. Adaptor 4. Support

2. Pulley Tool No. 1001 or 9196 2. Shaft and Bearing 5. Front Housing
3. Sleeve Assembly 6. Press
4. Pump Covers 3. Impeller

INSTALLATION 2. Remove the radiator as detailed pre-

1 . Installation of the thermostat follows the
removal procedure in reverse. On
installation observe the following
requirements:
• Coat a new coolant outlet connection
gasket with sealer and position on the
cylinder head or manifold prior to
installing the thermostat.
viously in this Chapter.
3. Remove the alternator drive belt.
4. Ford 555C and 655C disconnect the
by-pass hose at the outlet connection.
5. Withdraw the four bolts which pass
through the water pump into the block
and remove the pump.

• Coat the edge of the thermostat with

grease and install with the heat
element located in the cylinder head
or thermostat housing.
DISASSEMBLY
1. Withdraw the attaching bolts and remove
the fan from the pump pulley.

2. Use Puller Tool No. 1 001 or 9196 and a

sleeve slightly smaller in diameter than
WATER PUMP the pulley shaft to remove the pump
pulley, Figure 8.
REMOVAL
3. Remove the retaining bolts then separate
1. Drain the cooling system. the pump covers and discard the gasket.

6
-----------•CHAPTER 3-----------•

Figure 10 Figure 11
Water Pump Components Water Pump· Shaft and Bearing Assembly Installation

1. Pulley 4. Rear Cover 1. Sleeve 3. Front Cover

2. Front Cover 5. Impeller 2. Shaft and Bearing 4. Press
3. Seal Assembly 6. Bearing Shaft Assembly
Assembly

4. Using a press and an adaptor with a RE-ASSEMBLY

diameter slightly smaller than the bearing
shaft, press the bearing assembly out of
the pump housing. Figure 9. Discard the
bearing.
5. Use a suitable sleeve and press the seal
assembly out of the impeller side of the
pump housing. Discard the seal
assembly.
1. Use a sleeve, which passes over the shaft
and rests on the outside diameter of the
bearing, to press the bearing and shaft
assembly into the housing until the
bearing is flush with the face of the
housing, Figure 11. Use a straight edge
to check the final position.

2. Turn the pump housing over and position

in a press with the seal bore facing
upwards.
INSPECTION AND REPAIR

1. Check the impeller for worn or damaged

vanes. Install a new impeller if the vanes
are damaged.

3. Coat the outer diameter of the seal flange

2. Check both parts of the pump housing with a thin application of thread sealer
for cracks or signs of leakage. Renew any and position the seal assembly over the
defective parts. shaft in the centre bore of the housing.

~7
---------PART1-ENGINE S Y S T E M s - - - - - - - - -

Figure 12 Figure 14
Water Pump Seal Assembly Installed Water Pump Pulley Installation

1. Press A. 2.48 in. (63 mm)

2. Seal 1. Sleeve
3. Spring 2. Front Cover
4. Seal Retainer 3. Pulley
5. Tool No. FT6209 or 4672 4. Press
6. Front Cover

4. Place Tool No. FT6209 or 4672 over the

shaft and onto the seal assembly. Press
the seal into the bore until the flange is
flush with the top of the housing, Figure
12.

5. Support the shaft on a block of wood and

use a length of pipe of suitable internal
diameter to press the impeller onto the
shaft and flush with the rear face of the
housing. Check the final position with a
straight edge, Figure 13.

6. Support the shaft on a block of wood and

Figure 13 press the pulley onto the shaft, to the
Water Pump Impeller Installation dimension shown in Figure 14. This
1. Press
dimension is from the rear face of the
2. Front Cover front cover to the centre of the pulley
3. Impeller V -groove. After installation, ensure the
4. Straight Edge pulley runs true on the shaft.

8
----------------------CHAPTER3----------------------•
7. Install a new gasket and assemble the
front and rear halves of the pump
together and tighten the bolts to the
specified torque, see 'Specifications' -
Chapter 4.
8. Install the fan on the pulley and tighten
the bolts to the specified torque, see
'Specifications' - Chapter 4.
9
INSTALLATION
1. Installation of the water pump fqllows
the removal procedure in reverse. On
installation observe the following
requirements.:
• Install a new pump gasket.
• Adjust the alternator drive belt
tension, see PART 3, 'Electrical
Systems'.
• After installation ofthe radiator, fill the
cooling system and run the engine to
check for leaks.
 PART 1
ENGIN.E SYSTEMS
Chapter 4
TROUBLE SHOOTING, SPECIFICATION AND SPECIAL
TOOLS

Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 6
C. SPECIAL TOOLS 17

A. TROUBLE SHOOTING

IMPORTANT: When effecting a repair the The following table lists problems and their
cause of the problem must be investigated possible causes with recommended remedial
and corrected to avoid repeat failures. action.

PROBLEM POSSIBLE CAUSES REMEDY

Engine does not 1. Clogged air cleaner 1. Clean or renew element

develop full
power- 2. Fuel line obstructed 2. Clean

3. Faulty injectors 3. Clean and reset

4. Incorrect valve lash 4. Check and reset

adjustment

5. Burnt, worn or sticking 5. Renew valves and/or guides

valves

6. Blown head gasket 6. Check head flatness and fit

new gasket

7. Incorrect fuel delivery 7. Check injectors and pump

8. Low cylinder compression 8. Renew piston rings or re-

bore/re-sleeve as necessary

1
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

PROBLEM POSSIBLE CAUSES REMEDY

Engine Knocks 1. Diluted or thin oil 1. Drain and refill with
specified oil and renew
filter. Ascertain cause of
dilution

2. Insufficient oil supply 2. Check oil level and top up

as necessary. Overhaul or
renew pump as necessary
Check pump filter not
clogged

3. Low oil pressure 3. Overhaul pump or relief

valve as necessary

4. Excessive crankshaft end 4. Install new thrust bearing

play liner

5. Flywheel or ring gear 5. Skim flywheel or fit new

run-out excessive ring gear

6. Excessive connecting rod or 6. Install new bearing inserts

main bearing clearance and/or re-grind crankshaft

7. Bent or twisted connecting 7. Renew connecting rods

rods

8. Crankshaft journals out-of- 8. Re-grind crankshaft and fit

round undersize bearing inserts

9. Excessive piston-to-cylinder 9. Re-bore/re-sleeve block and

bore clearance fit new pistons

10. Excessive piston ring 10. Fit new pistons and rings
clearance

11. Broken rings 11 . Fit new rings. Check bore/

pistons for damage

12. Excessive piston pin 12. Fit new piston pin and bush
clearance

13. Piston pin retainer loose or 13. Install new retainer. Check
missing bore/pistons for damage

14. Excessive camshaft end play 14. Install new thrust plate

15. Imperfections on timing 15. Renew timing gear

gear teeth

16. Excessive timing gear 16. Renew timing gear

backlash

2
------------------------CHAPTER4----------------------•

PROBLEM POSSIBLE CAUSES REMEDY

Engine overheats 1. Hose connection leaking or 1. Tighten hose connection.
collapsed Renew hose if damaged

2. Radiator cap defective or 2. Renew radiator cap

not sealing

3. Radiator leakage 3. Repair/renew radiator

4. Improper fan belt 4. Re-adjust fan belt

adjustment

5. Radiator fins restricted 5. Clean with compressed air

6. Faulty thermostat 6. Renew thermostat

7. Internal engine leakage 7. Check for source of leakage

Renew gasket or defective
parts

8. Water pump faulty 8. Overhaul water pump

9. Exhaust gas leakage into 9. Renew cylinder head gasket.

cooling system Check head for damage or
distortion

10. Coolant aeration 10. Tighten all connections and

check coolant level is
correct. Ensure cylinder
head gasket has not blown

11. Cylinder head gasket 11. Renew cylinder head gasket

improperly installed

12. Hot spot due to rust and 12. Reverse flush entire cooling
scale or clogged water system
jackets

13. Obstruction to radiator air 13. Remove the obstruction

flow

14. Extended engine idling 14. Do not allow engine to idle

for long periods

15. Oil cooler tube blocked 15. Clean

16. Radiator core tubes blocked 16. Check free flow

3
-------------------PART1-ENGINESYSTEMs-------------------

PROBLEM POSSIBLE CAUSES REMEDY

Low oil pressure 1. Engine oil level low 1. Top up, as necessary

2. Wrong grade of oil 2. Drain and refill with correct

grade of oil

3. Blocked oil pump sump 3. Clean pump screen

screen

4. Oil pressure relief valve 4. Fit new relief valve

faulty

5. Oil pump drive shaft worn 5. Renew drive shaft

6. Excessive oil pump rotor 6. Overhaul pump

and shaft assembly
clearance

7. Excessive main or 7. Install new bearing inserts

connecting rod bearing and/or re-grind crankshaft
clearances

Excessive oil 1. Engine oil level too high 1. Reduce oil level
consumption

2. External oil leaks from 2. Renew gaskets/seals, where

engine necessary. Check mating
surfaces for damage or
distortion

3. Worn valves, valve guides or 3. Renew

seals

4. Renew gasket. Check head 4. Renew gasket. Check head

for damage or distortion for damage or distortion

5. Oil loss past the pistons and 5. Renew rings and/or re-
rings bore/re-sleeve block as
necessary

6. Oil cooler leak (if fitted) 6. Repair/renew oil cooler

assembly

Engine tends to 1. Air cleaner dirty or restricted 1. Clean or renew element

keep firing after
fuel is shut off

2. Oil leak on compressor side 2. Overhaul turbocharger

of turbocharger where fitted

4
----------------------•CHAPTER4----------------------•

PROBLEM POSSIBLE CAUSES REMEDY

Oil pressure 1. Bulb burnt out 1. Renew bulb
warning light fails
to operate

2. Warning light pressure 2. Renew pressure switch

switch faulty

3. Warning light circuit faulty 3. Check and renew wiring

Excessive exhaust 1. Oil leak on compressor or 1. Overhaul turbocharger

smoke turbine side of turbocharger,
where fitted

2. Exhaust leak on exhaust 2. Fit new gasket

manifold side of
turbocharger, where fitted

3. Air cleaner dirty or restricted 3. Clean

4. Excessive fuel delivery 4. Overhaul injection pump/

injectors

VVatertemperature 1. Faulty temperature sender 1. Renew sender switch

gauge fails to reach switch
normal operating
temperature

2. Incorrect or faulty 2. Renew thermostat

thermostat

3. Faulty water temperature 3. Renew temperature gauge

gauge

5
. . . . . . . . . . . . . . . . . . . PART1-ENGINESYSTEMS . . . . . . . . . . . . . . . .. . .

B. SPECIFICATIONS

GENERAL SPECIFICATIONS

Ford
Ford Ford Ford 555C&655C
Model
455C 555C 655C Turbocharged

No. of Cylinders 3 4 4 4T
(T =Turbocharged)
Displacement: in• 201 256 268 256
em• 3294 4195 4393 4195
Bore: in 4.4 4.4 4.4 4.4
mm 111.8 111.8 111.8 111.8
Stroke: in 4.4 4.2 4.4 4.2
mm 111.8 106.7 111.8 106.7
Compression ratio 16.3:1 16.3:1 16.3:1 15.6:1
Firing Order 1-2-3 1-3-4-2 1-3-4-2- 1-3-4-2
Rated Engine Speed
2200 2200 2200 2200
rev/min)
Idle Speed (rev/min) 600- 600- 600- 700-
850 850 850 800
Maximum No Load 2350- 2350- 2350- 2350-
Speed (rev/min) 2400 2400 2400 2400

CYLINDER BLOCK

Taper of Cylinder Bore 0.001 in (0.025 mm) Repair limit

0.005 in (0.127 mm) Wear limit

Cylinder Bore Out-of-round 0.0015 in (0.03 mm) Repair limit

0.005 in (0.127 mm) Wear limit

Cylinder Bore Diameters 4.4007-4.4032 in (111.778-111.841 mm)

Rear Oil Seal Bore Diameter 5.542-5.546 in (140.77-140.87 mm)

Block to Head Surface Flatness 0.003 in (0.08 mm) in any 6 in (152 mm)
or 0.006 in (0.15 mm) overall limit

RETAINING COMPOUND

Cylinder Sleeve to Cylinder Block Ford Part No. ESW M2G 160A

CYLINDER HEAD

Valve Guide Bore Diameter 0.3728-0.3735 in (9.469-9.487 mm)

Head to Block Surface Flatness 0.003 in (0.08 mm) in any 6 in (152 mm)
or 0.006 in (0.15 mm) overall limit.

6
------------------------CHAPTER4----------------------•

EXHAUST VALVES

Face Angle 44.15'-44.30' Relative to Head of Valve

Stem Diameter Std: 0.3701-0.3708 (9.401-9.418 mm)
0.003 in. (0.076 mm) Oversize: 0.3731-
0.3738 in. (9.477-9.495 mm)
0.015 in. (0.38 mm) Oversize: 0.3851-
0.3858 (9.781-9.799 mm)
0.030 in. (0.76 mm) Oversize 0.4001-
0.4008 in. (10.163-10.180 mm)

Head Diameter
Ford 455C and 555C 1.495-1.505 in. (37.97-38.23 mm)
Ford 655C 1 .505-1.515 in. (38.23-38.48 mm)
Stem-to-Guide Clear::mce 0.0020-0.0037 in. (0.051 -0.094 mm)
Lash Clearance (Cold) 0.017-0.021 in. (0.43-0.53 mm)

INTAKE VALVES

Face Angle 44.15'~4.30' Relative to Head of Valve

Ford 455C 29.15'-29.30' Relative to Head of Valve
Ford 555C and 655C Std: 0.3711-0.3718 in. (9.426-9.444 mm)
Stem Diameter 0.003 in. (0.076 mm) Oversize: 0.3741-
0.3748 in. (9.502-9.520 mm)
0.015 in. (0.381 mm) Oversize: 0.3861-
0.3868 in. (9.807-9.825 mm)
0.030 in. (0.762 mm) Oversize: 0.4011-
0.4018 in. (1 0.188-1 0.206 mm)

Head Diameter

Ford 455C 1.800-1.810 in (45.72~5.97 mm)

Ford 555C and 655C 1.832-1.842 in (46.48-46.77 mm)
Stem-to-Guide Clearance 0.001 0-0.0027 in. (0.025-0.069 mm)
Lash Clearance (Cold 0.014-0.018 in. (0.36-0.46 mm)

VALVE SPRINGS

Number per Valve 1

Free Length 2.15 in. (54.6 mm)
Load at 1.74 in. Length (44.20 mm) 61.69 lb (27.7-31.3 Kg)
Load at 1.32 in. Length (33.53 mm) 125-139 lb (57.8-63.1 Kg)

VALVE TIMING Ford 555C

Ford 455C and655C
Intake Opening 14° 12° Before Top Dead Centre
Intake Closing 38° 38° After Bottom Dead Centre
Exhaust Opening 41° 54° Before Bottom Dead Centre
Exhaust Closing 110 12° After Top Dead Centre

7
. . . . . . . . . . . . . . . . . . . PART1-ENGINESYSTEMS . . . . . . . . . . . . . . . .. . .

VALVE INSERTS

Exhaust Valve Insert Intake Valve Seat Insert

Insert Oversize Counterbore Diameter
in Cylinder Head
0.01 0 in (0.254 mm) 1.607-1 .608 in
(40.82-40.84 mm)
0.020 in (0.508 mm) 1 .617-1 .618 in
(41.07-41.1 0 mm)
0.030 in (0.762 mm) 1.627-1 .628 in
(41.33-41.36 mm)
Counterbore Diameter
in Cylinder Head
1 .907-1 .908 in
(43.44-43.46 mm)
1.917-1.918 in
(43.69-43.72 mm)
1.927-1.928 in.
(43.95-43.97 mm)

VALVE SEATS

Exhaust Valve Seat Angle 45.00'-45.30'

Intake Valve Seat Angle-

Ford 455C 45.00'-45.30'
Ford 555C and 655C 3o·oo·-3o·3o'

Interference Angle Valve Face to Valve

Seat o·3o'-1 ·15'

Seat Run Out 0.0015 in (0.038 mm) Total Indicator

Reading Max.

Seat Width
Exhaust 0.084-0.1 06 in. (2.13-2.69 mm)
Intake 0.080-0.1 02 in. (2.03-2.59 mm)

CAMSHAFT DRIVE GEAR

Number of Teeth 47

End Play 0.001-0.011 in (0.25-0.28 mm)

Bushing Inside Diameter 2.005-2.0015 in (50.813 -50.838 mm)

Adaptor Outside Diameter 1.9985-1.9990 in (50.762-50.775 mm)

Backlash with Crankshaft Gear 0.001-0.009 (0.025-0.23 mm)

Backlash with Camshaft Gear 0.001-0.009 in (0.025-0.23 mm)

Backlash with Fuel Injection Pump Drive 0.001-0.012 in (0.025-0.30 mm)

CAMSHAFT GEAR

Number of Teeth 52

Timing Gear Backlash 0.003-0.008 in (0.08-0.20 mm)

8
----------------------CHAPTER4. . . . . . . . . . . . . . . . . . . . . ..

ROCKER ARM SHAFT

Shaft Diameter 1.000-1.001 in (25.40-25.43 mm)

Support Diameter (Internal diameter) 1.002-1.004 in (25.45-25.20 mm)

ROCKER ARM

Inside Diameter 1.003-1.004 in (25.48 - 25.50 mm)

TAPPETS

Clearance to Bore 0.0006-0.0021 in (0.015-0.053 mm)

Tappet Diameter 0.9889-0.9894 in (25.118-25.130 mm)

Tappet Bore Diameter 0.9900-0.991 0 in (25.15-25.17 mm)

CAMSHAFT

Bearing Journal Diameter 2.3895-2.3905 in (60.696-60.719 mm)

Bearing Clearance 0.001 0-0.0030 in (0.025-0.076 mm)

End Play 0.001 0-0.0070 in (0.025-0.18 mm)

CONNECTING RODS

Small End Bushing (Internal Diameter)

Normally Aspirated 1.5003-1.5006 in (38.1 08-38.115 mm)

Turbocharged 1.6253-1.6256 in (41.283-41.290 mm)

Clearance Bushing-to- Piston- Pin 0.0005-0.0007 in (0.013-0.018 mm)

Side Float 0.0070-0.0130 in (0.18-0.33 mm)

Maximum Twist 0.0120 in (0.30 mm)

Maximum Bend 0.0040 in (0.1 0 mm)

PISTON PIN

Outside Diameter
Normally Aspirated Engine 1.4997-1.5000 in (38.092-38.1 00 mm)

Turbocharged Engine 1.6247-1 . 6250 in ( 41 .267-41.275 mm)

9
------------------PART1-ENGINESYSTEMs------------------

PISTONS
Skirt-to-Cylinder Clearance
Ford 555C 0.0075-0.0085 in. (0.191-0.216 mm)

Ford 455C and 655C 0.0080-0.0090 in. (0.203-0.229 mm)

Taper (Out-of-Round) 0.0025-0.0050 in. (0.063-0.127 mm)

Grading Diameter (at Right Angles to

Piston Pin)

Ford 555C 4.1927-4.1952 in. (106.4Q--106.56 mm)

Ford 455C and 655C 4.3922-4.3927 in. (111.56--111.62 mm)

in increments of 0.0005 in. (0.0127 mm)

Piston Pin Clearance 0.0003-0.0005 in. (0.0076--0.0127 mm)

at 70°F (21°C)
Piston Crown to Block Face
Normally Aspirated Engine 0.011.0.023 in. (0.28-0.58 mm) above
Turbocharged Engine Q--0.012 in. (Q--0.3 mm) above

PISTON RINGS
Oil Control:
Number and Location 1-Directly above Piston Pin

Type Slotted with Expander

Gap Width 0.015-0.038 in. (0.38-0.97 mm)

Side Clearance 0.0024-0.0041 in. (0.061-0.1 04 mm)

Compression:
Number and Location 1-Top and 2-lntermediate above Piston Pin

Type - Normally Aspirated Engine

Top Parallel Sides- Inner Chamfer or No Chamfer

Intermediate (2nd Compression) Straight Face- Inner Step

Intermediate (3rd Compression) Straight Face- Inner Step or Chamfer

-Turbocharged Engine
Top Keystone Tapered

Intermediate (2nd Compression) Straight Face- Inner Step

Intermediate (3rd Compression) Straight Face- Outer Step

10
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER4----------------------•

PISTON RINGS (Cont'd)

Side Clearance

Top Compression 0.0044-0.0061 in. (0.112-0.115 mm)

2nd Compression 0.0039-0.0056 in. (0.099-0.142 mm)

3rd Compression 0.0039-0.0056 in. (0.099-0.142 mm)

Gap Width

Top 0.015-0.030 in. (0.38-0.76 mm)

Intermediate 0.013-0.028 in. (0.33-0.71 mm)

CRANKSHAFT

Main Journal Diameter- Blue 3.3713-3.3718 in (85.631-85.644 mm)

-Red 3.3718-3.3723 in. (85.644-85.656 mm)

Main Journal Length 1.455-1.465 in (36.96-37.21 mm)

Main Journal Wear Limits 0.005 in (0.127 mm) Maxmimum

Main and Crankpin Fillet Radius 0.12-0.14 (3.048-3.556 mm)

Thrust Bearing Journal Length 1.459-1.461 in (37.06-37.11 mm)

Intermediate Bearing Journal Length 1.455-1.465 in (36.96-37.21 mm)

Rear Bearing Journal Length 1.495-1.515 in (37.97-38.48 mm)

Crackpin Journal Length 1.678-1.682 in (42.62-42.72 mm)

Crackpin Diameter- Blue 2.749-2.7500 in (69.840-69.850 mm)

-Red 2.7500-2.7504 in (69.850-69.860 mm)

End Play 0.004-0.008 in (0.1 0-0.20 mm)

Crankpin Out-of- Round 0.0002 in (0.005 mm) total Indicator

Reading

Taper-surface Parallel to Centre Line

of Main Journal 0.0002 in (0.005 mm)

Crankshaft Rear Oil Seal Journal Diameter 4.808-4.814 in (122.12-122.28 mm)

Crankshaft Pulley Journal Diameter 1.750-1.751 in (44.45-44.48 mm)

Crankshaft Timing Gear Journal Diameter 1.820-1.821 in (46.23-46.25 mm)

Crankshaft Flange Runout 0.0015 in (0.038 mm) Max

11
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

CRANKSHAFT DRIVE GEAR

Number of Teeth 26

MAIN BEARING

Liner Length (except thrust liner} 1.10--1.11 in (27.94-28.19 mm}

Liner Length (thrust liner} 1.453-1 ,455 in (39.91-36.96 mm}

Liner Identification

Identifying Colour Material Wall Thickness Specified

Mark Code Clearance
PV or G Red Copper Lead 0.1245-0.1250 in 0.0022-0.0045 in
(3.162-3.175 mm} (0.056-0.114 mm}
PVor G Blue Copper Lead 0.1249-0.1254 in 0.0022-0.0045 in
(3.172-3.185 mm} (0.056-0.114 mm}
G and AL Red Aluminium Tin 0.1245-0.1250 in 0.0022~.0045 in
Alloy (3.162-3.175 mm} (0.056-0.114 mm}
G and AL Blue Alluminium Tin 0.1249-0.1254 in 0.0022-0.0045 in
Alloy (3.172-3.185 mm} (0.056-0.114 mm}

CRANKPIN BEARINGS

Liner Length 1.40--1.41 in (35.56-35.81 mm}

Liner Identification

Identifying Colour Material Wall Thickness Specified

Mark Code Clearance
PVor G Red Copper Lead 0.0943-0.0948 in 0.0017-0.0038 in
(2.395-2.408 mm} (0.043-0.096 mm}
PVor G Blue Copper Lead 0.0947-0.0952 in 0.0017-0.0038 in
(2.405-2.418 mm} (0.043-0.096 mm}
G and AL Red Aluminium Tin 0.0941-0.0946 in 0.0021-0.0042 in
Alloy (2.390--2.403 mm} (0.053-0.107 mm}
G and AL Blue Alluminium Tin 0.0945-0.0950 in 0.0021-0.0042 in
Alloy (2.400--2.413 mm} (0.053-0.107 mm}

12
------------------------CHAPTER4------------------------

CRANKSHAFT RE-GRINDING

When re-grinding a crankshaft, the main and crankpin journal diameters should be reduced the
same amount as the undersize bearings used. The following dimensions apply. The rear end of
the crankshaft should be located on the 60. chamfer of the pilot bearing bore.

Undersize Bearing Available Main Journal Diameters

0.002 in (0.051 mm) 3.3693-3.3698 in (85.580-85.593 mm)

0.01 0 in (0.254 mm) 3.3618-3.3623 in (85.390-85.402 mm)

0.020 in (0.508 mm) 3.3518-3.3523 in (85.136-85.148 mm)

0.030 in (0.762 mm) 3.3418-3.3423 in (84.882-84.894 mm)

0.040 in (1 .016 mm) 3.3318-3.3323 in (84.628-84.640 mm)

Crankpin Journal Diameters

0.002 in (0.051 mm) 2.7476-2.7480 in (69.789-69.799 mm)

0.01 0 in (0.254 mm) 2.7400-2.7404 in (69.956-69.606 mm)

0.020 in (0.508 mm) 2.7300-2.7304 in (69.342-69.352 mm)

0.030 in (0.762 mm) 2.7200-2.7204 in (69.088-69.098 mm)

0.040 in (1.016 mm) 2.7100-2.7104 in (68.834-68.844 mm)

CRANKSHAFT BALANCER- FORD 555C and 655C

Gear Backlash 0.002-0.01 0 in (0.05-0.25 mm)

Shaft-to- Bushing Clearance 0.0002-0.008 in (0.005-0.020 mm)

Shaft Diameter 0.9895-1.000 in (25.133-25.400 mm)

Backlash between Balancer and

Crankshaft Gear 0.002-0.008 in (0.05-0.20 mm)

End Float, Balancer Gear to-Support 0.008-0.020 in (0.20-0.51 mm)

FLYWHEEL

Runout of Clutch Face (Between Outer

Edge of Friction Surface and Mounting

Bolt Holes) 0.005 in (0.127 mm)

Ring Gear Runout 0.025 in (0.64 mm)

13
------------------PART1-ENGINESYSTEMs------------------

OIL PUMP

Rotor Clearance 0.001-0.006 in (0.025-0.15 mm)

Rotor-to-Pump Housing Clearance 0.006-0.011 in (0.15-0.28 mm)
Rotor End Play 0.001 -0.0035 in (0.025-0.089 mm)
Relief Valve Pressure 60-70 lbf/in 2 ( 4.1 -4.8 bar)
(4.2-4.9 kg/cm 2 ) at 2000 rev/min
Relief Valve Spring Tension 1.07 in (27.2 mm) under 10.7-11.9 lb
(4.85-5.4 kg) load

Temperature Oil Viscosity and Type API Engine Oil & Filter
Classification Change Period (hours)
Ford 455C, Ford 555C
555C, 655C 655C
Turbocharged
Below -'-12·c Low Ash, SAE 5W cc 150 75
(1 o·F) Supplement 1 or Low Ash
SAE 5W/20 Supplement 1 cc 150 75
or SAE 1OW-30 CD 150 75
-12·c to 4•c Low Ash, SAE 1OW CD 300 150
(1 o·F to 40.F) Series 3 or SAE 1OW-30 CD 300 150
o·c to 32·c Low Ash, SAE 20 CD 300 150
(32.F to so·F) Series 3 or SAE 1OW-30 CD 300 150
Above 24•c Low Ash, SAE 30 CD 300 150
(75.F) Series 3

NOTE: When using diesel fuel with a sulphur content below 1.0% Series 3 diesel engine oil with an A.P.I.
classification of CC may be used instead of CD oil, but the oil and filter change interval must be reduced to
150 hours.

When using diesel fuel with sulphur content between 1% and 1.3% use only oils listed above but reduce the
oil and filter change period to every 50 hours.

ENGINE OIL CAPACITIES (Less Oil Filter)

Model Imp. pts. U.S. pts. Lit res
Ford 455C 10 12 5.65
Ford 555C and 655C 13.2 16 7.6

ENGINE OIL CAPACITIES (With Oil Filter)

Model Imp. pts. U.S. pts. Lit res
Ford 455C 11.7 14 6.6
Ford 555C and 655C 15 18 8.5

14
----------------------•CHAPTER4----------------------•

THERMOSTAT

Opening Temperature 168.F (76.C)

WATER PUMP

Type Centrifugal
Drive V-Belt
Deflection 0.5-0.75 in (12-19 mm) Midway between
pulleys.

COOLING SYSTEM CAPACITIES

Model Imp. pts. U.S. pts. Lit res
Ford 455C 18.3 22.0 10.4

Ford 555C and 655C 26,75 32.1 15.2

The following general nut and bolt installation torque requirements {lubricated) apply to any
operation not previously listed.

TORQUE VALUES lb ft Nm Kgm

INCH SERIES
1 /4-20 8 11 1.1
1 /4-28 8 11 1.1
5 /,.-18 14 19 1.9
5 /,.-24 17 23 2.3

3 /a-16 23 31 3.2
3 /a-24 33 45 4.6
7 /,.-14 48 65 6.6
7 /,s-20 55 75 7.6

1 /2-13 65 88 8.9
1 /2-20 75 102 10.4

9 /,.-18 90 122 12.4

5 /a-18 138 187 19

15
- - - - - - - - - P A R T 1-ENGINE S Y S T E M s - - - - - - - - -

TORQUE VALUES lb ft Nm Kgf m

Main Bearing Bolts 145 197 20

Connecting Rod Nuts 80 109 11
Cylinder Head Bolts (with Engine Cold) 160 217 22
Intake Manifold-to-Cylinder Head 26 35 3.5
Exhaust Manifold-to-Cylinder head 28 38 3.9
Exhaust Pipe-to-Flange 23 31 3.2
Flywheel-to- Crankshaft 145 197 20
Oil Pan Drain Plug 30 41 4.2
Valve Rocker Cover Bolts 18 24 2.4
Crankshaft Pulley-to-Crankshaft 210 224 23
Self-Locking Screw- Valve Rocker Arm 18 24 2.4
Injector Attachment Bolts 17 23 2.3
Oil Pump to Block 36 49 5
Water Pump-to-Cylinder Block 48 35 3.6
Water Pump Cover-to- Pump 20 27 2.8
Water Pump- By- Pass Hose Clamps 18 24 2.4
Oil Pan-to-Cylinder Block (Cast) 28 38 3.9
Injector Line Nuts 18 24 2.4
Leak-off Tube Banjo Fitting Bolts 8 11 1.1
Injection Pump-to-Front Adaptor Plate 18 24 2.4
Camshaft Drive Gear-to-Block 175 237 24
Front Adaptor Plate-to-Cylinder Block 14 19 1.9
Thermostat Housing Bolts 18 24 2.4
Camshaft Gear Bolt 43 58 5.9
Camshaft Gear Plate Bolts 28 38 3.9
Oil Filter Retaining Bolt 48 65 6.6
Oil Filter Mounting Bolt Insert 25 34 3.5
Starting Motor-to- Rear Adaptor Plate 23 31 3.2
Dynamic Balancer - Cylinder Block 65 88 9
Injection Pump-to-Gear Bolts (3 cyl.) 22 30 3.1
Injection Pump-to-Gear Nut (4 cyl.) 38 51 5.2
Oil Pressure Switch Assembly 23 31 3.2
Turbocharger-to- Exhaust Manifold 33 44 4.5
Fan to Pulley Bolts 21 27 2.8
Crankshaft Rear Oil Seal Retainer -
Initial Tightening 8 11 1.1
Final Tightening 15 20 2

16
. . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER4 . . . . . . . . . . . . . . . . . . . . . .. . .

'
C. SPECIAL TOOLS

(Prior Tool Numbers, where applicable, shown in brackets)

v~L. CHURCHILL
DESCRIPTION TOOL NO. NUDAY TOOL NO.
Adjustable Bridge Puller 518 9539 (518)
Shaft Protectors 625-A 9212 (625-A)
Step Plate Adaptors 630-S 921 0 (630-S)
Bushing Kit 818 9514 (818)
Crankshaft Gear - Remover CPT 6040-B
2134 (SW501)
Replacer CT 6069-A
Replacer Adaptor/Insert CT 6069-A 1237 (SW.501 -1)
Valve Guide Reamer Kit FT.6202 (SW.502) 2136 (SW.502)
Camshaft Bearings- Remover/Installer FT.6203 1255 (SW.506)
Handle N6261-A 1442 (N6261-A)
Crankshaft Oil Seal Installer FT.6204 1301 (SW.520)
Water Pump Seal Replacer FT.6209 4672

17
 PART2
FUEL SYSTEMS

Chapter 1
FUEL SYSTEM- GENERAL
Section Page
A. FUEL SYSTEM- DESCRIPTION AND OPERATION 1
B. FUEL SYSTEM- ADJUSTMENTS DPA DISTRIBUTOR TYPE FUEL
INJECTION PUMP 6
C. FUEL SYSTEM- ADJUSTMENTS DPS DISTRIBUTOR TYPE FUEL
INJECTION PUMP 8
D. FUEL SYSTEM- FUEL TANKS, FILTERS AND FUf;L LINES OVERHAUL 11

Chapter 2
FUEL INJECTION PUMP- DPA DISTRIBUTOR TYPE
Section Page
A. FUEL INJECTION PUMP- DESCRIPTION AND OPERATION 1
B. FUEL INJECTION PUMP- OVERHAUL 4
C. FUEL INJECTION PUMP- ISO TEST CONDITIONS 21
D. FUEL INJECTION PUMP- TEST PROCEDURES 30

Chapter 3
FUEL INJECTION PUMP- DPS DISTRIBUTOR TYPE
Section Page
A. FUEL INJECTION PUMP- DESCRIPTION AND OPERATION 1
B. FUEL INJECTION PUMP- OV~RHAUL 17
c. FUEL INJECTION PUMP- ISO TEST CONDITIONS 47
D. FUEL INJECTION PUMP- TEST PROCEDURE 56

(i)
 Chapter 4
INJECTORS FORD 455C
Section Page
A. INJECTORS- DESCRIPTION AND OPERATION 1
B. INJECTORS- OVERHAUL 2

Chapter 5
INJECTORS FORD 555C and 655C
Section Page
A. INJECTORS- DESCRIPTION AND OPERATION 1
B. INJECTORS- OVERHAUL 2

Chapter 6
AIR CLEANERS
Section Page
A. DRY TYPE AIR CLEANER- DESCRIPTION AND OPERATION 1
B. DRY TYPE AIR CLEANER- OVERHAUL 2

Chapter 7
TURBOCHARGER
Section Page
A. TURBOCHARGER- DESCRIPTION AND OPERATION 1
B. TURBOCHARGER- OVERHAUL 3

(ii)
 Ct,apter 8
TROUBLE SHOOTING, SPECIFICATIONS,
TEST PLANS AND SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING- DIESEL ENGINES 1
B. TROUBLE SHOOTING- TURBOCHARGER 11
c. SPECIFICATIONS 15
D. SPECIAL TOOLS 19
E. TEST PLANS 21

(iii}
 PART2

FUEL SYSTEMS

Chapter 1
FUEL SYSTEM- GENERAL

Section Page
A. FUEL SYSTEM- DESCRIPTION AND OPERATION 1
B. FUEL SYSTEM- ADJUSTMENTS DPA DISTRIBUTOR TYPE FUEL 6
INJECTION PUMP
C. FUEL SYSTEM- ADJUSTMENTS DPS DISTRIBUTOR TYPE FUEL 8
INJECTION PUMP
D. FUEL SYSTEM- FUEL TANKS, FILTERS AND FUEL LINES OVERHAUL 11

A. FUEL SYSTEM- DESCRIPTION AND OPERATION

FUEL SYSTEM distributor type or DPS distributor type

The diesel fuel systems, Figures 1 and 2,
consist of a fuel tank, fuel filter/sediment
separator, fuel injection pump, fuel injectors
and inter-connecting fuel lines. A dry type air
cleaner removes dirt and contaminants from
the air intake.
The fuel injection pump is either of the DPA
dependent on model and engine size.
Ford 455C models are equipped with a DPA
distributor type fuel injection which is gravity
fed from the fuel tank to the fuel filter/
sediment separator. The fuel is then drawn
from the fuel injection pump inlet by means
of the vacuum created by the transfer pump
which forms an integral part of the fuel
injection pump.

1
-------------------PART2-FUELSYSTEMs------------------•

Figure 1 Figure 2
Fuel System Ford 455C Fuel System Ford 555C and 655C

1. Injector 1. Injector Leak-Off Line

2. Injector Leak-Off Line 2. Fuel Injection Pump Inlet
3. Return Line to Fuel Filter 3. Injector High Pressure Lines
4. Fuel Injection Pump Inlet 4. Fuel Filter/Sediment Separator
5. Fuel Filter/Sediment Separator 5. Fuel Filter Inlet
6. Fuel Filter Inlet 6. Fuel Tank Return Line
7. Fuel Tank Return Line 7. Hand Primer
8. Injector High Pressure Line 8. Inlet to Hand Primer

The transfer pump delivers fuel to the
injection pump to supply fuel at high pres-
sure to each injector and also provides extra
fuel which lubricates and cools the injection
pump. This extra fuel is re-circulated via a
fitting on the fuel injection pump governor
control housing to the return feed port of the
fuel filter /sediment separator.
The transfer pump delivers fuel to the
injection pump to supply fuel at high pres-
sure to each injector and also provides extra
fuel which lubricates and cools the injection
pump. This extra fuel is re-circulated via a
fitting on the fuel injection pump governor
control housing to the fuel tank by means of
the injector leak-off line.

Ford 555C and 655C models are equipped

with a DPS distributor type fuel injection
pump which is gravity fed from the fuef tank
to the sediment separator.· The fuel is then
drawn from the sediment separator to the
fuel injection pump inlet via the hand primer On all models the excess fuel that leaks past
and fuel filter by means of the vacuum the needle valve of the injectors is directed
created by the transfer pump which forms an back into the fuel tank at the filler neck by
integral part of the fuel injection pump. means of the injection leak-off line.

2
-------------------------cHAPTER1 _______________________..
Figure 3
Fuel Tank Assembly
1. Fuel Tank Sender
2. Injector Leak-Off Line
3. Fuel Filler
4. Retaining Strap and Bolt
MAIN FUEL TANK
Ford 455C, 555C and 655C models have a
moulded medium density polyethylene fuel
tank located above and to the rear of the
engine, Figure 3, secured with two wrap-
around straps to the transmission housing.
The tank is vented through the filler cap,
which may be lockable as an option and fuel
from the injectors is returned through the top
of the tank via the injector leak-off line
connector.
The fuel shut-off valve is an integral part of
the fuel outlet assembly which is located on
the front left-hand side of the tank, Figure 4.
A fine mesh filter screen is located within the
outlet assembly to provide initial filtering of
the fuel.
FUEL FILTER/SEDIMENT SEPARATOR
FORD 455C:
Positioned between the fuel tank and the fuel
injector pump inlet is the fuel filter/sediment
3
Figure 4
Fuel Shut-Off Valve
1. Shut-Off Valve
separator assembly, Figure 5. The assembly
consists of a cast head which is bolted to the
engine, a glass sediment separator and a filter
element with removable bowls.
The fuel is drawn from the fuel tank and
passes into the sediment separator side of the
head to be directed down and around the
edges of the sediment separator cone, the
larger particles of dirt and water (which are
heavier than fuel oil) are separated out and
sink to the collecting bowl.
The cleaned fuel then flows up the centre
tube ofthe unit through the head and into the
filter side of the head where it is directed
down through the filter paper into the base
chamber. The filtered fuel then flows up the
centre tube of the element to the filter head
outlet and on to the injection pump.
. . . . . . . . . . . . . . . . . . . . PART2-FUELSYSTEMS--------------------
Figure 5
Fuel Filter/Sediment Separator Ford 455C
1. Filter Retaining Bolt
2. Filter Element
3. Filter Bowl
4. Sediment Separator Bowl
5. Sediment Separator Retaining Bolt
FORD 555C and 655C:
Positioned between the fuel tank and the fuel
injection pump inlet is the fuel filter/
sediment separator and hand primer
assembly, Figure 6. The assembly consists of
a cast head which is bolted to the engine, a
glass sediment separator and a filter element
with removable bowls, and a hand primer
screwed into the cast head.
The fuel is drawn from the fuel tank and
passes into the sediment separator side of the
head to be directed down and around the
edges of the sediment separator cone, the
larger particles of dirt and water (which are
heavier than fuel oil) are separated out and
sink to the collecting bowl.
4
Figure 6
Fuel Filter/Sediment Separator Ford 555C and 655C
1. Filter Retaining Bolt
2. Filter Element
3. Filter Bowl
4. Sediment Separator Bowl
5. Sediment Separator Retaining Bolt
The cleaned fuel then flows up the centre
tube of the unit to the sediment separator
head outlet and onto the hand primer. The
fuel is then drawn through the hand primer
and passes into the filter side of the head to
be directed down through the filter paper
into the base chamber. The filtered fuel then
flows up the centre tube of the element to the
filter head outlet and flows onto the injection
pump.
The hand primer is normally only used when
servicing or repairing the fuel injection
system, or in cases where the vehicle has run
out of fuel.
----------------------•CHAPTER1----------------------•

IR-2-1-08 g
Figure 7 Figure 8
Thermostart Installed Thermostart Assembly

1. Thermostart (Glow Plug) 1. Igniter Coil

2. Intake Manifold 2. Heater Coil
3. Thermostart Wire 3. Check (Ball) Valve
4. Fuel Feed Line

THERMOSTART Fuel is gravity fed to the plug assembly and

To aid engine starting in cold weather
conditions, a thermostart cold start device,
incorporating an integral reservoir system, is
fitted as standard equipment on all models,
Figure 7.
when an electrical current is applied, by
operating the key start/stop switch and the
thermostart switch, the heater and 'igniter'
coils are both energised. The 'heater' coil
opens a check valve which allows diesel fuel
to flow through the thermostart. The fuel is
ignited by the 'igniter' coil in the manifold,
heating indrawn air prior to it entering the
combustion chamber.

The thermostart cold start device comprises a

plug assembly screwed into the intake
manifold, a fuel line connected to the injector
leak-off tube and an electrical circuit,
connected to the ignition switch.

When the thermostart switch is released to

the off position the electrical current is
The plug assembly, Figure 8, consists of a disconnected from the thermostart and the
check valve and electrically heated element. check valve closes.

5
-------------------PART2-FUELSYSTEMs------------------•

B. FUEL SYSTEM- ADJUSTMENTS DPA DISTRIBUTOR TYPE

FUEL INJECTION PUMP

Figu-re 9 Figure 10
Fuel Filter/Sedimentor Bleed Screw Injection Pump Bleed Screw

1. Bleed Screw 1. Bleed Screw

BLEEDING THE FUEL SYSTEM 4. Loosen the injector line connections,

NOTE: The fuel system should be bled
whenever fuel system components are
removed, disconnected or renewed, in order
to expel any air in the system.
Figure 11. Continue to crank the engine
until air-free fuel is discharged from the
connections. Tighten each connection in
turn whilst the engine is still cranking.
5. Run the engine and check for leaks.

1. Ensure there is sufficient fuel in the tank

and all connections are tight. Ensure the
fuel shut-off valve is open.

2. Loosen the bleed screw on top of the fuel

filter/sediment separator, Figure 9, and
allow fuel to flow until it is free from air
bubbles. Re-tighten the bleed screw.

3. Loosen the bleed screw on the injection

pump, Figure 10. With the throttle in the
fully open position, crank the engine until
Figure 11
fuel free from air bubbles is discharged Fuel Injector Line Connections
from the bleed screw. Re-tighten the
bleed screw. 1. Injector Connections

6
----------------------CHAPTER1----------------------•

MAXIMUM NO-LOAD SPEED

ADJUSTMENT

IMPORTANT: The maximum no-load

speed screw is adjusted and sealed at the
· factor for correct fuel delivery and maximum
no-load speed. If the maximum no-load
speed is above or below the specified range,
see "Specifications" - Chapter 8, then
adjustment may be made as follows:-

1. With the engine running and at normal

operating temperature, disconnect the
throttle linkage at the fuel injection
pump, Figure 12.
Figure 12
Injection Pump Adjustment Screws

1. Throttle Cable Connection 2. Cut and remove the maximum no-load

2. Idle Speed Adjustment Screw speed stop screw sealing wire and
3. Idle Speed Adjustment Screw Locknut
remove the locking sleeve.

IDLE SPEED ADJUSTMENT

3. Set the throttle lever at the injection
1. With the engine running and at normal pump to the maximum no-load speed
operating temperature, disconnect the position then loosen the locknut and
throttle linkage at the injection pump, adjust the screw until the specified
Figure 12. maximum no-load speed is obtained.
Tighten the locknut to the specified
torque, see "Specifications"- Chapter 8,
and secure the adjustment with a new
sealing wire and locking sleeve.

4. Ensure the throttle linkage can be

2. Loosen the locknut and adjust the idle reconnected to the injection pump and
speed stop screw until the specified idle adjust the linkage length, if necessary.
speed is obtained, see "Specifications"-
Chapter 8, and reconnect the throttle
linkage.
5. Reconnect the throttle linkage and re-
check the maximum no-load and idle
speeds can be obtained using the hand
and foot throttles.

The throttle linkage adjustment procedure

3. Operate the throttle several times and for the Ford 455C models follows the same
check that the idle speed obtained procedure described for the Ford 555C and
corresponds with the reading in step 2. 655C models in Section C of this Chapter.

7
. . . . . . . . . . . . . . . . . . . . PART2~FUELSYSTEMs------------------•
'
C. FUEL SYSTEM- ADJUSTMENTS DPS DISTRIBUTOR TYPE
FUEL INJECTION PUMPS
PRIMING THE FUEL SYSTEM
NOTE: The fuel system should be primed
whenever fuel system components are
removed, disconnected or renewed, in order
to expel any air in the system.
1. Ensure there is sufficient fuel in the tank
and all connections are tight. Ensure the
fuel shut-off valve is open.
2. Operate the hand primer, Figure 13, on
the fuel filter/sediment separator to
pump fuel into the filter assembly.
Continue to pump the hand primer until
resistance is felt, indicating that the
system is pressurised (primed).
3. With the throttle in the maximum no-load
speed position operate the starting motor
to crank the engine. The fuel injection
pump is self-venting and does not
require bleeding.
Figure 13
Fuel Filter/Sediment Separator and Hand Primer
1. Hand Primer
8
IMPORTANT: Do not crank the starting
motor continuously for more than 60
seconds as doing so may cause starting
motor failure.
4. If the engine fails to start after 60 seconds
repeat the priming procedure outlined
above.
5. Run the engine and check for leaks.
NOTE: Turbocharged engines only - The
high operating speed of the turbocharger
makes it essential that adequate lubrication is
assured when the engine is started. Therefore
idle the engine at 1000 rev/min for
approximately one minute before driving the
tractor.
IDLE SPEED ADJUSTMENT
1. With the engine running and at normal
temperature, disconnect the throttle
cable at the injection pump, Figure 14.
2. Loosen the locknut and adjust the idle
speed stop screw until the specified idle
speed is obtained, see "Specifications"-
Chapter 8. Tighten the locknut to the
specified torque, see "Specifications" -
Chapter 8, and reconnect the throttle
cable.
3. Operate the throttle lever several times
and check that the idle speed obtained
corresponds with the reading in Step 2. If
excessive free play is felt in either the foot
or hand throttle after adjustment proceed
to THROTTLE LINKAGE ADJUSTMENT
in this Section.
----------------------•CHAPTER1----------------------•
Figure 14
Injection Pump Adjustment Screws
1. Throttle Cable Clevis Pin
2. Idle Screw Locknut
3. Idle Speed Adjustment Screw
4. Maximum No-Load Screw Locknut
5. Maximum No- Load Speed Adjustment Screw
MAXIMUM NO-LOAD SPEED
ADJUSTMENT
IMPORTANT: The maximum no-load
speed screw is adjusted and sealed at the
factory for correct fuel delivery and maximum
no-load speed. If the maximum no-load
speed is above or below the specified range,
see "Specifications" - Chapter 8, then
adjustment may be made as follows:-
1. With the engine running and at normal
operating temperature, disconnect the
throttle cable at the injection pump,
Figure 14.
2. Cut and remove the maximum no-load
speed stop screw sealing wire and
remove the locking sleeve.
9
3. Set the throttle lever at the injection
pump in the maximum no-load speed
position then loosen the locknut and
adjust the screw until the specified
maximum no-load speed is obtained.
Tighten the locknut to the specified
torque, see "Specifications"- Chapter 8,
and secure the adjustment with a new
sealing wire and locking sleeve.
4. Ensure the throttle cable can be
reconnected to the injection pump and
adjust the cable length if necessary, see
THROTTLE LINKAGE ADJUSTMENTS
in this Section.
5. Reconnect the throttle cable and re-
check the maximum no-load and idle
speeds can be obtained using the hand
and foot throttles. If the maximum
no-load or idle speeds cannot be
obtained, proceed to THROTTLE
LINKAGE ADJUSTMENTS in this
Section.
THROTTLE LINKAGE ADJUSTMENTS
NOTE: If the throttle cables have been
removed from the tractor during a repair
operation it is necessary to install and adjust
the hand throttle cable prior to the
installation of the foot throttle cable. The
following procedures assume that the fuel
injection pump idle and maximum no-load
speeds are correctly adjusted.
1. Disconnect the throttle cable from the
fuel injection pump lever and loosen the
cable locknuts at the engine bracket,
Figure 15.
-------------------PART2~FUELSYSTEMs------------------•
Figure 15
Throttle Connection at Injection Pump
1. Clevis Pin
2. Throttle Lever-Injection Pump
3. Cable Locknuts
4. Cable Retaining Bracket
2. Loosen the cable locknuts at the hand
throttle bracket, Figure 16.
3. Set the hand throttle lever into the idle
positions by placing a 6mm diameter rod
between the lever and the rear of the lever
slot.
4. Adjust the cable locknuts at the hand
throttle bracket to position the cable
barrel in bracket whilst holding the hand
throttle lever in the idle position against
the rod.
5. Tighten the locknuts to the specified
torque, see "Specifications"- Chapter 8.
6. Connect the throttle cable to the fuel
injection pump lever and adjust the barrel
locknuts to position the barrel in the
engine bracket with the pump lever in the
idle position, Figure 15.
10
Figure 16
Throttle Connection at Hand Throttle Lever
1. Throttle Lever Retaining Nut
2. Cable Retaining Nuts
3. Throttle Lever Stop Bolt
4. Stop Bolt Lock Nut
7. Check the adjustment of the cable by
depressing the foot throttle pedal. The
pedal should have a minimum clearance
of 6mm between the pedal pad and the
cab floor when the fuel injection pump
lever is in contact with the maximum
no-load speed stop screw. Ensure the
pump lever is not travelling into the
'breakaway' motion.
8. Tighten the cable locknuts at the engine
bracket to the specified torque, see
"Specifications" - Chapter 8.
9. Position the hand throttle lever against
the lever stop bolt, Figure 16. Ensure the
fuel injection pump lever is on the
maximum no-load stop screw.
----------------------•CHAPTER1----------------------•
1 0. Adjustment of the hand throttle stop
screw is required if the lever fails to abut
the stop when the pump lever abuts the
maximum no-load speed stop screw, or if
the injection pump lever moves into the
'breakaway' motion.
11 . Tighten the lever stop bolt locknut to the
specified torque, see "Specifications" -
Chapter 8, after adjustments are
complete.
D. FUEL SYSTEM- FUEL TANKS, FILTERS AND FUEL LINES OVERHAUL
FUEL TANK REMOVAL
NOTE: Prior to removing the fuel tank from
the tractor, first determine the quantity of fuel
left in the tank. It may be necessary to drain
the tank of fuel if suitable lifting equipment is
not available. It is not possible, however, to
drain the tank completely whilst in situ on the
tractor.
1. Disconnect the battery.
2. Remove the engine side panels.
3. Loosen the retaining clamp and remove
the muffler extension pipe.
4. Withdraw the retaining screws and
remove the engine top hood panel.
11
12. Check the effort required to move the
hand throttle lever from idle to maximum
no-load speed position using a spring
balance. Attach the spring balance to the
lever and, whilst keeping the spring
balance at so· to the lever, pull on the
balance. Compare the effort recorded
with the specified figures, see
"Specifications"- Chapter 8. Adjust the
lever retaining nut, Figure 16, to obtain
the specified effort.
5. Withdraw the retaining bolts and remove
the rear engine hood panel.
6. Close the fuel shut-off valve on the fuel
tank and then disconnect the fuel line to
the filter/sediment separator. Plug the
exposed pipe to prevent contamination.
7. Disconnect the fuel injector leak-off line
at the fuel tank, Figure 17, and plug the
exposed openings to prevent
contamination.
8. Disconnect the wires from the fuel gauge
sender unit.
9. Withdraw the retaining bolts from the
two retaining straps, Figure 17, then
carefully withdraw the fuel tank.
-------------------PART2~FUELSYSTEMs------------------•

Figure 17 Figure 18
Fuel Tank Assembly Fuel Shut-Off Valve

1. Fuel Tank Sender 1. Shut-Off Valve

2. Injector Leak-Off Line
3. Fuel Filler
4. Retaining Strap and Bolt

DISASSEMBLY • Tighten the fuel shut-off valve to the

specified torque, see "Specifications"
1. Withdraw the retaining bolts from the - Chapter 8, and then continue to
fuel gauge sender unit and then remove tighten until the valve outlet is in the
the unit. correct radial position, Figure 18.

• Apply sealant to the injector leak-off

2. Withdraw the fuel shut-off valve from the
line elbow prior to assembly, see
base of the fuel tank.
"Specifications" - Chapter 8.

3. Withdraw the injector leak-off line elbow
from the top of the fuel tank.
• Tighten the injector leak-off line
elbow to the specified torque, see
"Specifications" - Chapter 8, and
then continue to tighten until the
elbow is in the correct radial position,
Figure 17.

RE-ASSEMBLY
IMPORTANT: The fuel shut-off valve and
1. Re-assembly of the fuel tank follows the
leak -off line elbow must not be unscrewed to
disassembly procedure in reverse. On
obtain the correct radial position.
re-assembly, observe the following
requirements:

• Install a new gasket to the fuel gauge

• Apply sealer to the fuel shut-off valve sender unit and tighten the retaining
threads prior to assembly, see bolts to the specified torque, see
"Specifications" - Chapter 8. "Specifications" - Chapter 8.

12
----------------------•CHAPTER1----------------------•
INSTALLATION
1. Installation of the fuel tank follows the
removal procedure in reverse. On
installation, observe the following
requirements:
• Tighten the retaining strap bolts to the
specified torque, see "Specifications"
-Chapter 8.
• Tighten the engine hood panel bolts
to the specified torque, see
"Specifications" - Chapter 8.
• Tighten the muffler retaining clamp to
the specified torque, see
"Specifications" - Chapter 8.
• Assemble the connectors into the fuel
shut-off valve and fuel filter
assemblies and ensure that the '0'
ring seal is correctly positioned.
Tighten the connectors until the stop
is reached (metal to metal contact).
• Assemble the fuel pipe to the fuel
shut-off valve and fuel filter
connectors and tighten the nuts until
the stop is reached (metal to metal
contact).
• Open the fuel shut-off valve,
reconnect the battery and bleed the
system as previously described in
Sections B and C of this Chapter.
13
FUEL FILTER/SEDIMENT SEPARATOR
REMOVAL
1. Close the fuel shut-off valve and drain
the filter and sediment separator of fuel.
2. Disconnect and remove the fuel lines
from the head of the filter/sediment
separator assembly and plug the exposed
openings to prevent contamination.
3. Withdraw the retaining bolts then
remove the assembly from the tractor.
DISASSEMBLY
1. Withdraw the centre retaining bolts and
separate the filter components.
2. Using clean fuel, wash out the filter bowl
and the glass bowl on the sediment
separator.
RE-ASSEMBLY
Re-assembly of the fuel filter/sediment
separator follows the disassembly procedure
in reverse. On re-assembly, observe the
following requirements:
• Install a new filter element and sealing
rings. Ensure the sealing rings are
correctly positioned.
• Tighten the centre retaining bolts to the
specified torque, see "Specifications" -
Chapter 8.
-------------------PART2-FUELSVSTEMs------------------•

INSTALLATION FUEL LINES

Installation of the fuel filter/sediment REMOVAL

separator assembly follows the removal pro-
cedure in reverse. On installation, observe 1. Close the fuel shut-off valve at the fuel
the following requirements: tank.

2. Unscrew the retaining nuts at both ends

of the fuel line then remove the fuel line.

• Tighten the retaining bolts to the 3. Withdraw the fuel line connectors.
specified torque, see "Specifications" -
Chapter 8.

INSTALLATION

1. Install the connectors and tighten until

the stop is reached (metal to metal
• Assemble the fuel pipes to the connectors contact). Ensure the '0' ring seal is
in the head and tighten the nuts until the correctly positioned.
stop is reached (metal to metal contact).
2. Position the fuel line and tighten the
retaining nuts until the stop is reached
(metal to metal contact).

• Open the fuel shut-offvalve and bleed the 3. Open the fuel shut-off valve and bleed
fuel system as previously described in the fuel system as previously described in
Sections 8 and C of this Chapter. Sections 8 and C of this Chapter.

14
 PART 2
FUEL SYSTEMS
Chapter 2
FWEL INJECTION PUMP- DPA DISTRIBUTOR TYPE
Section
A. FUEL INJECTION PUMP -DESCRIPTION AND OPERATION
B. FUEL INJECTION PUMP- OVERHAUL
C. FUEL INJECTION PUMP- ISO TEST CONDITIONS
D. FUEL INJECTION PUMP- TEST PROCEDURES
A. FUEL INJECTION PUMP- DESCRIPTION AND OPERATION
The DPA distributor type fuel injection pump
consists of a pumping and distributing rotor
driven directly from the pump drive shaft. The
rotor revolves within the hydraulic head and
has a vane type fuel transfer pump connected
to its end. The fuel injection pump is shown
sectioned in Figure 1 .
Ford 455C Industrial Tractors are fitted with
a double element injection pump, each
element containing two opposed plungers,
the four plungers operating simultaneously.
The plungers are operated by contact with
cam.lobes on an internal cam ring and the
high pressure charges from the pumping
element are distributed to the injectors at the
required timing intervals through ports in the
rotor and hydraulic head.
Fuel entering the pump inlet passes through
the nylon filter and the kidney shaped, upper
fuel passage to the inlet side (top) of the
sliding vane type transfer pump, Figure 2.
The transfer pump increases the pressure of
the fuel and passes it at transfer pressure to
the metering valve which, actuated by the
governor, regulates the amount of fuel
delivered to the pumping plungers.
1
Page
1
4
21
30
The transfer pump pressure is related to
engine speed and a direct relationship
between pressure and speed is maintained
by the regulating valve.
As transfer pressure increases with rising
engine speed fuel at transfer pressure acts on
the underside of the regulating piston, Figure
3, and tends to force the piston upwards, this
is resisted by the regulating spring. As the
piston is forced upwards and the regulating
spring is compressed the piston uncovers the
regulating port, which allows excess fuel
pressure to return to the inlet side of the
pump so maintaining a predetermined
pressure.
When pnmmg, the fuel cannot pass the
transfer pump into the hydraulic head, but
the fuel acting on the top face of the
regulating piston moves it to the lower end of
the regulating sleeve uncovering the fuel
priming passage and allowing fuel to flow
into the hydraulic head.
-------------------PART2-FUELSVSTEMs------------------•

IR-2-2-01

Figure 1
Sectional View of DPA Distributor Type Fuel Injection Pump

1. Fuel Shut-off Lever 7. Advance Device Piston 12. Regulating Valve Spring
2. Governor Spring 8. Advance Device Non- 13. Distributing Rotor
3. Fuel Shut-off Bar return Valve 14. Maximum Speed Adjustment
4. Governor Weight Assembly 9. Shut-off Solenoid Screw
5. Drive Shaft 10. Transfer Pump Liner 15. Throttle Lever
6. Pumping Plunger 11. Regulating Valve Piston 16. Metering Valve

The operating principle of the hydraulic head
and rotor is shown in Figure 4. Fuel enters the
central drilling of the rotor via the metering
valve and moves the plungers outwards to a
distance controlled by the volume of fuel,
this is the inlet stroke. As the rotor turns the
inlet port is closed and the distributor port in
the rotor aligns with the appropriate outlet
hole in the hydraulic head.
At the same time the plunger rollers contact
the cam lobes on the cam ring forcing the
plunger inwards, causing the fuel to pass
under high pressure out through the
distributor port to the injector, this is the
injection stroke.

2
-----------------------CHAPTER2-----------------------

R-2-2-04
Figure 2 Figure 4
Cut-Away of Regulating Valve Distributing Head Operation
and Transfer Pump Assembly
1. Pump Plungers 4. Fuel Outlet Port
1. Fuel Inlet Connection 8. End Plate 2. Fuel Inlet Port 5. Rotor
2. Regu lating Spring 9. Eccentric Li ner 3. Hydraulic Head
3. Transfer Pressure 10. Blades
Adjuster 11. Transfer Pump Rotor
4. Regu lating Sleeve 12. Distributor Rotor
5. Peg and Spring 13. Rubber Sealing Ring The maximum fuel setting is controlled by
6. Regulating Piston 14. Filter limiting the outward travel of the plungers
7. Priming Spring and this is effected by two pump rotor
adjusting plates. These plates have eccentric
slots into which engage the lugs on the
pump plunger roller shoes. Rotation of the
plates controls the travel of the plungers and
thus the maximum fuel injected.

An advance device, Figure 5 is provided to

automatically advance injection pump
timing with increased engine speed. This is
effected by fuel at transfer pressure acting on
the face of the advance piston so moving the
piston anp cam ring against the resistance of
the advance springs. As transfer pressure
increases with engine speed an increasing
movement of the cam ring is effected up to a
fully advanced position just before maximum
engine speed .
A B
R-2-2-03

Figure 3
Operation of Regulating Va lve The fuel injection pump contains a
mechanical governor which controls the
metering valve allowing a constant engine
1111111 Feed Pressure Transfer Pressure
speed to be maintained regardless of engine
A Priming B Regulating loading.

3
--------------------PART2-FUELSYSTEMs--------------------

R-2-2-05
Figure 5 Figure 6
Advance Device Control Linkage

1. Pump Housing 3. Cam Advance Screw 1. Governor Sping 8. Governor Weights

2. Advance Device 4. Piston 2. Control Rod and 9. Drive Shaft
Housing 5. Cam Ring Spring 10. Thrust Sleeve
3. Metering Port 11. Shut-off Bar
4. Metering Valve 12. Idling Spring Guide
5. Governor Bracket 13. Shut-off Lever
6. Reta ining spring 14. Idling Spring
7. Governor Control Arm 15. Throttle Lever

As engine speed is increased governor transmitted through the control linkage to

weights held in a carrier mounted on the
pump drive shaft Figure 6, are thrown
outwards by centrifugal force. The outward
action moves the governor sleeve along the
drive shaft, and through the connecting
linkage, moves the metering valve so
producing a change in fuel supply.
Engine speed is controlled by movement of
the throttle lever which tensions the main
governor spring. The spring tension is
the governor weights and provides the
resistance to the movement of the weights
necessary to give accurate speed control.
An electrically operated fuel shut-off
solenoid screwed into the bottom of the
hydraulic head controls the fuel supply to the
input side of the metering valve. This pro -
vides the operator with an "ignition key"
engine start and stop.

B. FUEL INJECTION PUMP- OVERHAUL

REMOVAL This mark may be used as a reference point to

NOTE: If the pump is not to be internally
timed then prior to removal, make a written
note of the position of the scribed line on the
pump flange relative to the scale on the
engine front plate, Figure 7. Alternatively,
mark the plate with a centre punch to align
with the pump flange scribed line.
which the original, re-conditioned or new
pump should be set on installation.
1. Shut off the fuel supply. Remove all fuel
lines from the injection pump and cap all
openings. Disconnect the electrical
solenoid wire and throttle control rod or
cable.

4
----------------------•CHAPTER2----------------------•

Figure 7 Figure 8
Pump to Engine Timing Mark Adjustment Removing Governor Control Housing

1. Zero Degree Mark 1. Governor Control Housing

2. Scribed Line 2. Throttle Shaft
3. Pump Retaining Bolt 3. Housing Securing Studs
4. Governor Spring

2. Remove the pump timing cover from the
engine front cover and remove the three
bolts attaching the pump drive to the
timing gear.
3. Remove the three pump-to-engine front
plate mounting bolts and withdraw the
pump.
3. Remove the shut-off bar, Figure 9,
the two housing securing studs and the
small bolt securing the governor
bracket. Remove the governor control
linkage together with the metering valve,
Figure 10.

DISASSEMBLY
1. Mount the pump on a suitable fixture
with the governor control housing
uppermost, and remove the throttle lever
assembly and shut-off lever from the
control shaft.

2. Remove the two domed nuts securing

the governor control housing and remove
the housing, withdrawing the throttle
shaft, Figure 8.

NOTE: Check in which holes the governor

R-2-2-09
spring is connected into and compare with
Figure 9
the position detailed in "Specifications" - Removing the Shut-off Bar
Chapter 8. Disconnect the governor spring
and remove. 1. Shut-off Bar

5
. . . . . . . . . . . . . . . . . . . . PART2-FUELSYSTEMs--------------------

R-2-2.-12
Figure 10 Figure 12
Removing the Governor Control Arm and Removing the Advance Device Head Locating
Metering Valve Fitting

1. Metering Valve 1. Head Locating Fitting

2. Control Rod and Spring 2. Advance Device Housing
3. Governor Control Arm

4. Remove the side inspection plate and 5. Invert the pump on the fixture and
gasket. remove the electrical solenoid fuel shut-
off.

R-2-2-13 IQl
Figure 11 Figure 13
Removing the Advance Device Spring End Cap Advance Device Housing Head Locating Fitting
and Advance Springs Components

1. Spring End Cap 1. Head Locating Fitting 6. Washer

2. Advance Springs 2. Non-return Valve 7. Housing
3. Cap Nut 3. End Nut 8. Sealing Washer
4. Spring 9. Cap Nut
5. ·a·Rings

6
----------------------CHAPTER2----------------------•

Figure 14
Advance Device Components

1. Spring End Cap 5. Advance Spring - Outer 9. ·o· Ring Seal

2. End Cap Plug 6. Piston 10. Gasket
3. Washer 7. Advance Device Housing 11. Advance Spring - Inner
4. Shims 8. Piston End Cap 12. ·o· Ring Seal

6. Disassemble the automatic advance 8. Loosen the fuel inlet connection in the
device as follows: end plate, do not remove. Remove the
(i) Remove the end cap plug and fuel outlet connections.
slacken off the two end caps.

(ii) Remove the spring and cap and

withdraw the advance springs,
Figure 11. Remove the cap nut and
washer.

(i1i) Remove the head locating fitting,

Figure 12 and remove the advance
device. Disassemble the head
locating fitting, Figure 13.

(iv) Remove the piston end cap and

withdraw the piston from the
advance device housing. An
exploded view of the advance
device is shown in Figure 14.
Figure 15
Cam Advance Screw

7. With tool No. 7244-1258 and a suitable 1. Cam Advance Screw

socket wrench remove the cam advance 2. Advance Device Housing Gasket
screw, Figure 15. 3. Tool No. 7244-1258

7
------------------PART2-FUELSYSTEMs------------------•

16 R-2-2-17
Figure 16 Figure 17
Removing the Hydraulic Head Removing the Transfer Pump Liner

1. Transfer Pump Liner

9. Remove the two hydraulic head locating and the transfer pump vanes. Remove !he
bolts and withdraw the head assembly, transfer pump liner, Figure 17.
Figure 16.
11. Remove the fuel inlet connection and
10. Remove the end plate from the hydraulic disassemble the valve. An exploded view
head. Remove the rubber sealing ring is shown in Figure 18.

Figure 18
End Plate Components

1. Retaining Spring 5. Transfer Pressure Adjuster 9. Priming Spring

2. Copper Washer 6. Valve Sleeve 10. Sealing Washer
3. Fuel Inlet Connector 7. Piston 11. Regulating Spring and Peg
4. Filter 8. End Plate

8
----------------------•CHAPTER2----------------------•

'
12. Hold the drive plate with tool No. 7144-
744 and unscrew the transfer pump rotor
using tool No. 7044-889, Figure 19.
Remove the rotor.

NOTE: When dismantling the adjusting

plates, rollers and shoes from the rotor, it is
essential that shoes and rollers are kept
together. The shoes and rollers are matched
and should be replaced as a unit. In addition,
it is highly recommended that each roller and
shoe assembly is reassembled in the same
roller slot.

13. Remqve the drive plate screws and the

R-2-2-19 19
drive plate. Lift off the top adjusting plate
Figure 19
and the four roller shoe assemblies. An Removing the Transfer Pump Rotor
exploded view of the hydraulic head
assembly is shown in Figure 20. 1. Tool No. 7044-889 3. Tool No. 7144-744
2. Rotor

Figure 20
Hydraulic Head Components

1. Plunger (Short) 5. Roller 9. Hydraulic Head

2. Drive Plate 6. Roller Shoe 10. Bottom Adjusting Plate
3. Drive Plate Screw 7. Plunger (Long) 11. Rotor
4. Too Adjusting Plate 8. Dowel Pins

9
. . . . . . . . . . . . . . . . . ._PART2~FUELSYSTEMS------------------·

14. The four plungers are matched to the

rotor bores and to prevent possible
incorrect re-assembly should be retained
in the bores after checking that they are
free to move.

The two sets of plungers are of different

lengths; it is essential that the longest
plungers are fitted into the plunger bore
which is in line with the distributor rotor
outlet port. A piece of cork or rubber
should be fitted in each rotor slot to
prevent the plungers from falling out.

15. Remove the bottom adjusting plate by Figure 21

lifting the rotor out ofthe hydraulic head. Positioning Drive Hub Screw Removal Tools
The two locating dowels can be removed
1. Tool No. 7144-261 2. Tool No. 7144-773
by light prodding if necessary.

NOTE: Re-assemble the rotor in the bore in INSPECTION

the hydraulic head to protect the surfaces
from damage. 1. Inspect all components for wear,
corrosion and damage. Renew all
'0' rings and seals during re-assembly.
16. Remove the cam ring and remove the
snap ring from within the pump body.

IMPORTANT: Note the location of the snap

ring gap for correct re-assembly.
17. Retain the drive hub with tool No. 7144-
733 unscrew the drive hub securing
screw using tool No. 7144-261, Figure
21. Remove the screw, spring flat
washers and the drive hub.
2. Renew springs which are distorted or
fractured and machined components
with worn or damaged surfaces. Ensure
that the rollers are free to rotate in the
shoes and are not damaged.

18. Withdraw the drive shaft and governor 3. Check the transfer pump blades for wear
assembly from the pump body. and chips and renew if necessary. Renew
governor linkages, shafts and pivot pins
which show signs of wear or scoring.
19. Remove the '0' ring from the shaft and
separate the governor weight assembly
and shaft. Disassemble the governor
assembly.

4. Renew all damaged threaded

20. Remove the drive hub oil seal. components.

10
----------------------•CHAPTER2----------------------•

RE-ASSEMBLY
1. Install a new drive hub oil seal. Re-
assemble the governor components as
follows:

(i) Place the weight carrier on a bench

with the pockets upwards and insert
the weights with their slots
uppermost.

(ii) Lower the thrust washer and sleeve

into the slots in the weights, Figure
22, and exert downward pressure
.on the sleeve to snap the weights
R-2-2-23 ;Q.
into the carrier.
Figure 23
Inserting the Drive Shaft into the Thrust Sleeve

(iii) Insert the drive shaft through the
sleeve, Figure 23, and slide the
assembly up the shaft. Install a new
'0' ring in the groove on the shaft.
2. Insert the drive hub through the oil seal in
the pump body and slide the drive shaft
and governor assembly into the pump
body. Ensure the drive shaft and hub
splines engage.
1. Drive Shaft 2. Governor Thrust Sleeve
3. Install the flat and springwashers into the
bore of the drive hub and secure the hub
to the drive shaft with the securing screw.
Tighten the screw to the specified torque,
see 'Specifications' - Chapter 8, using
tools Nos. 71443-773 and 7144-261,
Figure 24. This bolt should be slackened
and retorqued 3 times to ensure that the
spring washer sets correctly.

R-2-2-24
Figure 22 Figure 24
Inserting the Governor Thrust Sleeve and Torquing up the Drive Hub Screw
Washer into the Governor Weights
1. Thrust Sleeve 3. Governor Weights 1. Tool No. 7144-773 2. Tool No. 7144-261
2. Thrust Washer 4. Weight Carrier

11
-------------------PART2~FUELSYSTEMS------------------•

Figure 25 Figure 26
Checking Drive Shah End Float Bottom Adjusting Plate Positioned on Rotor

1. Pump Body 1. Bottom Adjusting Plate

2. Hub 2. Dowel Hole
3. Drive Shah End Float 3. Rotor

4. Check the drive shaft end float. This 7. Re-assembly of the rotor and adjusting
should not exceed 0.01 0 in. (0.25 mm) plates should be undertaken in the
measured between the rear face of the following sequence:
hub and the pump body as indicated in
Figure 25. If this dimension is exceeded,
the weight retainer or pump body must
be renewed and the end float re-checked.

(i) Install the bottom adjusting plate,

which has the two dowel holes,
Figure 26, over the shank of the
rotor. Ensure that the fuel
adjustment slots in the adjusting
5. Install the large snap ring in the pump
plate lie within in the cutaway
body with the gap in the same position as
section of the rotor head, Figure 26.
removed. Insert the cam ring into the
pump body with the arrow
corresponding to the direction of rotation
(marked on the pump nameplate).

(ii) Invert the assembly and insert the

dowel pins.

6. Install the cam advance screw into the

cam ring and tighten to the specified
torque using tool No. 7244-1258.
Ensure that the cam ring is free to rotate in (iii) lnsertthe rollers and shoes to the
the body. rotor assembly.

12
----------------------CHAPTER2----------------------•
R-2-2-27
Figure 27
Top Adjusting Plate Positioned on Rotor
1. Top Adjusting Plate
2. Fuel Adjustment Slots
3. Rotor
(iv) Install the top adjusting plate, into
position, Figure 27. The holes are
offset and correct assembly of the
adjusting plate is possible only
when the fuel adjustment slots are in
line with the corresponding fuel
adjustment slots on the bottom
adjusting plate, Figure 27.
(v) Slide the roller into the hydraulic
head and finger tighten the transfer
pump rotor.
(vi) Install the drive plate, Figure 28, and
tighten the securing screws to:
Direct torque 28 Nm (250 lbf in.)
Indirect torque 20 Nm (180 lbf in.)
NOTE: Indirect torque is applied when using
a torque wrench, setting adaptor 7144-482,
and spanner 7144-511A with a 5.0 in
(127.0 mm) setting distance.
13
Figure 28
Drive Plate Positioned on Rotor
1. Drive Plate
2. Cut-out
3. Fuel Adjustment Slots
Slacken the scr.ews off and retighten to the
torque setting first used.
8. Tighten the transfer pump rotor to the
specified torque, see 'Specifications'-
ChapterS.
9. Connect tool No. 7144-262 to the fuel
outlet specified in the Test Plan, Chapter
8, connecting directly into the pump
body. Connect the other end of the tool
to an injector testing machine. Operate
the injector testing machine until fuel
flows from the pressure relief valve on
tool No. 7144-262 indicating that the
correct pressure is being produced at the
pump rotor. Turn the pump rotor until the
plungers and rollers are forced to their
maximum fuel position.
-------------------PART2-FUELSYSTEMs------------------•

housing with clean calibrating oil. Slide

the hydraulic head into the pump
housing rotating it as it enters the
housing to prevent damage to the '0'
ring. Ensure that the splines on the end of
the drive shaft engage with those on the
drive plate and that the larger of the
threaded holes is in the lowermost
position to align with the advance device
housing fitting. Secure the hydraulic
head with the two locking screws, the
one with the bleed screw being on the
same side as the inspection aperture and
leave finger tight until the advance device
has been re-installed.

Figure 29
Setting the Roller to Roller Dimension 13. Holding the drive hub with tool No.
7144-773 tighten the transfer pump
1. Tool No. 7144-262 2. Micrometer rotor to the specified torque, see
'Specifications' - Chapter 8, using tool
No. 7044-889 and a suitable torque
1 0. Measure the roller to roller dimension
wrench, Figure 30.
across both pairs of rollers and obtain an
average dimension, Figure 29. If
necessary, adjustment can be made by
rotating the top adjusting plate until the
dimension is to specification. If the 14. Install the transfer pump liner, recess
correct dimension cannot be obtained by inwards, into the bore of the hydraulic
adjustment of the top plate, then the top head. Install the pump vanes into the
plate and/or the bottom plate must be slots in the rotor and rotate the liner to
changed to the next highest or lowest ensure that the vanes do not bind.
adjusting plate. The following
instructions must be adhered to when
changing adjusting plates. Tighten the
drive plate screws to prevent movement
of the adjusting plate and remove tool
No. 7144-262 from the hydraulic head.

11. Holding the drive plate with tool No.

7144-744 tighten the drive plate screws
using tool No. 7144-482 and a torque
wrench to the specified torque, see
'Specifications' - Chapter 8. In use the
tool No. 7144-482 and torque wrench
must form a straight line with the torque
wrench extending away from the tool.

Figure 30
12. Position the '0' ring around the hydraulic Tightening the Transfer Pump Rotor
head and lubricate the portion of the 1. Tool No. 7044-889 3. Tool No. 7144-744
hydraulic head that fits into the pump 2. Rotor

14
. . . . . . . . . . . . . . . . . . . . . .•CHAPTER2 . . . . . . . . . . . . . . . . . . . . . ..
Figure 31
End Plate Components
1. Retaining Spring 5. Transfer Pressure Adjuster
2. Copper Washer 6. Valve Sleeve
3. Fuel Inlet Conne,ctor 7. Piston
4. Filter 8. End Plate
15. Re-assemble the end plate as follows,
referring to Figure 31 for component
identification.
(i) Insert the pnmmg spring into the
bore of the valve chamber.
(ii) Install a new sealing washer to the
valve sleeve and the piston into the
bore of the valve sleeve.
(iii) Hold the valve sleeve vertically with·
the larger diameter uppermost and
the piston retained in the bore of the
sleeve. Insert the regulating spring
and peg into the bore above the
piston with the peg end uppermost.
Position the transfer pressure
adjusting screw assembly on top of
the regulating valve screen.
(iv) Re-assemble the nylon filter onto the
valve sleeve and insert the retaining
spring into the filter locating it onto
the adjusting screw assembly.
15
9. Priming Spring
10. Sealing Washer
11 . Regulating Spring
and Peg
(v) Install a new washer onto the inlet
connection and place it on top of the
filter.
(vi) Invert the assembly standing it on the
fuel inlet connection. Pass the end
plate over the assembly and retain it
by tightening the inlet connection.
16. Install a new rubber sealing ring in the
groove around the transfer pump liner.
Re-assemble the end plate onto the
hydraulic head ensuring that the dowel in
the end plate engages in the slot in the
transfer pump liner and the fuel inlet
connection will be uppermost when the
pump is reinstalled on the engine. Secure
the end plate to the hydraulic head with
the four screws, tightening diagonally to
the specified torque, see 'Specifications'-
Chapter 8. Tighten the fuel inlet
connection to the specified torque, see
'Specifications' - Chapter 8.
--------------------PART2-FUELSYSTEMs--------------------

IR-2-2-31
Figure 32 Figure 33
Advance Device Components Head Locating Fitting Components

1. Spring End Cap 7. Advance Device 1. Head Locating 5. ·o·Rings

2. End Cap Plug Housing Fitting 6. Washer
3. Washer 8. Piston End Cap 2. Non-Return Valve 7. Housing
4. Shims 9. ·o·Ring 3. End Nut 8. Sealing Washer
5. Outer Advance 10. Gasket 4. Spring 9. Cap Nut
Spring '1. Inner Advance Spring
6. Piston 12. ·o·Ring

17. Re-assemble the advance device as and install a new second ·o· ring
follows, referring to Figures 32 and 33 for using protection cap tool No.
component identification. 7144-18, and the steel washer.

(i) Install a new ·o· ring onto the piston
and spring caps using protection cap
tool No. 7044-898. Insert the piston
cap into the housing at the end of
which the fuel inlet drilling enters the
bore.
(iv) Invert the pump housing on the
fixture and place the advance device
gasket on the housing with the flat
side of the gasket centre hole
towards the drive end of the pump.

(ii) Insert the piston in the bore of the
housing with the hollow end
outwards and ensure it is free to slide
in the bore.
(iii) Install the non-return valve spring
and ball into the head locating fitting
and retain with the end cap. Install a
new upper '0' ring onto the head
locating fitting using protection cap
tool No. 7044-898. Position the
fitting in the advance device housing
(v) Position the advance device on the
pump housing ensuring that the cam
advance screw engages into the
piston. Screw the head locating fitting
into the hydraulic head, Figure 34, and
the cap nut and washer onto the
advance device housing stud. Tighten
the nut and fitting to the specified
torque. Tighten the two head locking
screws to the specified torque, see
'Specifications' - Chapter 8. Ensure
that the drive hub rotates freely; if not,
disassemble to find the cause.

16
----------------------•CHAPTER2----------------------•

R-2-2-33
Figure 34 Figure 35
Installing Head Locating Fitting Control Linkage

1. Head Locating Fitting 1. Governor Spring 8. Governor Weights

2. Spring End Cap 2. Control Rod and 9. Drive Shaft
3. Auto Advance Housing Spring 10. Thrust Sleeve
4. Advance Housing Stud 3. Metering Port 11. Shut-off Bar
5. Piston End Cap 4. Metering Valve 12. Idling Spring Guide
5. Governor Bracket 13. Shut-off Lever
6. Retaining Spring 14. Idling Spring
7. Governor Control 15. Throttle Lever
Arm

(vi} Ensure that the piston is free to move
in the bore of the housing and install
the springs into the bore of the
piston. Install the spring cap, end cap
plug and copper washer. A 1.0 mm
Shim must be fitted in the spring cap
at all times. Tighten the two end caps
to the specified torque, see
'Specifications' - Chapter 8.
18. Install the electrical solenoid fuel shut-
off into the pump housing.
19. Re-assemble the governor linkage as
follows; referring to Figure 35 for
component identification.
(i} Re-assemble the governor control
arm and the control bracket securing
with the small retaining spring: Install
the upper and lower '0' rings onto the
throttle and shut-off shafts using
protective cap tool No. 7144-4588.
NOTE: Fill the groove in the shafts between the
'0' rings with a suitable lithium based grease.
(ii} Install the idling spring onto the
idling spring guide and pass the
guide through the correct hole in the
governor arm, see 'Specifications' -
Chapter 8, and secure by fitting the
governor main control spring to the
guide.
(iii} Assemble the spacing collar, large
diameter towards the hooked end,
and spring onto the hooked rod.
Pass the threaded end of the rod
through the governor control arm, fit
the nylon cone washer and secure
with the nut and self locking nut.
Assemble the hooked end of the
lever to the metering valve.
(iv} Connect the free end of the governor
main control spring to the correct
hole, see 'Specifications' - Chapter
8, in the swivel link of the throttle
shaft.

17
-------------------PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . ...
Figure 36
Setting the Governor Control Link Dimension
1. Governor Housing Stud
2. Metering Valve Lever Pin
20. Position the assembled governor linkage
on the pump housing, engaging the
control arm with the governor thrust
sleeve and inserting the metering valve in
its bore in the hydraulic head.
21 . Locate the keep plate on the governor
control bracket. Install new lock tabs on
the governor cover studs and screw the
studs into the pump housing, securing
the keep plate and governor control
bracket. Tighten the studs and lock by
bending up the tab washers.
22. Insert and secure the tab washer and
screw in the end of the governor bracket
adjacent to the metering valve. Position
the shut-off bar on the governor control
bracket so that the peg on the shut-off
shaft will engage in the cut out in the bar
when the governor housing is installed.
18
Figure 37
Installing Governor Control Housing
1. Governor Control Housing
2. Throttle Shaft
3. Housing Securing Studs
4. Governor Spring
23. Set the internal dimension between the
metering valve lever pin and the large
shoulder above the hexagon head of the
adjacent governor housing stud to the
dimension quoted in the Test Plan,
Chapter 8. Light pressure should be
applied to the governor control arm to
hold the metering valve in fully open
position and the measuring gauge held
parallel to the pump body, Figure 36.
Adjustment is made by screwing or
unscrewing the nut on the end of the
hooked lever.
24. Position a new governor housing gasket
on the pump housing.
25. Press the shut-off shaft through the
governor housing, Figure 37, and turn
the shaft so that the peg which engages
in the slot of the shut-off bar is next to the
housing.
----------------------•CHAPTER2----------------------•

Figure 38 Figure 39
Installing Throttle Control Lever Installing the Side Inspection Cover

1. Throttle Control 2. Spring 1. Inspection Cover

Lever 3. Spring Guide 2. Gasket

26. Pull the throttle shaft through the INSTALLATION

governor housing using tool No. 7144-
459A and lower the housing over the 1. Place a new '0' ring on the pump
securing studs. Before securing with the mounting flange.
domed nuts and fibre washers ensure
that the peg on the shut-off shaft locates
in the cut out of the shut-off bar. Tighten
the nut to the specified torque, see
'Specifications' - Chapter 8. 2. If the pump timing cover is in position on
the engine front cover, it should be
removed.
27. Position the shut-off lever onto the shut-
off shaft and secure with the nut and
washer.

3. Ensure that the injection pump drive gear

28. Fit the throttle lever to the throttle shaft
by initially placing the spring guide over
the hub on the governor control housing,
Figure 38, and then placing the lever
onto the shaft, securing with the washer
and locknut tightened to the specified
torque, see 'Specifications' - Chapter 8.
29. Locate the pump body inspection cover
and gasket and secure with the retaining
screws, Figure 39.
is correctly meshed with the camshaft
drive gear so that the timing marks are
aligned, Figure 40.
NOTE: All engines with a distributor type
fuel injection pump have a common fuel
injection pump drive gear. This gear features
two timing marks identified by numerals
'3' and '4' for 3 and 4-cylinder engines
respeCtively.

19
-------------------PART2-FUELSYSTEMs-------------------
Figure 40
Injection Pump Drive Gear Timing
1. Pump Drive Gear
2. Camshaft Drive Gear
3. 3-Cylinder Timing Mark
4. 4-Cylinder Timing Mark
4. Install the injection pump, ensuring that
the drive hub dowel pin engages with the
hole in the drive gear - turn pump drive
shaft as necessary, then secure pump
loosely to the engine front plate with the
three securing bolts.
5. If the pump has been internally timed,
rotate the pump clockwise, as viewed
from the rear end, % a division relative to
the zero degree mark on the rear of the
engine front plate.
6. lfthe pump has not been internally timed,
align the scribed line on the pump flange
with the centre punch reference mark
previously made on the rear of the engine
front plate.
7. Tighten the mounting bolts to the
specified torque, see 'Specifications' -
Chapter 8.
20
8. Insert the three drive gear securing bolts
and tighten to the specified torque, see
'Specifications' - Chapter 8.
9. Connect all fuel pipes, electrical solenoid
wire and throttle control rods or cables to
the injection pump.
10. Install the pump timing cover onto the
engine front cover, using a new gasket,
and secure with the retaining screws
tightened to the specified torque, see
'Specification' - Chapter 8.
11. Bleed the fuel system as follows:
(i) Ensure there is sufficient fuel in the
tank and all connections are tight.
(ii) Remove the bleed screw from the
top of the filter and allow the fuel to
flow until it is free from air bubbles.
Install the bleed screw and tighten.
(iii) Loosen the bleed screw on the
injector pump and crank the engine
until the fuel flowing is free from air
bubbles. Tighten the bleed screw.
(iv) Loosen the injector line connectors
at the injectors and crank the
engine with maximum throttle until
fuel free from air bubbles flows.
Tighten the connectors.
----------------------•CHAPTER2----------------------•
'
C. FUEL INJECTION PUMP- ISO TEST CONDITIONS
INTRODUCTION: THE NEED FOR ISO
As Government legislation on power, smoke
and noise emissions becomes ever more
stringent, manufacturers of fuel injection
equipment are faced with the necessity of
more accurate measurements and tests for
their products.
With the additional objectives of reducing
discrepancies between test machines of
different manufacturers and improving the
correlation between test machine results and
engine performance, the International
Standards Organisation (ISO) has drawn up
new standards for pump test conditions.
The ISO Committee is made up of members
from the standards organisation of each
country concerned, plus representatives
from interested companies including Lucas
CAV Limited.
The most noticeable change is the adoption
of a test fluid of a lower viscosity, nearer in
characteristics to diesel fuel and conforming
to ISO Standard 411 3. Further ISO standards
relate to the high pressure pipes, test
injectors, delivery measurement system, test
bench drive and coupling, anti-backlash
requirements and various other conditions.
Although these standards are not a legal
obligation, they may be adopted into the
legislation of any country where they are
practised.
21
The accompanying Explanatory Notes for
'DPA' distributor pumps are typical of those
which will be issued for use with all fuel
injection pumps manufactured by Lucas
CAV Limited. The Notes have been written in
accordance with the conditions set down by
the International Standards Organisation.
Copies of relevant ISO Standards are
available from the National Standards Body
of each individual concerned.
EXPLANATORY NOTES (ISO TEST
CONDITIONS) FOR 'DPA'
DISTRIBUTOR PUMPS
Fuel Pump Test Plans should be used in
conjunction with the appropriate Ford
Tractor Repair Manual.
When Test Plans are superseded, the revised
information will be distributed under a new
issue Service Bulletin.
Test Plans are NOT specification information
and must not be used as such.
Test Plans are issued for every pump
specification except when two or more
pumps form a group applicable to one engine
and the pump detail variations do not create
any change in the test figures. Related
pumps of this type may all be covered by one
Test Plan.
NOTE: Successive Design Changes may
also be covered by a single Test Plan if they
conform to the above rule.
----------PART2-FUEL SYSTEMs---------•

'
DPA- DESPATCH NUMBER SIGNIFICANCE

Governor type and advance

.device:
0&1 =Mechanical governor
without auto advance
2&3 =Mechanical governor
with auto advance
Design source code= 4&5 =Hydraulic governor
O=USA 6= Brazil without auto advance
1 =Argentina 7 =Yugoslavia 6&7= Hydraulic governor with
2&3=UK 8=Rumania auto advance
4= France 9=Japan 8&9= Mechanical governor
5=Spain with auto advance

Product Code
number

-'--

R 3 2 3 8 F 3 9 0 C
-- -, --
T

Number of delivery I Design

I ports I changes
'--- 'A' to 'C'
shown here

Design changes from 'D' Modifications

onwards shown here not affecting
pump inter-
- changeability or
Licensee code (See Note 1 ): performance
R- CAV RotoDiesel, France shown here as
C-CV Condiesel, Spain '0' to '9'
M - Mefin, Rumania
V- Lucas CAV do Brasil
U- Lucas CAV Greenville, U.S.A
J- Lucas CAV Kk, Japan
Y- IPM, Yugoslavia
P - WSK, Poland Individual features
._____ number

NOTE 1: Lucas CAV, Medway, U.K. pumps do not have a code letter.

22
----------------------•CHAPTER2----------------------•
TEST MACHINE SPECIFICATION
Test Injectors
Two different types of test injector will be
required for testing fuel injection pumps
fitted to the Ford Tractor range.
1. Injectors fitted with the ISO 4010 delay
pintle type nozzle, principally for high
speed, indirect injection engine
applications, are required for testing
in-line pumps.
2. Injectors fitted with orifice plates (ISO
7440*), principally for direct injection
engine applications, are required for
testing distributor pumps.
Use only the nozzle type specified in the
individual Test Plan, together with the
appropriate nozzle holder.
"Pending ISO confirmation
Test injectors are available from Leslie
Hartridge Limited, Tingewick Road,
Buckingham, MK181 EF, England, in sets of
4, 6, 8 or 12. The appropriate part number is
dependent on the test nozzle required and
the test machine type.
These injectors are essential for accurate
pump calibration and are manufactured to a
standard which will ensure minimum line to
line scatter, consistent results between sets
and accurate maximum fuel setting.
ENSURE THAT TEST NOZZLE TYPE AND
OPENING PRESSURE ARE AS SPECIFIED
IN THE INDIVIDUAL TEST PLAN, e.g. delay
pintle type ISO 4010 at 172-0+ 3 bar
opening pressure (identified by ISO 4010
marked on their shank).
23
The use of the ISO nozzle means that test
injectors can be serviced in the workshop by
changing the nozzles only. Test nozzles are
available from Leslie Hartridge in sets of 6
or 8.
NOTE: Test injectors should be checked as
follows:-
Weekly or every 100 pumps - Check and
reset open pressure. Check seat leakage,
nozzle backleakage and replace nozzle
where appropriate.
Every 1,000 pumps~ Replace the test nozzle.
High Pressure Pipes:
Refer to the individual pump test plan.
Pipes to conform to the requirements of ISO
4093, viz:
1. "The pipes may be of any ferrous
material, usually cold-drawn mild steel,
and shall have a smooth internal bore,
free from any cracks or other structural
weaknesses and from corrosion or other
matter likely to cause damage to the fuel
injection system.
2. After making the end connections, any
closing-in of the pipe shall be removed
by inserting a reamer of the nominal
internal diameter of the pipe to a depth of
at least twice that of the length of the
deformed end of the pipe. Any closing-in
of the ends after extended use shall also
be eliminated in a similar manner.
3. The radius of any bend subsequently
made in fabricating the pipes shall be not
less than 16 mm for 6 mm pipes,
measured from the centre line of the pipe.
- - - - - - - - - - P A R T 2-'FUEL S Y S T E M s - - - - - - - - - •

4. Pipes shall be washed out internally after Measuring Glasses

the making of ends and bending in order Fuel readings are to be taken in accordance
to remove extraneous matter. with the test bench manufacturers
recommendations (see delivery values).
For storage, the ends shall be sealed to Glasses should be cleaned regularly to
prevent inlet of air in order to avoid ensure accurate and consistent readings.
internal corrosion."

On some older models of test machine, the

graduations may be marked in cc's. On the
Reproduced from ISO 4093 by kind newer test machines, the equivalent units of
permission of ISO, Geneva. ml or cm 3 will be found.

Calibration Fluid (Test Oil)

Refer to the Test Plan for test oil requirement.
Dimensions
The standard dimensions of high pressure
pipes are:- A PUMP SPECIFICATION WITH A TEST
PLAN DEVISED ON ISO 4113
CALIBRATION FLUID MUST NOT BE
ISO Internal External TESTED ON A TRADITIONAL THICK
Identification Diameter Diameter Length
FLUID WITH A VISCOSITY OF 6.5 TO 7.1
ISO 4093.1 2±0.025 6 600±5 eSt AT 21 C.
ISO 4093.2 2±0.025 6 845±5

The following oils conform to ISO 4113 and

also meet an oxidation requirement to
Refer to the individual pump test plan for improve shelf life of fuel injection equipment.
high pressure pipe requirement.

Brugarolas (Spain) Califluid 2

Fuel delivery can be seriously affected by
restrictions in the bore or length of pipe.
Regular checks should be made to ensure
that no closure of the bore occurs in use and
that bore ends are maintained at not less than
0.025mm below the nominal size.
Shortening of the pipe (to reform a nipple} is
only permissible if pipe length remains within
the tolerance of the specified iength.
Castrol Diesel Calibration Oil 4113
Dalton (U.K.) Viscor 1487
Shell (International) S.9365
Shell (France) Normafluid BR
· These oils are not necessarily available in all
countries and where difficulty is experienced
you should contact your normal supplier,
quoting the following specification. A
sample MUST be submitted for approval by
Lucas CAV Ltd. before commencing tests.

Pump Outlet Connections Description

All tests are to be made using high pressure A refined, deodorised mineral oil with anti-
outlet connections as originally fitted to the foaming additives and other additives to
pump unless stated otherwise on the Test improve resistance to wear, ageing and
Plan. corrosion.

24
 CHAPTER 2

Physical Properties

Property Unit Requirement Test Procedure

Colour 3 max ISO 2049
Specific Gravity at 15•c 0,820-0,830 ISO 3675
Pour point ·c · -18 max 1 P15
Cloud point ·c -10 max ISO 3015
Flash point ·c 75 min ISO 2719
Total acidity mg KOH/g 0,1 max 1 P1
Sulphur active Class 1 max ISO 2160
Water content %vol 0,05 max 1 P74
Distillation %vol 5 max@ 21o·c ISO 3405
%vol 95 min@ 36o·c ISO 3405

Kinematic viscosity
a) at 4o·c eSt 2,45-2,75 ISO 3104
b) 10 6 sec- 1 shear at -12·c eSt 30 max 1 P71
Choking tendency Vx Lit res 454 min 7-2-66*
Gallons 100 min 7-2-66*

Corrosion resistance at
6o·c Pass 24 hours ASTM-D665A
Rust protection Must pass 5 out of ASTM-01748
50h with polished panels 6 faces of three panels
Ageing test residue mg/100ml 1,0 max ASTM-02274
Oxidation stability-
acidity mg KOH/9 0,3 max 7-2-68*
Oxidation stability
sludge %wt Less than 0.05 7-2-68*
Foaming tendency ml 50 max (ASTM-0892,
(Seq 1 only
Foaming stability ml nil (in each case.
Aromatic components, % 11 max (40-25-50*
CA value (ASTM-02140

* Lucas Standards

General test machine. Ideally, the viscosity should be

Test oil, when in use in a test machine, will
not retain its physical properties indefinitely.
It can become contaminated with fuel oil and
due to evaporation of the light fractions its
viscosity will increase, thus giving inaccurate
results.
To reduce such contamination as much as
possible, pumps which have been removed
from an engine and not dismantled should be
drained of fuel oil BEFORE being put on the
physically checked periodically and the oil
changed when it varies from the limits
quoted in the preceding specification.
NOTE: In the absence of a viscosity check, it
is recommended that the test oil should be
changed at least every two months or after
testing 150 pumps, whichever occurs sooner
more frequently where ambient
temperature is high. Filters should be
renewed at the same time.

25
-------------------PART2~FUELSYSTEMs------------------•
Test Oil Supply
To avoid fuel starvation and irregular pump
behaviour the test machine should be able to
support calibration fluid at 40°C, at a rate not
less than 1 ,000 cm 3 per minute for a
maximum feed pressure of 0.1 bar (1 .5
lbf/in 2 ). It is an ISO requirement that the test
machine should be capable of supplying at
least the equivalent of two and a half times
the delivery of the pump under test.
For the purpose of testing the Ford range of
DPA pumps the supply pressure should be
0.1 bar (1.5 lbf/in 2 ) unless otherwise stated
on the Test Plan.
Temperature of Test Oil
Values given in Test Plans are correct when
the oil in the test machine supply connection
is at a temperature of 38-42°C. It is
recommended that a temperature control
unit is fitted to maintain the temperature.
Storage of Test Oil
"Calibration fluid conforming to an ISO
standard shall be obtained in sealed metal
drums bearing two identification marks:
a) The manufacturer's (or supplier's) name
which shall vouch for conformity with
the relevant ISO standard.
b) The ISO standard number to which the
fluid purports to conform.
Calibration fluid shall be retained, in its
sealed original identifiable container, under
cover, until required for use.
Fluid shall be protected from severe frost
( -1 ooc) at all times."
Reproduced from ISO 4008, by kind
permission of ISO, Geneva.
26
Test Machines
CAV DPA distributor pumps must be tested
on machines which conform to the dynamic
(drive system) and static (fuel measuring
system) requirements as laid down in ISO
4008 Parts 1 and 2 respectively. The
maximum power specified to drive any
distributor pump under test is 1.4 KW at a
specified peak injection pressure of 625 bar.
Hartridge 2500 and 1150 test machines are
recommended, as they meet the above
requirements and are capable of testing the
whole range of distributor pumps.
Additionally, Hartridge 11 00 and 875 test
machines are suitable for testing pumps to be
fitted to the Ford Tractor range.
Fuel Pump Drive
Fuel delivery can be substantially affected by
the backlash and/or stiffness of the test
machine drive system. It is, therefore,
important to limit these effects to ensure
accurate fuel settings and reduce line-to-line
scatter.
The drive couplings should have zero
backlash and exhibit a torsional stiffness
which allows less than 0.1° deflection under
peak injection torque for the pump under
test. Coupling manufacturers quote figures
for coupling stiffness and corresponding
maximum fuel delivery in mm 3 /stroke,
according to ISO standard 4008/1.
The corresponding maximum fuel delivery in
mm 3 /stroke should not be exceeded for any
pump under test. If doubt exists about a
coupling's performance contact either the
coupling manufacturer or CAV Parts and
Service.
----------------------•CHAPTER2----------------------·

It is recommended that an anti-backlash For Hartridge machines, conversion charts

coupling (Hartridge KitH F 533) is used. On
no account may flexible rubber or fibre disc
type Oldham couplings be used as part ofthe
drive system.
are included at the end of Chapter 8. These
give directly the minimum number of strokes
and corresponding cm 3 value for each mm 3 /
stroke value. However, critical fuel values
can be determined as shown in the following
examples:

DELIVERY VALUES Example for Hartridge 1100 Mark II

To conform with the requirements of ISO Method to determine the minimum number
4008/2, all critical fuel delivery values are of strokes for a Test Plan critical fuel value of
quoted in mm 3 /stroke (not cm 2 per 200 25 mm 3 /stroke using a Hartridge 1100 test
strokes) on the Test Plan or on the pump machine with 30 cm 3 graduates.
nameplate. Using a simple conversion chart.
supplied by the test machine manufacturer,
critical fuel deliveries can be related to the
minimum filling requirements of the test
Delivery for 1 00 strokes in
machine graduates necessary to ensure
accurate readings. This is introduced to
cm 3 = 25 x 100= 2.5 cm 3 •
minimise the errors due to the variations in
the graduate capac1t1es of different 1000
machines, count errors and glass drainage
requirements. The appropriate number of
strokes in these cases should be determined
in accordance with the test machine Hartridge 11 00 should give at least a 40% fill
manufacturer's instructions. Where NOT of graduates,i.e. 40% of 30 cm 3 = 12 cm 3 •
specified by the test machine manufacturer,
the number of strokes taken should give at
least a 50% fill of the graduates. All other fuel
readings are taken over 200 strokes unless
stated otherwise on the Test Plan. Therefore, to achieve at least this fill it will be
necessary to use 500 strokes giving a delivery
of 12.5 cm 3 , with a SINGLE operation of the
trip mechanism.
When using Hartridge 1150, 11 00 and 875
test machines, the number of strokes chosen
should give at least a 40% fill of the graduate
with a SINGLE operation of the trip 5 x 2.5 cm 3 /1 00 strokes= 12.5 cm 3 /500
mechanism. Allow 30 seconds glasss strokes.
drainage time and let the test oil settle for 15
seconds before taking readings (unless the
test machine is equjpped with a piston-in-
graduate measurement system, which
et~ables readings to be taken directly). The Similarly 60 mm 3 /stroke requires 200 strokes
bottom of the meniscus must always be used giving 12 cm 3 and 30 mm 3 /stroke requires
when taking fuel readings. 500 strokes giving 15 cm 3 •

27
-------------------PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . .. .
Example of Hartridge 2500:
Method to determine minimum number of
strokes for a Test Plan critical fuel value of 30
mm 3 /stroke using a Hartridge 2500 test
machine with 60 cm 3 graduates:
Delivery for 100 strokes in
cm 3 =30x 100=3cm3 .
1000
Hartridge 2500 should give at least a 25% fill
of graduates, i.e. 25% of 60 cm 3 = 15 cm 3 .
Therefore, to achieve at least this fill, it will be
necessary to use 500 strokes, giving a
delivery of 15 cm 3 •
Before commencing tests, unscrew the
maximum stop screw and the idling stop
screw to allow full movement of the throttle
arm.
The throttle lever is to be fully open and the
stop lever and solenoid stop valve in the
"run" condition unless otherwise stated.
Do NOT run the pump for long periods with
the shut-off lever closed, particularly at high
speed.
Roller to Roller Dimension
The setting given on the Test Plan is
approximate and is for use when assembling
the pump. Final adjustment of maximum fuel
must be carried out on the test machine. If a
substantial alteration is required, then the
pump cannot be functioning correctly, e.g,
plungers sticking, incorrect governor link
setting etc.
28
Transfer Pressure Adjustment
Various end plate transfer pressure adjusting
assemblies or sleeve plugs of different
thickness can be used to vary the load on the
regulating spring. Where this is applicable, it
is stated on the Test Plan.
Governor Link Setting
Refer to "Overhaul - Section B" for the
method of setting governor link length.
The link length is specified to satisfy two
main factors for governor performance:
1. Fuel cut-off at maximum speed.
2. Non-interference with fuel delivery at the
maximum fuel setting.
Whilst most governors will operate
satisfactorily with the nominal link length,
some units fail for the above reasons and can
be corrected by an alteration to the link
length. The following procedure should,
therefore, be adopted:
a) Set to nominal link length before
commencing test.
b) If unit fails for 'no cut-off at maximum
governed speed,' reduce link length.
c) If unit fails for maximum fuel interference,
increase link length.
Note, however, that incorrectly machined,
worn or wrongly assembled parts can pro-
duce the same faults and alteration to link
length, which may already be correct, will
not necessarily effect a solution. Should
adjustment to the link length fail to correct
the fault, then this should be reset to the
nominal length and the trouble looked for
elsewhere.
------------------------CHAPTER2----------------------•
When adjustment to the governor link length
has been made, the sequence of governor
setting tests must be repeated and the test
requirements satisfied. Adjustment must
NOT be made beyond the specified
tolerance.
Automatic Advance Devices
1. Before commencement of test ensure the
correct thickness of shims is fitted to the
advance assembly as stated in the
relevant Test . Plan. The mm1mum
thickness of shims must not be removed,
and shims may be added as stated in the
Test Plan.
2. Tests are carried out strictly in the order
specified on the relevant Test Plan.
3. The maximum amount of shimming
allowed is not exceeded.
Example of Setting Code
Max fuel setting in
mm 3 lstroke. For
conversion into cm 3 ,
see Delivery Values
- '--
Prefix- not A 7 5
applicable for
test purposes
U --
The letter L indicates
setting code
established on an
ISO approved test
machine using an
ISO 4113 test oil
TEST PLANS FOR PUMPS WITH
SETTING CODE ON NAMEPLATE
The following test data is not given on the
Test Plan for coded pumps and must be
obtained from the setting code on the pump
nameplates:
Maximum fuel setting, maximum fuel setting
pump speed, governor spring position on
all-speed mechanically governed pumps and
maximum no-load engine speed.
For pumps produced before the introduction
of ISO Standards, the setting code on the
nameplate (unlettered code or T code)
applies only to thick test fluid not conforming
to ISO 4113. In these cases, when testing
with a thin fluid conforming to ISO 4113, the
setting code must be disregarded and all
necessary information extracted from the
relevant ISO Test Plan or CAV dealer or Ford
Test Plan (ISO) if available or issued!
Max fuel setting speed
in pump rpm
L 8 0 0 I -,
1 I 2 2 2 0
Max no-load
- engine speed
rpm
Governor spring
position - '0'
indicates that
the pump has a
hydraulic
governor.
29
-------------------PART2-PUELSYSTEMs------------------•

D. FUEL INJECTION PUMP- TEST PROCEDURES

1. Prior to installing the pump on the test

bench, check the pump for external leaks
as follows:

(i) Connect a compressed air supply to

the leak-off connection and plug
the return from the governor cover.

(ii) Completely immerse the pump in a

bath of dean fuel oil and subject the
assembly to a pressure of 2 lbf/in 2
(0.14 bar) for a period of one
minute.

(iii) Repeat using 10 lbf/in 2 (0.70 bar).

Rotate drive hub slowly during test.
Figure 41
NOTE: Pressures greater than 20 lbf/in 2 Advance Device Measuring Scale
(1.40 bar) will damage the pump seals.
1. Tool No. 7244-59

(iv) Leaks will be indicated by air

bubbles emerging from the pump
3. Mount the pump on the test bench using
and these should be rectified before
further pump testing commences.
2. The calibrating machine must conform to
ISO 4008 Parts 1 and 2 and have the
following facilities:
(i) A speed range of 100 to 1500
rev/min.
a suitable bracket and install a quill shaft
between the pump drive hub and the test
bench drive shaft. Remove the end cap
plug from the advance device end cap
and insert the extension shaft of tool No.
7244-59 into the end cap, securing the
adjustable scale in position, Figure 41.
Adjust the scale to set the pointer at zero.

(ii) Matched set of ISO 7440 nozzles set

at 207 to 21 0 bar opening pressure
connected to high pressure pipes
6mm x 2mm by 845mm long to ISO
4093.

(iii) A gravity feed fuel supply, or a
controlled pressurised feed of
2.0 lbf/in 2 (0.14 bar). In either case
a minimum flow of 1000/cc per
minute must be available at the
pump inlet to avoid fuel starvation
and irregular pump behaviour.
(iv) A set of graduated glasses for
measuring the output from each
injector.
4. Remove the hydraulic head locating
screw, which does not incorporate the
bleed screw, and connect a suitable high
pressure adaptor: 7044-892. Connect
the test bench pressure gauge to this
adaptor. The gauge should be marked in
increments of 2.0 lbf/in 2 (0.1 bar) and be
capable of 100 lbf/in 2 (7.0 bar). Connect
the back leakage gauge feed pipe to the
pump outlet port, located in the pump
body inspection cover.

30
----------------------•CHAPTER2----------------------•

'
5. Connect the high pressure pipes to the (i) Slacken the bleed screw on the pump
high pressure connections. The original body.
high pressure connections on the pump
must be used.

· (ii) Slacken the unions at the injector ends

of the high pressure lines.
6. Connect the pressure gauge and bleed-
off pipe to the connection in the top of
the governor control housing. Ensure
that the banjo bolt bleed return orifice is
of the correct size, i.e. 0~5 mm. Connect (iii) Run the pump at 100 rev/min, close the
the fuel supply line to the inlet in the end bleed screw and tighten the high pres-
plate of the pump. sure line unions when fuel free from air
issues from each location.

Transfer pump vacuum is checked at the

specified pump speed by turning the two
TESTING PROCEDURE
way tap on the fuel feed line to cut off the fuel
supply and connect the line to the vacuum
Injection pump testing should be carried out
gauge, and required vacuum must be
as outlined under 'Test Plan' in
reached within the specified time.
Specifications, Chapter 8 in conjunction
with the following procedure.

NOTE: Reprime the pump after the

The throttle and stop control levers must be completion of this test.
fully open except where otherwise stated.

Transfer pump pressure is noted at certain

The pump must be completely free from leaks
pump speeds and must be as specified.
while running and stationary. A negligible
leak from the extension shaft of tool No.
7244-59 is unavoidable.

Speed advance is checked at the given pump

speeds, the amount of advance should be as
All fuel delivery quantities are given in mm 3 / . specified. If incorrect adjust the transfer pres-
stroke except where otherwise stated. sure to ensure correct advance travel at the
two check points.

IMPORTANT: Do not run the pump for

long periods with the shut-off lever closed.
IMPORTANT: A 1.0 mm (0.04 in) shim is
Do not run the pump for long periods at high
installed in the end plug on assembly. This
speed with small delivery.
must not be removed.

Observe the points in the test procedure

where priming and venting are required. To NOTE: Re-prime the pump after any
prime the pump: adjustment has been made.

31
-------------------PART2~FUELSYSTEMS------------------•

'
Maximum fuel delivery is checked at a given
pump speed and should be between the
limits given in the test-plan.

If the setting is incorrect, adjust as follows:

(i) Turn off the fuel supply and remove the

pump body inspection cover.

(ii) Slacken the rotor drive plate bolts using

adaptor tool No. 7144-482 and suitable
stock wrench. Slacken the drive plate
bolt farthest from the adjusting notch
first. When re-torquing, tighten the
Figure 42
drive plate bolt nearest the adjusting
Adjusting Maximum Fuel Setting
notch first.
1. Tool No. 7144-875
2. Bleed Screw
(iii) Enter the hooked end of tool No. 7144-
875 through the inspection aperture
and engage with the notch in the With a given pump speed increase delivery
periphery of the top adjusting plate, must not exceed the specified amount and
Figure 42. with the given pump speed reduction the
delivery must increase to a volume within the
specified limits of the maximum fuel delivery.
(iv) The necessary adjustment can be made
by tapping the end of the tool with a
suitable hammer. If the correct fuel level
cannot be obtained by adjustment of Pump timing must be carried out after the
the top plate, then the top plate and/or pump has been removed from the test bench
the bottom plate must be changed to and the fuel drained from the pump body.
the next highest or lowest adjusting
plate, the following instructions must
be adhered to when changing plates.
The pump drive hub has a master spline and
slot which is positively located by the peg on
(v) Tighten the drive plate securing screws the engine pump drive gear. Accurate timing
using the adaptor tool No. 7144-482 of the injection pump to the engine is
and a suitable torque wrench. The ensured by scribing a line on the pump
torque specified for the adaptor should mouting flange, relative to the master spline.
be applied with the adaptor and torque This scribed line is relative to a fixed mark on
spanner in line, as this will ensure the the engine front mounting plate.
correct torque being applied to the drive
plate securing bolts.

It is therefore possible to install a new

The governor setting should be carried out at injection pump and maintain correct timing
the specified pump speed and the maximum of pump to engine by engaging the master
speed screw adjusted until the specified peg and slot and aligning the mark on the
output is obtained. pump body with zero mark on the engine.

32
-----------------------CHAPTER2-----------------------
R-2-2-39 Q R-2-2-40
Figure 43
Setting the Pump Timing Mark
1. Tool No. 7144-262
2. Tool No. 7244-26
To set the pump timing, after testing proceed
as follows:
(i) Remove the non-return valve from the
specified outlet see Test Plan,
Specifications, Chapter 8 of the
hydraulic head and connect the adaptor
pipe of tool No. 7144-262 directly to
the outlet of the hydraulic head.
(ii) Connect the outer end of the adaptor
pipe to an injector tester and pump the
tester until fuel flows from the pressure
relief valve in the pipe indicating that
the required pressure has been
obtained.
(iii) Set the pump flange marking gauge tool
No. 7244-26 to the specified indexing
figure see Test Plan Specification,
Chapter 8 and using a suitable quill
shaft install it onto the pump drive hub.
33
Q
Figure 44
Scribing the Pump Timing Mark
1. Tool No. 7244-26
2. Quill Shaft
(iv) Turn the gauge and hub in the direction
of pump rotation, the fuel pressure will
cause the plungers and rollers to move
to their outermost position. When the
rollers contact the cam lobes, resistance
to further rotation is encountered, this
being the setting point for the pump,
Figure 43.
(v) With the pump held in this position a
line should be scribed on the pump
flange along the guide on the gauge,
Figure 44.
INJECTION PUMP STORAGE
If after overhaul, an injection pump is being
stored the body should be left filled with
substitute oil and all connections sealed with
dust plugs and caps.
If the pump is stored for a period of six
months or more it is recommended that the
unit be tested to the Test Plan again before
putting the pump into service.
 PART2
FUEL SYSTEMS

Chapter 3
FUEL INJECTION PUMP- DPS DISTRIBUTOR TYPE
Section Page
A. FUEL INJECTION PUMP-DESCRIPTION AND OPERATION 1
B. FUEL INJECTION PUMP-OVERHAUL 16
C. FUEL INJECTION PUMP-ISOTESTCONDITIONS 46
D. FUEL INJECTION PUMP- TEST PROCEDURE 55

A. FUEL INJECTION PUMP - DESCRIPTION AND OPERATION

General Description

The DPS distributor type fuel injection

pump, Figure 1, is installed on all diesel
engine Ford 555C and 655C Tractors.

The pump is flange mounted at the front

right-hand side ofthe engine being driven
by a gear timed to the camshaft drive gear,
see "ENGINE SYSTEMS" - Part 1. It is oil
tight, having a double lip type seal, pre-
venting engine oil entering the pump body
and also fuel oil entering the engine lubri-
cation system.
Figure 1
Fuel Injection Pump

1. Leak-off Connector 6. Latch Valve

During operation all moving parts are lub- 2. Maximum No Load 7. Outlets to Injectors
Speed Adjuster 8. Fuel Inlet Connector
ricated by fuel oil under pressure prevent- 3. Idle Speed Adjuster 9. Fuel Shut-Off Solenoid
ing the ingress of dust, water and other 4. Excess Fuel Device 10. Throttle Lever
foreign matter. 5. Stop Control

1
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -
The DPS distributor type fuel injection
pump consists of a pumping and distribut-
ing rotor driven directly from the pump
drive shaft. The rotor revolves within the
hydraulic head and has a vane type fuel
transfer pump connected to the end.
A regulating valve controls transfer pres-
sure to the metering valve, which is oper-
ated by the throttle lever, and regulates the
flow of fuel to the filling ports of the rotor.
The distributor rotor carries two pairs of
opposed high pressure pumping plungers
which, under the action of fuel at filling
pressure, push the rollers into contact with
the internal lobes of the cam ring.
Maximum fuelling is pre-set by a sealed
external adjuster which controls a pair of
scroll plates located concentrically with
and either side of the cam ring. These act
as check plates, limiting the outward move-
ment of the rollers in contact with the
pumping plungers and can be partially
rotated to adjust maximum fuelling.
The scroll plate mechanism also gives
automatic excess fuel for rapid engine
starting under all ambient conditions. At
cranking speed, with the throttle lever in
the maximum fuel position, the scroll
plates are rotated to a point which allows
the pumping plungers to move further
apart, admitting fuel in excess of the nor-
mal maximum.
As soon as the engine self-sustains excess
fuel is terminated as fuel pressure,
supplied via the latch valve, acts on the
2
piston in the excess fuel device moving
the scroll plates into the maximum fuel
position. At this point action of the gover-
nor on the metering valve reduces the fuel
level to the maximum no-load require-
ments.
In addition to excess fuelling during
engine cranking, the advance and start
retard unit automatically adjusts the cam
ring to retard injection timing. When the
engine self-sustains the cam ring is par-
tially rotated in the opposite direction to
pump rotation to advance the timing as
the pump speed increases.
At engine cranking speed, the latch valve
located in the pump housing ensures that
transfer pressure does not reach either the
auto-advance unit or excess fuel device
until the engine has self-sustained. When
the engine self-sustains transfer pressure
opens the latch valve diverting the fuel
under pressure to the advance and excess
fuel devices.
A variable speed mechanical governor
controls the metering valve allowing a con-
stant engine speed to be maintained
regardless of engine loading. The gover-
nor is fitted with a "cush drive" weight
retainer with 6 weights.
An electrically operated fuel shut-off sol-
enoid screwed into the top of the hydraulic
head controls the fuel supply to the input
side of the metering valve. This provides
the operator with an "ignition key" engine
start and stop.
 CHAPTER3 . . . . . . . . . . . . . . . . . . . . . ..

IR-2-3-02

Figu re 2
Fuel System Schematic - Eng ine Cra nking

111111 Feed Pressure Transfer Pressure Injection Pressu re

~ Cam Box Pressure 0 Back Leakage Fuel 111111 Metering Pressu re

0 Different ial Pressu re

1. Hand Prim er 7. Hea d Locati ng Fitting 13. Pressurising Va lve

2. Vent Orif ice 8. Injector 14. Excess Fuel Device
3. Regu lat ing Va lve 9. Hydrau lic Head and Rotor 15. Fuel Tank
4. Transfer Pump 10. Variab le Speed Governor 16. Throttle Shaft
5. Latch Valve 11. Metering Va lve 17. Fu el Shut-off Solenoid
6. A utomatic Advance and Start Retard Unit 12. Cam Box 18. Sedimenter- Fi lter

Fuel Pum p Operation with increasing engine speed to an inter-

mediat e va lue term ed transfer pressure
W ith reference to Figures 2 and ~· controlled by the regu lating va lve.

Fue l is drawn by t he transfer pump f rom In operation, t he regulating valve main-

t he fu el tank th roug h the sedim enter, hand tains a pre-determined relations hi p bet-
prime r and on thro ugh th e filt er assembly. ween t ransfer pressure and t he speed of
Fu el, at feed pressure (A), passes into t he rotatio n by returni ng pa rt of t he f uel t o the
t ransfe r pum p wh ich raises the pressure inl et side of the t ransfer pump.

3
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -

IR-2-3-03
Figure 3
Fuel System Schematic - Engine Running

Feed Pressure 0 Transfer Pressure 0 Injection Pressure

0 Cam Box Pressure ~ Back Leakage Fuel • Metering Pressure

7. Head Locating Fitting 13. Pressurising Valve

1. Hand Primer 8. Injector 14. Excess Fuel Device
2. Vent Orifice 9. Hydraulic Head and Rotor 15. Fuel Tank
3. Regulating Valve 10. Variable Speed Governor 16. Throttle Shaft
4. Transfer Pump 11. Metering Valve 17. Fuel Shut-off Solenoid
5. Latch Valve 12. Cam Box 18. Sedimenter- Filter
6. Automatic Advance and Start Retard Unit

The transfer pump supplies fuel to the
pumping plungers and via a separate pas-
sage, actuates the latch valve.
To fill the pumping plungers, fuel at trans-
fer pressure (B) flows around annular
grooves in the hydraulic head and passes
into a drilling in the top of the hydraulic
head sleeve. Fuel then flows to the meter-
ing valve, which regulates fuel flow
through the linkage to the throttle lever or
movement of the governor weights.

4
 CHAPTER 3 - - - - - - - - - - - -
As fuel passes through the metering valve
orifice in the hydraulic head, a pressure
drop occurs reducing transfer pressure (B)
to a level known as metering pressure (F).
Fuel from the metering valve then passes
into two oblique filling ports via a circular
groove in the sleeve to the rotor charging
ports, then through a central drilling in the
rotor to two pairs of opposed pumping
plungers. These are actuated by an inter-
nally lobed cam ring.
The lobes of the cam ring are phased with
the drillings in the hydraulic head and rotor
which allows alternate filling and injection.
The rotor ports first charge the pumping
plungers at metered pressure (F), then fuel
is pumped from the distributor port at
injection pressure (C) to each of the injec-
tors in turn.
A controlled leakage of fuel for lubricating
purposes passes between the rotor, hyd-
raulic head, plungers and bore etc., and
then to the cam box.
Cam box pressure (D) is maintained by a
pressurising valve which unloads excess
pressure in the cam box and returns the
back leakage fuel (E) to the supply tank.
Back leakage from the injectors · is also
returned to the supply tank.
To actuate the latch valve, fuel at transfer
pressure (B), regulated by pump speed,
flows into a drilling in the bottom of the
hydraulic head sleeve and, via an annular
groove in the sleeve, to the latch valve.
At cranking speeds, the latch valve is
closed and prevents fuel at transfer pres-
sure (B) flowing, via either the head locat-
ing fitting, to the advance unit, which there-
fore remains in the retarded position or to
the excess fuel device. Th e passages to
both the advance unit and excess fuel
device remain at cam box pressure (D).
5
At a pre-determined pressure, i.e., above
cranking speed, the latch valve opens to
allow fuel at transfer pressure (B) to flow
via an annular groove in the hydraulic head
sleeve to the head locating fitting and also
to the excess fuel device. Fuel flows from
the head locating fitting to the pressure
side ofthe piston in the automatic advance
and start retard unit.
With an increase in pump speed, transfer
pressure (B) acting on the advance piston
causes the cam ring to advance the injec-
tion timing . Leakage from the advance unit
flows back to the cam box.
Two orifices, one situated in the passage
between the latch valve and the cam box
and the other in the latch valve, are utilised
to generate a differential pressure (G). This
pressure is only generated at cranking
speed when both orifices are open.
When the engine self sustains, transfer
pressure exceeds. the combined effect of
differential pressure and spring force; the
latch valve opens, the valve orifice closes
and differential pressure is reduced to cam
box pressure.
Thus th e valve wi ll close at a lower pump
speed i.e., when transfer pressure drops
below the combined effect of the latch
valve spring force and cam box pressure.
This is necessary to prevent the pump
retarding during rapid engine decelera-
tion.
. . . . . . . . . . . . . . . . . .•PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . .. .

R-2-10-04

Figure 4
Fuel Charging and Injection Cycles- Schematic

• Metering Pressure Ef[J Injection Pressure

A. Charg ing Cycle B. Injection Cycle

1. Single Fuel Delivery Port 6. Charging Ports - Rotor

2. Outlet Port- Hydraulic Head 7. Rollers
3. Rotor 8. Cam Ring
4. Hydraulic Head 9. Metering Valve Bore
5. Pumping Plungers 10. Fill ing Ports - Hydraul ic Head

Metering of Fuel The volume of fuel passing into the pump-

With reference to Figure 4.
Fuel at feed pressure, entering the pump
through the main inlet connection is pres-
surised by the sliding vane transfer pump
carried on the rotor inside the hydraulic
head. The fuel, now at transfer pressure,
passes through passages in the hydraulic
head and then to 'the metering valve bore.
ing elements is thus controlled by three
factors. By the position of the metering
valve, which is sensitive to throttle lever
position or governor weight movement at
a given engine speed; the pump transfer
pressure' and the time during which the
rotor filling ports are aligned with the hyd-
raulic head filling ports.

Pumping and Distribution of Fuel

The metering valve, operated by the throt-
tle control lever and governor, regulates
the flow of fuel through the two oblique
filling ports in the hydraulic head and into
the pumping section of the rotor.
With reference to Figure 4.
As the rotor turns, the two filling ports in
the hydraulic head align with the two

6
- - - - - - - - - - - • CHAPTER 3

charging ports in the rotor and fuel at met-

ering pressure flows into the central pas-
sage in the rotor and forces the pumping
plungers apart. The amount of plunger dis-
placement is determined by the amount
of fuel which can flow into the rotor while
the ports are aligned.

With continued rotation, the fuel entering

the two filling ports in the hydraulic head
is cut-off from the charging ports. Then
the single fuel delivery port in the rotor,
registers with an outlet port in the hyd-
raulic head. Atthesametime, the pumping
plungers are forced inwards by the rollers
in contact with the internal lobes of the Figure 5
cam ring and fuel at injection pressure pas- Cut-Away of Regulating Valve
and Transfer Pump Assembly
ses through the central passage of the
rotor and through the ports to one of the 1. Fuel Inlet Connection 9. Drilling to Pump
injectors. 2. Regulating Spring Blades
3. Transfer Pressure 10. Eccentric Liner
Adjuster 11. Blades
4. Regulating Sleeve 12. Rotor Transfer Pump
5. Peg and Spring 13. Distributor Rotor
6. Regulating Piston 14. Rubber Sealing Ring
With further rotation, the charging and 7. Priming Spring 15. Filter
injection cycles are repeated in sequence 8. End Plate
with the rotor alternately charging through
a pair of filling ports and discharging into
each successive outlet port. The number
of outlet ports in the hydraulic head is Fuel entering the main inlet connection at
equal to the number of cy lind ers on the feed pressure is raised to transfer pressure
engine. by the transfer pump consisting of rotor,
sliding blades and eccentric liner.

The rotor is screwed on to the end of the

distributor rotor; the direction ofthe screw
thread being opposite to the direction of
the rot~tion of the injection pump so that
Transfer Pump and Regulating Valve the rotor tends to tighten when runn ing.

With reference to Figures 5, 6 and 7.

The regulating va lve performs two sepa-
rate functions. First, it contro ls fuel· pres-
sure by maintaining a definite relationship
between transfer pressure and speed of
rotation. Second, it provides a means of
by-passing the transfer pump when the
engine is stationary, so that the fuel pas-
sages in the hydraulic head can be primed
w ith the externa l hand priming pump.
Four rigid blades at 90° to one another are
held in contact with, and follow, the inter-
nal profile ofthe eccentric li ner by pressure
from two springs. As transfer pressure
increases fuel is supplied, via the end
p late, to force the blades aga inst the inter-
nal profile of the liner, hence the blades
stay in contact with the liner at all engine
speeds.

7
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -

A B
R-2-10-06 R-2-10-07 Q

Figure 6 Figure 7
Operation of Regulating Valve Operation of Transter Pump

• Feed Pressure Transfer Pressure • Feed Pressure [TI Transfer Pressure

A. Priming B. Regulating

Fuel entering the end plate at feed pres- Such movement of the piston progres-
sure passes to the inlet side of the transfer sively uncovers the regulating port and
pump through the nylon filter and upper transfer pressure is controlled by permit-
fuel passage of the end plate. ting a metered flow of fuel back to the inlet
side of the transfer pump. The effective
area of the regulating port is thus
increased as engine speed is raised.
This fuel in the upper chambers, formed
by the transfer pump blades, liner and
rotor, is displaced downwards and ejected
at a rate in excess of the injection and back
leakage requirements of the pump, hence
the pressure increases. The maximum lift of the regulating piston
is adjusted by a screw in order to control
the rate at which transfer pressure rises.
This screw, which is referred to as the
This transfer pressure is transmitted to the transfer pressure adjuster, is set during
underside ofthe regulating piston through test to suit the application concerned.
the lower fuel passage to force the piston
upwards. The force is opposed by the pres-
sure exerted on the upper face of the- pis-
ton by the regulating spring.

When priming the pump from the external

hand primer, fuel entering the end plate
As transfer pressure rises with increasing cannot pass through the transfer pump
engine speed, the piston is forced upwards and into the fuel passages in the hydraulic
and the regulating spring is compressed. head in the normal way.

8
-----------CHAPTER 3 - - - - - - - - - - -

actuates a thrust sleeve. The sleeve, sliding

along the drive shaft, causes the governor
arm to pivot about a fulcrum on the control
bracket and this movement is transmitted
by the governor link to the metering valve
which rotates to change the quantity of
fuel entering the filling ports. Rotating the
metering valve changes the flow area bet-
ween the groove in the valve and the met-
ering port. The amount of fuel that enters
the filling ports is therefore changed by
varying the effective area of the metering
orifice.

R-2-10-08
The governor link arm and spring are
Figure 8 located in the upper part of the pump
Variable Speed Mechanical Governor
enclosed by the control cover which
1. Fuel Shut-off Shaft 8. Governor Flyweight houses the throttle shaft and manual fuel
2. Metering Valve Assembly shut-off.
3. Governor Link Arm 9. Idling Spring
and Spring and Peg
4. Control Bracket 10. Main Governor
5. Governor Arm Spring
6. Thrust Sleeve 11. Throttle Shaft
7. Drive Shaft The mechanical governor takes control of
fuel delivery at maximum and inter-
mediate speeds when the centrifugal force
generated by the flywheel balances the
force applied to the governor control arm
Fuel at priming pressure enters the regulat- by the tension of the main control spring.
ing sleeve and· acts on the upper face of Fuel output is varied by governor action
the regulating piston. The piston is forced as the control arm operates the metering
to the lower end of the sleeve, compres- valve through the governor link.
sing the priming spring and uncovering
the priming· ports. Fuel then passes
through the priming ports and the lower
fuel passage to the outlet side of the trans- During idle running with the speed control
ferpump and into the fuel passages within lever in the minimum speed position all
the hydraulic head. tension is removed from the main control
spring and the governor force is balanced
by the idling spring carried on the spring
Variable Speed Governor peg. This provides more sensitive
The variable speed governor, Figure 8, is response at low RPM when the governor
of the mechanical fly-weight type giving force is minimal thus ensuring an even
accurate control of the engine at engine speed.
maximum and intermediate speeds. The
governor flyweight assembly is mounted
on the drive shaft and is entirely contained
within the pump body. The spring tension is dependent on the
position of the speed control lever thereby
Movement of the governor flyweights, giving variable speed control and enabling
which pivot outwards when under cen- the driver to select governed speed accord-
trifugal force set up by drive shaft rotation, ing to operating requirements.

9
- - - - - - - - - - PART2-'FUELSYSTEMS - - - - - - - - - -

Figure 9
Scroll Plate Operation

A. Scroll Plate in Excess Fuel Position-Throttle B. Scroll Plate in Maximum Fuel Position-Throttle
Closed Open

1. Excess Fuel Device 6. Maximum Fuel Adjuster

2. Scroll Plate Profiles 7. Link Plate
3. Rollers and Shoes 8. Link Plate Spring
4. Cam Ring 9. Low Idle Stop Screw
5. Scroll Plates 10. Throttle Control Arm

Scr.oll Plates plate which slides in a slot in the governor

With reference to Figure 9.
The scroll plates which are located either
side of the cam ring perform two func-
tions:-
control bracket.
Movement of the link plate is controlled in
one direction by the excess fuel device and
in the opposite direction, by the maximum
fuel adjuster screw.

A. To provide automatic excess fuelling

for rapid engine starting at cranking
speed under all ambient conditions.
B. To adjust maximum fuelling to a pre-
determined setting by limiting the
outward movement of the pumping
plungers.
The scroll plates are each provided with a
slot in the outer rim to control their move-
ment through a transversely mounted link
When automatic excess fuelling is
required, the throttle lever is closed
against the low idle stop and the inner ton-
gue of the link plate is held by the excess
fuel device. In this position the scroll plates
are rotated against pump rotation and the
scroll profiles on the internal rims of the
plates allow the pumping plungers to
move further apart admitting fuel in·
excess of the normal maximum.

10
- - - - - - - - - - - • CHAPTER 3 - - - - - - - - - - - •

EXCESS FUEL POSITION

DELIVERY PORT ROTOR FILLING DELIVERY PORT

PORT
.. I
OPENS CLOSES OPENS CLOSES OPENS
~--
'
----
,,/

"SCROLL PLATE PROFILE

~~CAM RING PROFILE!

MAXIMUM FUEL POSITION

' ....

COMMENCEMENT
OF EXCESS FUEL
PROFILE

...... ___ ~-

,
-------- - "

ADVANCE 4 ~ RETARD
DIRECTION OF SCROLL DIRECTION OF CAM
PLATE MOVEMENT RING MOVEMENT

R-2-10-10 Q

Figure 10
Scroll Plate and Cam Ring Phasing

As soon as the engine self-sustains, Scroll Plate Principle

excess fuel is terminated. Fuel at transfer
pressure, supplied via the latch valve, and With reference to Figure 10.
acting on the piston in the excess fuel
device causes theJink plate spring to move
the scroll plates transversely in the direc- A. In Excess Fuel Position
tion of pump rotation to the maximum
fuelling position against the pre-set adjus-
ter screw. At cranking speeds with the throttle lever
against the low idle screw, the scroll plates
are automatically positioned so that the
excess fuel profile corresponds with the
rotor filling stage. The cam ring is in the
In this position, the profiles on the internal fully retarded position.
rims of the scroll plates check the outward
movement of the rollers and shoes, in con-
tact with the pumping plungers, to the nor- As the rotor filling port opens, metering
mal maximum fuel level. pressure forces the cam rollers outwards

11
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -
to meet the profile of the scroll plates at
point (a). The cam rollers continue to open
outwards against the scroll profiles until
the filling port closes at point (b) on the
excess profile. The rollers contact the cam
ring at point (c) and deliver fuel in excess
of the normal maximum.
B. In Maximum Fuel Position
When the throttle is fully open the scroll
plates are rotated to the maximum fuel
position and the cam ring is rotated to a
position determined by transfer pressure.
As the rotor filling port opens, metering
pressure forces the cam rollers outwards
to meet the profile of the scroll plates at
point (d).
The cam rollers continue to move out-
wards, remaining in contact with the
retracting scroll profiles until the filling
port closes at point (e), this being the
maximum fuel position set by the adjuster
screw as shown in Figure 9.
With metering pressure to the pumping
plungers now terminated by filling port
closure, the rollers are free to leave the
scroll plate profiles and "float" until con-
tact is made with the cam lobe at point (f).
This is the point at which fuel injection
commences via the now open delivery
port.
Latch Valve
The latch valve, Figure 11, viewed from the
drive end, is screwed into the left-hand
side of the pump housing and comprises
a spring loaded valve with a central drilling
fitted in a threaded body which also retains
the hydraulic head in the pump housing.
12
At cranking speeds (A), the latch valve is
closed and serves to delay advance by pre-
venting transfer pressure reaching the
advance unit and also the excess fuel
device, both of which, remain at cam box
·pressure.
When the engine self-sustains (B)
increased transfer pressure on the under
side of the latch valve opens the valve
against its spring and allows fuel at trans-
fer pressure to flow through a drilling in
the valve to the pressure chamber in the
advance unit and the excess fuel device.
Automatic Advance and Start Retard Unit
With reference to Figure 12.
This device progressively advances the
commencement of injection as the engine
speed increases.
The unit incorporates an automatic start
retard system that operates at cranking
speeds.
Automatic advance is controlled by a pis-
ton which slides in the advance housing
mounted on the underside of the pump
housing. The movement of the piston is
transferred via the cam advance screw to
the cam ring which rotates freely in the
pump housing. The advance spring is
located between the piston and the spring
cap and serves to limit the travel of the
piston, thus balancing the effect of fuel at
advance pressure entering the chamber.
Fuel at advance pressure enters the
chamber through a passage from the head
locating fitting which secures the advance
device to the pump body.
 CHAPTER 3 - - - - - - - - - - - •

Figure 11
Latch Valve Operation-Schematic

[!] Transfer Pressure 0 Cam Box Pressure

Metering Pressure 0 Differential Pressure

A. Engine Cranking B. Engine Self Sustained

1. Hydraulic Head 7. Head Locating Fitting 13. Feed to Excess Fuel Device
2. Filling Ports - Hydraulic Head 8. Ball Valve 14. Inlet from Transfer Pump
3. Rotor Inlet Ports 9. Cam Ring 15. Distributor Rotor
4. Roller and Shoe 10. Roller and Shoe 16. Metering Valve
5. Plunger 11. Latch Valve
6. Pressure Chamber -Auto Advance 12. Return to Cam Box

Start retard is controlled by the 1st stage
low rated spring which is located between
the hollow end ofthe piston and the spring
cap. When the engine is stopped and the
latch valve (see Figure 11) is closed, there
is no pressure acting on the piston which,
under the pre-compression of the advance
spring and 1st stage (retard) spring, rests
against the pi'ston plug. The system is
therefore in the fully retarded position.
and the system reverts to the normal
speed a,d vance mode of operation.
As engine speed increases, the transfer
pressure acting on the piston moves the
piston along the bore and compresses the
advance spring. This causes the piston and
cam ring to move in the opposite direction
to pump rotation and progressively
advances the point of injection.

When engine speed is reduced, the trans-

On starting, when transfer pressure from fer pressure drops and the normal leakage
the pump opens the latch valve, pressure of fuel past the piston permits the device
in the chamber bearing against the piston to return towards the retard position under
compresses the 1st stage (retard) spring the action of the spring.

13
. . . . . . . . . . . . . . . . . .•PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . .. .

R-2- 10-13
Figure 12 Figure 13
Automatic Advance and Start Retard Unit Head Locating Fitting

1. Roller 5. Spring Cap 1. Distributor Rotor 5. Ball Valve

2. Cam Screw 6. Piston Plug 2. Hydraulic Head 6. Automatic Advance
3. Spring 7. Advance Piston 3. Head Locating Fitting and Start Retard Unit
4. Shim 8. Cam Ring 4. By-pass Hole 7. Cam Ring

Head Locating Fitting The hydraulic head comprises a barrel and

The head locating fitting, Figure 13, is
screwed into the underside of the pump
housing and also correctly positions the
hydraulic head relative to the pump hous-
The head locating fitting connects the fuel
passages in the hydraulic head with the
advance unit.
a sleeve. The hydraulic head outlet ports
are equally spaced and positioned radially
on the outside diameter and register in
turn with the rotor distributor outlet port
through passages in the sleeve. The sleeve
also contains two inlet ports which register
with the rotor filling ports.

The assembly contains a non-return ball
valve which serves to balance and reduce
the impact effect of the rollers on the cam
ring which, during the injection phase,
would otherwise tend to turn the cam ring
in a retard direction.
The transfer pump is housed within a
recess which has been counter bored in
the end. of the hydraulic head. This recess
contains a self-venting orifice which
removes air bubbles from the fuel via a
drilling to the cambox before fuel flows to
the pumping plungers.

Hydraulic Head and Rotor

The hydraulic head and rotor, Figure 14, is The distributor rotor has two pairs of
a mated assembly which minimises leak- opposing pumping plungers which pump
age whilst allowing sufficient bearing simultaneously against the lobes of the
clearance. cam ring .

14
- - - - - - - - - - - • CHAPTER 3 - - - - - - - - - - - •

R-2-10-15

Figure 14 Figure 15
Pump Drive Shaft Hydraulic Head with Rotor in Situ

1. Spacer 6. Drive Shaft Head 1. Vent Orifice 7. Sleeve

2. Pumping Plunger 7. Rear Bearing 2. Transfer Pump Recess 8. Distributor Rotor
3. Roller 8. Drive Shaft 3. Equalisation Groove 9. Plunger
4. Shoe 9. Pump Housing 4. Barrel -Hydraulic Head 10. Drilling to Cam
5. Distributor Rotor 10. Front Bearing 5. Distributor Outlet Port Box
6. Rotor Filling Port

The rotor comprises a number of filling Pump Drive Shaft

ports and one port distributor as described
under "Pumping and Distribution of Fuel". With reference to Figure 14.

The pump drive is a solid one piece shaft

carried on two bearings located wide apart
at each end of the shaft.

The rotor has an equalisation groove cut
around the majority of the circumference
of the rotor on the same plane as the dis-
tributor outlet port. This achieves a con-
stant residual line pressure in all the lines
and improves line to line deliveries, par-
ticularly important at idling speeds.
Drive to the distributor rotor is through an
inner slot in the driving head which
engages with the driven tang on the rotor.
Two pairs of opposed pumping plungers
within the head of the rotor, contact the
shoes and rollers each of which slides
radially in the outer slots ofthe drive shaft.
The plungers bring the rollers into contact
with the cam ring and the outer ends of
the rollers with the scroll plates during
excess and maximum fuelling.

The fuel lines, except the next in line to
be charged, are connected by the groove
and the residual pressure in the line which
has just injected is "balanced out" with
the remaining lines.
Long and short spacers are located, one
in each slot of the driving head which allow
only one position of engagement for the
tang on the rotor. The spacers also act as
guides for the roller shoes.

15
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -

R-2-10-16

Figure 16 Figure 17
Pressurising Valve Assembly Solenoid Fuel Shut-off Valve

1. Upper Spring 4. Governor Control Cover 1. Solenoid Valve 3. Piston

2. Ball Valve 5. Sealing Washer 2. Rubber '0' Ring 4. Spring
3. Valve Seat 6. Valve Holder

Pressurising Valve Solenoid Shut-off Valve

The pressurising valve, Figure 16, is
screwed into the top of the governor con-
trol cover and comprises a ball, valve seat
and spring.
During running, constant pressure is main-
tained in the cam box by the spring retain-
ing the ball on its seating. Only when pres-
sure exceeds the loading on the spring at
a pre-determined pressure is fuel allowed
to lift the valve.
As changes occur in engine speed, with
resultant pressure differences in the cam
box, the valve reacts by lifting or closing
on its seating to allow the back leakage of
fuel to return to the supply tank thus cqn-
trolling the maximum cam box pressure
in the pump housing.
Maintaining pressure in the cam box pre-
vents the ingress of dirt into the pump and
provides smoother governor run-out
characteristics.
An electrically operated fuel shut-off valve,
Figure 17, is screwed into the top of the
hydraulic head. The unit consists of a sol-
enoid assembly which controls a spring
loaded piston and is located between the
transfer pump outlet and the metering
valve.
When the solenoid valve is energised on
starting the engine, the solenoid lifts the
piston against spring pressure and allows
fuel at transfer pressure to pass to the met-
ering valve.
When the solenoid is de-energised, by cut-
ting the electrical supply, the return spring
pushes the piston back agair:~st its seat and
prevents the rotorfrom filling thereby stop-
ping the engine.

16
- - - - - - - - - - - • CHAPTER 3 - - - - - - - - - - - •
B. FUEL INJECTION PUMP - OVERHAUL
General
Except in the case of complete overhaul,
full dismantling is not always necessary.
When a pump requires attention, the
recommended practice is to set it up on a
test machine and check to locate specific
faults or maladjustments. Repairs or
adjustments can then be undertaken on
the basis of the test results.
Dismantling, assembly, testing and adjust-
ment of the DPS pump must be carried
out by trained personnel, using
specialised tools and test apparatus. The
service tools listed in "Special Tools" Sec-
tion E- must be used to obtain the closest
possible approach to factory standards.
Conditions of scrupulous cleanliness must
be observed in workshops where pump
overhaul is carried out. The following
equipment must be available in the work-
shop when fuel injection equipment is to
be serviced:-
1. A bench covered with sheet metal or
linoleum, which should preferably be
kept for injection equipment only.
2. A divided storage tray of fire retardant
material.
3. A vice with soft metal or fibre jaws.
4. A fire proof tank containing clean test
oil for large components and a small
bath with a lid containing clean test oil
which should be kept only for pump
plungers and small components.
17
5. A complete set of special tools, see
"Special Tools", Chapter 8.
6. Non-fluffy cloths must be used for dry-
ing of hands. Under no circumstances
use cotton waste.
Typeplate
The number stamped on the typeplate
attached to the pump housing identifies
the type and model of the pump. Pumps
that are of identical build, but with mod-
ified settings for different applications are
further identified by the setting code
stamped beneath the ordering number.
See Section C- "FUEL INJECTION PUMP
-ISO TEST CONDITIONS. II
Should the typeplate be obscured by paint,
care must be taken to ensure that the type
details are not defaced when removing the
paint.
Overhaul Procedure
If any part in a mated assembly is dam-
aged or worn, the complete assembly
must be rejected. Any component show-
ing signs of fretting, wear, damage, corro-
sion, cracks or distortion must be dis-
carded.
All '0' rings, gaskets, tab washers, locking
and sealing devices must be discarded and
new ones fitted.
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -

5. Disconnect the throttle cable and fuel

shut-off solenoid wire.

6. If the pump is not to be internally

timed, then prior to removal note the
setting of the pump relative to the zero
degree mark on the rear of the engine
front plate. Mark the plate with a centre
punch to align with the pump flange
scribed line.

Figure 18 7. Remove the engine timing cover from

Fuel Injection Pump Removal the engine front cover. Withdraw the
drive gear retaining nut from the injec-
1. Fuel Return Line
2. Pump Retaining Bolt tion pump driveshaft.
3. Injector Lines
4. Fuel Shut-off Solenoid
5. Throttle Linkage

8. Fabricate a puller as outlined in "Spe-

cial tools"- Chapter 8. Install the pul-
REMOVAL ler to the drive gear using three bolts
and remove the gear.
1. Clean all dirt from the injection pump
and the surrounding parts.

9. Withdraw the pump mounting bolts

then remove the pump from the engine
front cover plate. Cap all openings to
prevent entry of dirt.
2. Turn the fuel shut-off valve to the 'OFF'
position.

DISASSEMBLY

Before co.mmencing disassembly, remove

the surface grime from the exterior of the
3. Drain the cooling system of coolant pump by using a suitable proprietary fluid
and remove the bottom radiator hose. as a cleansing agent.

Turn the pump on its side, drain plug

4. Disconnect and remove all fuel lines
from the injection pump and cap all
openings to prevent entry of dirt.
uppermost. Remove the drain plug from
the pump housing, detach the dowty
washer and discard. Invert the housing
and drain the pump oil into a suitable
receptacle.

18
- - - - - - - - - - - • CHAPTER 3 - - - - - - - - - - - •

Figure 19 Figure 20
Governor Control Cover Components Solenoid Shut-off Valve Components

1. Fuel Shut-Off Setbolt 1. Solenoid Valve

2. Governor Control Cover Screws 2. Rubber '0' Ring
3. Solenoid Shut-off Valve 3. Piston
4. Delivery Valves 4. Spring
5. Drain Plug
6. Maximum Fuel Adjustment Screw
7. Pressurising Valve
8; Vent Screw
Pressurising Valve Throttle Lever Assembly

1. Unscrew and remove the pressurising 1. Unscrew and remove the self locking
valve holder, Figure 19, from the gover- nut from the throttle shaft. Remove the
nor control cover. Remove and discard washer from inside the spring guide.
the dowty washer from the valve.

2. Remove the throttle lever assembly

from the shaft complete with the break
Solenoid Shut-Off Valve back spring and spring guides, Figure
21. Remove the cap washer from the
1. Remove the solenoid from the hyd- lever shaft.
raulic head complete with plunger and
spring, Figure 20. Discard the rubber
'0' ring from the solenoid.

3. Loosen the setbolt in the manual fuel

NOTE: The solenoid plunger and body are
a matched assembly and should not be
separated.
shut-off lever, Figure 19, and remove
complete with lock washer and plain
washer. Lift the lever complete with
spring from the governor control cover.
Remove the cap washer from the lever
shaft.

19
- - - - - - - - - • PART2-fUELSYSTEMS - - - - - - - - - •
Figure 21
Throttle Lever Disassembly
1. Throttle Lever Assembly
2. Cap Washer
3. Vent ScrewfThermostart Connection
4. Throttle Lever Shaft
Vent Screw
1. Loosen the vent screw, Figure 21;
unscrew and remove from the gover-
nor control cover. Discard the copper
sealing washer.
Governor Control Cover
1. Loosen and remove the maximum fuel
screw locknut, Figure 19. Unscrew the
maximum fuel adjustment screw from
the governor control cover and discard
the rubber sealing washer.
2. Using suitable snap-ring pliers remove
the snap-ring from the excess fuel
device, Figure 22, then remove the plug
and discard the rubber '0' ring.
NOTE: Do not remove the piston from the
excess fuel device at this stage as it is used
to disengage the excess fuel shaft when
removing the governor control cover.
20
Figure 22
Excess Fuel Device
1. Maximum No-Load Speed Screw
2. Slow Idle Screw
3. Excess Fuel Device Snap-ring
3. Using a suitable allen wrench, remove
the four allen screws together with the
washers from the governor control
cover, Figure 19.
4. Lift the governor control cover away
from the pump housing while at the
same time, depressing the excess fuel
piston to detach the excess fuel shaft
from the scroll plate link plate, Figure
23. Once the excess fuel device is
detached, push down on the threaded
end of the throttle shaft assembly; the
shaft must be pressed through the
cover to remain connected to the gov-
ernor spring. Push out the fuel shut-off
shaft from the governor control cover.
Remove and discard the rubber '0'
rings from the shaft. Remove and dis-
card the governor control cover gasket.
5. Remove the excess fuel piston from the
governor control housing.
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER3 ______________________

Figure 23 Figure 24
Governor Control Cover Removal Link Plate Retaining Bolts

1. Excess Fuel Device Piston 1. Link Plate Retaining Bolts

2. Governor Control Spring 2. Link Plate Spring Retainer
3. Throttle Shaft
4. Fuel Shut-off Shaft

6. Disconnect and remove the governor 3. Disengage the control bracket from the
spring from the throttle shaft and gov- governor arm and dismantle the gover-
ernor arm. Remove and discard the nor spring linkage from the governor
rubber '0' rings .from the shaft. arm in the following order:-

Governor Arm and Control Bracket

Assembly

1. From the control bracket remove the

scroll link plate spring retainer, spring,
sleeve, washers and spacer, Figure 24.
Discard the spring retainer. Unlock the
tab washers; unscrew and remove the
three retaining bolts.

2. Lift off as an assembly the control brac-

ket complete with governor arm, met- Figure 25
ering valve and spring linkage assem- Control Bracket and Governor Arm
bly, Figure 25. Detach the metering
1. LinkPiate
valve from the linkage hook and 2. Metering Valve
immerse in clean test oil. 3. Governor Arm

21
- - - - - - - - - • PART2-·FUELSYSTEMS - - - - - - - - - -

Figure 26 Figure 27
Governor Linkage Disassembly End Plate and Regulating Valve Assembly

1. Spring Retainer 6. Locknut 1. Fuel Inlet Connections

2. Linkage Hook 7. Washer 2. End Plate Retaining Screws
3. Spring 8. Governor Arm 3. Delivery Valves
4. Pivot Ball Washer 9. Washer 4. Delivery Valves
5. Adjusting Nut

i) Unscrew and remove the self lock-
ing nut, the linkage nut, washer and
pivot ball washerfrom the governor
linkage hook, Figure 26.
End Plate and Regulating Valve Assembly
1. Slacken the fuel inlet connection in the
end plate, Figure 27.

ii) Slowly release the compression on

the linkage spring and disengage 2. Using a suitable allen wrench unscrew
the linkage hook from the governor the four allen screws and carefully
arm, being careful not to lose the remove the end plate from the hyd-
washer. raulic head.

iii) Slide the spring and spring retainer 3. Remove the fuel inlet connection and
from the linkage hook. discard the '0' ring seal, Figure 28.

Delivery Valves
4. Invert the end plate and remove the
1. Slacken each delivery valve in turn and sleeve, retaining spring, transfer pres-
remove from the hydraulic head sure adjuster, filter, spring and peg
assembly, Figure 27. Remove and dis- assembly, regulating sleeve, piston
card the sealing washer from each out- and priming spring, Figure 26. Discard
let in the hydraulic head. the sealing washer.

22
. . . . . . . . . . . . . . . . . . . . . .•CHAPTER3 . . . . . . . . . . . . . . . . . . . . . ..

Figure 28 Figure 29
End Plate and Regulating Valve Components Transfer Pump Components

1. Inlet Connection 6. Spring and Peg 1. Rubber Seal

2. '0' Ring Seal 7. End Plate 2. Rotation Slot
3. Filter 8. Priming Spring 3. Transfer Pump Blades
4. Spring 9. Sealing Washer 4. Transfer Pump Liner
5. Transfer Pressure 10. Regulating Sleeve
Adjuster 11. Regulating Piston

Transfer Pump NOTE: Rotors are loosened in the direction

of the pump rotation shown by the arrow
1. Remove the transfer pump blades, on the pump nameplate.
Figure 29, note the position of the direc-
tion of the rotation slot in the transfer
pump liner i.e., 3 o'clock when viewed
from the transfer pump rotor end.
Remove the transfer pump liner and
rubber seal. Discard the seal.

2. To assist in the removal of the transfer

pump rotor, Figure 30, insert a suitable
tommy bar of 4mm (0.157in.) diameter
through the governor aperture in the
pump housing and through the hole in
the drive shaft.

3. Still keeping the drive shaft held with

the tommy bar as shown in Figure 30, Figure 30
insert the Box Spanner, Tool No. Loosening Transfer Pump Rotor
7044-889, into the slots in the rotor and 1. Tommy Bar
loosen the.rotor. 2. Box Spanner Tool No. 7044-889

23
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -

Figure 31 Figure 32
Automatic Advance and Start Retard Unit Cam Advance Screw

1. Cap Nut 5. Vent Screw 1. Socket

2. Piston Plug 6. Auto-advance 2. Cam Advance Screw
3. Head Locating Fitting Housing 3. Socket Adaptor Tool No. 7244-1258
4. Spring End Cap 4. Wrench

4. Remove the tommy bar and finger 5. Unscrew and remove the cap nut then
tighten the rotor. remove and discard the copper sealing
washer.
Automatic Advance and Start Retard Unit

1. Invert the pump fixture so that the

automatic advance and start retard unit
is uppermost, Figure 31.
2. Unscrew the piston plug from the hous-
ing and remove, discard the rubber '0'
ring.
3. Loosen the spring cap plug and the
vent screw. Remove the vent screw and
withdraw the three springs.
6. Unscrew and remove the head locating
fitting from the auto-advance housing
taking care not to lose the steel ball;
remove and discard both rubber '0'
rings.
7. Gently ease the auto-advance housing
with the piston from the pump hous-
ing. Remove and discard the housing
joint. Retain the piston in the auto-
advance housing.

4. Remove and discard the rubber '0' ring

from the spring cap; then remove the 8. Using the Socket Adaptor, Tool No.
vent screw and discard the rubber 7244-1258, Figure 32, loosen the cam
washer. advance screw.

24
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER3 . . . . . . . . . . . . . . . . . . . .. .

Figure 33 Figure 34
Latch Valve Removal Latch Valve Components

1. Locknut 1. Valve 7. '0' Ring Seal

2. Sleeve Nut 2. Valve Body 8. Sleeve Nut
3. Valve Body 3. '0' Ring Seal 9. Rubber Washer
4. '0' Ring Seal 10. Locknut
5. Dowty Washer 11. Adjuster
6. Valve Spring

9. Remove the tool and if necessary, 2. Remove the locknut, adjuster and tip
lightly tap the cam advance screw to out the valve spring from the sleeve
free the cam ring in the pump housing nut, Figure 34. Remove and discard the
before removing the screw. rubber washer.

10. Invert the mounting fixture so that the 3. Unscrew and remove the sleeve nut
governor control cover machined face from the latch valve and discard the
on the pump housing is uppermost. rubber '0' ring.

Latch Valve

1. Before removing the latch valve, Figure
33, loosen both the locknut and sleeve
nut in the valve body; then loosen and
remove the latch valve body from the
pump housing and discard the
"Dowty" seal and two rubber '0' rings.
4. Invert the valve body to bring the exter-
nally threaded end uppermost and
gently tap to dislodge the valve from
the body. Examine the valve and if the
condition is satisfactory, re-assemble
the valve to the valve body.

25
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -
Figure 35
Hydraulic Head Removal
1. '0' Ring Seal
2. Head Retaining Bolt Location
3. Rear Scroll Plate
4. Hydraulic Head
Hydraulic Head
With reference to Figure 35:
NOTE: Prior to removing the hydraulic
head, turn the pump into the vertical pos-
ition, head uppermost. This will ensure
that the plungers do not fall out of the
rotor during the removal of the hydraulic
head.
1. Remove the hydraulic head retaining
bolt from the side of the pump housing
and discard the copper sealing washer.
2. Withdraw the hydraulic head and rotor
assembly from the pumping housing
with a slight twisting motion in each
direction. When clear of the housing,
detach the rear scroll plate noting the
direction of the arrow and discard the
rubber '0' ring from the hydraulic
head.
26
3. The transfer pump rotor, previously
loosened, should not be removed until
the distributor rotor and pump plun-
gers are ready for inspection. To retain
the plungers in the rotor, fit the plastic
retainer, C.A.V. Part No. 7174-62, or with
suitable synthetic rubber tubing.
Pump Housing and Drive Shaft Assembly
With reference to Figure 36.
1. Turn the pump housing on its mount-
ing fixture so that the pump governor
control cover machined face on the
housing is at nine o'clock.
2. Withdraw the cam ring from the pump
housing with a twisting motion and
detach the front scroll plate noting the
direction of the arrows on both cam
ring and scroll plate.
3. Rotate the drive shaft to dislodge one
roller and shoe assembly into the well
of the pump housing and remove the
roller and shoe. Repeat the same oper-
ation with the other shoe and roller
assemblies. Immerse the roller and
shoe assemblies in clean test oil.
NOTE:· The rollers and shoes are matched
and should be kept in their respective
assemblies.
4. Remove the woodruff key from the
drive shaft. Using suitable snap-ring
pliers remove the snap-ring from the
drive shaft and then remove the thrust
washer.
------------CHAPTER 3 - - - - - - - - - - - ·

R-2-10-34

Figure 36
Exploded View of Front Scroll Plate and Cam Ring

1. Matching Letters 6. Shoe } M h d 11. Shoe and Roller

2. Cam Ring and Cam Advance Screw 7. Roller ate e Assembled in Drive
3. Direction Arrow-Cam Ring 8. Mounting Plate Head
4. Direction Arrow-Scroll Plate 9. Pump Governor Control Face 12. Rear Bearing
5. T Shaped Aperture 10. Pump Housing 13. Front Scroll Plate

5. Remove the pump housing from the
mounting fixture and lay the housing
on the bench drive end uppermost.
7. Remove the rear bearing and governor
weight assembly, Figure 37, from the
drive shaft and detach the thrust
sleeve, washer and governor weights
from the weight retainer.

6. While holding the rotor end of the drive

shaft through the housing aperture,
invert the pump housing so that the
tapered end of the drive shaft is upper-
most and lift the pump housing clear
of the drive shaft assembly and rear
bearing, Figure 37.
8. Fit the drive shaft between the soft jaws
of a vice and using a suitable "Torx"
bit, unscrew and remove the four
"Torx" screws from the rear ofthe drive
shaft and detach the catch plate and
shoe plate, Figure 38.

NOTE: The front drive shaft bearing bush NOTE: Before removing the timing disc
must not be removed. If damaged, a new and shoe spacers, it will be necessary as
pump housing and bush assembly will be an aid to assembly to etch the disc and
required. drive shaft as following:-

27
- - - - - - - - - • PART2-·FUELSYSTEMS - - - - - - - - - -

Mark the timing disc with a vertical line in

the same plane as the drive shaft key way.
Mark the drive shaft with a letter "L" on
the unmachined surface adjacent to the
long shoe spacer slot.

9. Again holding the drive shaft, unscrew

the two "Torx" screws from the front
ofthe drive shaft. Remove the timing
disc and shoe spac~rs.

Figure 37
Rear Bearing and Governor Weight Removal

1. Governor Weight Assembly

2. Rear Bearing 10. Remove the oil seal from the pump
3. Drive Shaft housing and discard.

R-2-10-36
Figure 38
Exploded View of Drive Shaft
1. "Torx" Screw 5. Drive Shaft 9. Shoe plate
2. Long Shoe Spacer 6. Woodruff Key 10. Catch Plate
3. Timing Disc Notch 7. Timing Disc
4. "Torx" Screw 8. Short Shoe Spacer

28
------------CHAPTER 3 - - - - - - - - - - - •
INSPECTION OF COMPONENTS
The following information lists the possi-
ble defects and indicates the main items
which may require replacement. The
inspection requirements listed are the
minimum advisable.
If any part in a mated assembly is dam-
aged or worn, the complete assembly
must be renewed. The following items
must be considered as mated parts.
HEAD AND ROTOR ASSEMBLY,
ROLLERS AND SHOES,
ADVANCE PISTON AND BODY,
LATCH VALVE AND BODY,
CAM RING AND SCROLL PLATES,
DRIVE SHAFT HOUSING AND BUSH,
SOLENOID PLUNGER AND BODY.
1. Check for damage to internal and exter-
nal threads, especially on the transfer
and distributor rotor, hydraulic head,
studs, inlet afld outlet connections.
2. Look for distorted or fractured springs.
Check that all springs quoted in the
Parts List for the particular pump are
present. In cases of fouling or malfunc-
tioning, ensure the correct springs are
fitted.
3. Check for any signs of scoring, wear or
corrosion to machined surfaces,
including the pump body and bush,
drive shaft, rear bearing, hydraulic
head bore, cam ring, scroll plates, end
plates, auto-advance device location
and end plate locating face.
4. When fitting new '0' rings and oil
seals, care must be taken to use protec-
tion caps, etc. to avoid damage. Inspec-
tion of seals after assembly is recom-
mended. Internal seals should be dip-
ped in clean test oil prior to being
assembled, external seals should be
lightly coated with grease.
5. Inspect for wear and damage to drive
shafts, splines and associated parts. If
the thrust faces of the housing are
worn, check the drive shaft end float.
29
6. Inspect for wear and scoring of all
mechanical governor linkages, shafts,
pivot points, arms and weights.
7. Inspect for nicked, scratched, worn, cor-
roded or otherwise damaged pump
plungers and their mated bores.
NOTE: Great care must be taken with
pump plungers and bores.
Plungers must only be removed from
the bore if there is a need to inspect
them and then only for the short time
required for inspection. Ensure that
each plunger is correctly replaced in
the end of the bore from which it came.
Plungers and bores must be cleaned
with clean test oil and assembled wet.
The plungers should be retained in the
bore of the rotor with the plastic
retainer. C.A.V. Part No. 7174-62, or with
suitable synthetic rubber tubing.
The rotor must be assembled to the
hydraulic head and the complete
assembly immersed in a covered bath
of clean test oil until required for
assembly.
8. Examine the transfer pump for chip-
ped, broken or worn transfer pump
blades. The blades are not interchange-
able, and replacement blades MUST
be of the same type.
9. Inspect for damage to rollers and
shoes. Examine roller surfaces and
check for free rotation in shoes. Roller
and shoe assemblies must be kept
together.
10. Inspect all small orifices for blockage,
e.g., delivery valve bodies, latch valve,
head locating fitting and clear any
restriction with dry compressed air.
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -

RE-ASSEMBLY

Drive Shaft

1. With reference to Figure 38, locate the

timing disc with the two "Torx" screws
to the head of the drive shaft so that
the vertical mark previously etched on
the disc during dismantling is aligned
with the key way on the drive shaft.

2. Fit the short and long spacers into their

respective slots in the head of the drive
shaft. The long shoe spacer should be
located in the slot previously etched
with the letter "L". The slots in the spac-
ers must face outwards. · Figure 39
Governor Weight Assembly

1. Drive Shaft 4. Weight Retainer and

2. Thrust Washer Cush Drive
3. Hold the shoe spacers in position and 3. Governor Weight 5. Thrust Sleeve
secure the spacers and timing disc with
two "Torx" screws·:

4. To hold the assembly, insert the drive
shaft between the soft jaws of the vice
and with a suitable "Torx" bit tighten
to specified torque, see "Specifica-
tions"- Chapter 8.
2. The governor is fitted with six weights,
fit the weights into the retainer in
opposing pairs. The toes ofthe weights
should face inwards and be in contact
with the base of the retainer.

5. Fit the catch plate against the shoe

plate and assemble both plates cent-
rally against the rear head of the drive
shaft with the four "Torx" screws.
6. Again holding the drive shaft, tighten
the screws with a suitable "Torx" bit
to the specified torque, see "Specifica-
tions"- Chapter 8.
3. Insert the thrust washer into the toes
of the weights followed by the thrust
sleeve tapered end first. Tilting the
thrust sleeve to engage with one pair
of weights while at the same time lift-
ing the opposite pair, will facilitate
entry of the thrust sleeve.

Governor Weight Assembly

4. Fit the drive shaft assembly through
1. Lay the governor "cush" drive asembly the thrust sleeve and locate the splined
on the bench with the weight retainer teeth on the shaft with those on the
uppermost as shown in Figure 37. splined hub of the cush drive.

30
- - - - - - - - - - - • CHAPTER 3 - - - - - - - - - - - •

R-2-10-38 .Q.

Figure 40
Exploded View of Pump Housing and Drive Shaft

1. Pump Housing 4. Bearing Bush 7. Governor Thrust Sleeve

2. Thrust Washer 5. Auto-advance Housing Stud 8. KeyWay
3. Snap Ring 6. Governor Weight Assembly 9. Drive Shaft

Pump Housing and Drive Shaft Assembly 2. Screw in a new stud using a locknut
and capnut and tighten the stud to the
specified torque, see "Specifications"
NOTE: The front drive shaft bearing bush
-Chapter 8.
is supplied fitted to the pump housing as
an assembly.

1. If the auto-advance housing stud,

Figure 40, has been removed from the
pump housing, secure the housing to
the Mounting Plate, Tool No. 7244-200
and mount the fixture in the jaws of a
vice so that the housing stud aperture
is uppermost.
3. Re-position the pump mounting fixture
so that the governor cover machined
face on the pump housing is upper-
most.

31
- - - - - - - - - • PART2-FUELSVSTEMS - - - - - - - - - -
4. Insert the drive shaft and governor
weight assembly into the pump hous-
ing and rotate the drive shaft so that
the machined flat is uppermost.
5. Slide the thrust washer over the end
of the drive shaft and abut against the
pump housing. Retain the thrust
washer with the snap-ring.
6. After assembly, check the drive shaft
end float and if necessary, adjust fol-
lowing the proeedure given under "To
Check the Drive Shaft End Float".
To Check the Drive Shaft End Float
1. To assist in checking the drive shaft end
float, temporarily fit the rear bearing,
Figure 43, to support the drive shaft.
2. Fit an Adaptor, Tool No. 89559/11 to the
threaded end of the drive shaft. Screw
in the Holder, Tool No. ST 183. Adjust
the stylus to contact the machined face
of the pump housing, Figure 41.
3. Push the drive shaft inwards and zero
the dial gauge Tool No. 23764. Pull the
drive shaft outward and note the
maximum reading on the gauge. 'The
drive shaft end float should be between
a maximum of 0.2mm (0.008in.) and
minimum of 0.05mm (0.002in.). If
necessary, adjust the end float by selec-
tive assembly of the thrust washer, see
"Specifications" -Chapter 8.
32
Figure 41
Drive Shaft End Float Check
1. Thrust Washer
2. Adaptor, Tool No. 89559/11
3. Holder, Tool No. ST183
4. Dial Indicator, Tool No. 23764
5. Stylus
6. Pump Housing Machined Face
4. Thrust washers of variable thickness
are available to adjust the drive shaft
end float, see "Specifications" -Chap-
ter 8.
5. When the end float has been checked,
remove the rear bearing, snap-ring and
thrust washer, then remove the pump
housing from the mounting fixture and
stand the housing upright on the
bench.
6. Fit the Protection Cap of Tool No. 7244-
445, over the threaded end of the
tapered shaft, Figure 42.
7. Immerse a new drive shaft oil seal in
clean test oil. Slide the seal over the
protection cap with the lip of the seal
facing inwards towards the recess in
the pump housing.
- - - - - - - - - - - • CHAPTER 3 - - - - - - - - - - - •
Figure 42
Drive Shaft Oil Seal Installation
1. Punch and Protection Cap Tool No. 7244-445
2. Oil Seal
3. Pump Housing
8. With the Punch of Tool No. 7244-445,
drive the seal into the housing by tap-
ping squarely with a hide mallet until
the tool abuts the end face ofthe pump
housing spigot.
9. When correctly fitted, the outer face of
the oil seal should be recessed approx-
imately 0.2mm (0.008in.) from the end
face of the housing. Check that the
shaft is able to rotate freely without
excessive drag.
10. Refit the pump housing back onto its
mounting fixture with the governor
cover machined face uppermost. Re-
install the selected thrust washer and
retain with the snap-ring.
33
Rear Bearing, Cam and Scroll Plates
1. Position the pump housing mounting
fixture with the governor cover
machined face at 9 o'clock. Alterna-
tively, the pump may be fitted in the
vertical position with the drive end
downwards.
2. Fit the rear bearing into the pump hous-
ing with the large cut-away section of
the bearing towards the drive shaft,
Figure 43, and the axial slot in the bear-
ing positioned at 3 o'clock to clear the
auto-advance stud. Push the bearing
fully in so that the chamfered edge on
the bearing abuts the shoulder within
the pump housing.
3. To aid assembly, it is recommended
that the roller and shoe assemblies are
gripped with a suitable pair of tweez-
ers. Keep the matched shoes and rol-
lers in their respective assemblies and
insert them through the "T" shaped
aperture in the housing when the slots
in the head of the drive shaft are in the
horizontal position.
4. To prevent the shoes and rollers being
dislodged, fit the first set at 9 o'clock
and rotate the shaft 180° in a clockwise
direction viewed from the open end of
the housing. The opposite shoe and rol-
ler assembly can then be fitted.
5. The arrows on both scroll plates and
cam ring indicate the direction of pump
rotation as viewed from the drive shaft
end.
- - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -

R-2-10-41

Figure 43
Exploded View of Front Scroll Plate and Cam Ring

1. Matching Letters 6. Shoe } 10. Pump Housing

2. Cam Ring and Cam Advance Screw 7. Roller · Matched 11. Shoe and Roller
3. Direction Arrow-Cam Ring 8. Mounting Plate Assembled in Drive Head
4. Direction Arrow-Scroll Plate 9. Pump Governor 12. Rear Bearing
5. T Shaped Aperture Control Face 13. Front Scroll Plate

6. Insert the front scroll plate into the
recess in the rear bearing with the
arrow on the plate facing in the same
direction as the arrow on the pump
name plate, Figure 43.
8. Fit the cam ring with the arrow facing
in the same direction as the arrow on
the pump name plate, Figure 43, and
align the threaded hole in the ring with
the automatic-advance aperture in the
housing.

NOTE: The cam and scroll plates are a

matched set and can be identified by a
grade letter etched on the side of the ring 9. Fit the cam advance screw into the cam
and plate. ring, finger tight.

7. Ensure that the scroll plate rotates

freely and position the notch in the NOTE: Do not at this stage fit the rear scroll
plate mid-way between the cut-away plate to the pump housing; this should be
section in the rear bearing. assembled with the hydraulic head.

34
- - - - - - - - - - - • CHAPTER 3 - - - - - - - - - - - •

R-2-10-42 ·

Figure 44 Figure 45
Rear Scroll Plate Installation Hydraulic Head Installation

1. Hydraulic Head 5. Notch in Scroll Plate 1. Pump Housing

2. '0' Ring Seal 6. Direction Arrow-Scroll 2. Latch Valve Aperture
3. Cut-away Section Plate Rotation 3. Rotor
in Hydraulic Head 7. Rear Scroll Plate 4. Hydraulic Head
4. Matching Letter 8. Rotor Tang

Hydraulic Head 5. Using a suitable pairofTweezers, move

the shoe assemblies to their innermost
1. Fit the rear scroll plate into the recess positions.
in the hydraulic head, Figure 44, and
with the arrow facing in the same direc-
tion as the arrow on the pump name
plate, align the notch in the scroll plate
with the cut-away portion in the hyd-
raulic head. 6. Check the position of the tang slot loca-
tion in the drive shaft and align the tang
on the rotor to correspond.
2. Fit a new rubber "0" ring into the
groove in the hydraulic head and
assemble the head into the pump hous-
ing as follows:-

7. Smear clean test oil on the portion of

3. Turn the mounting fixture in the vice
so that the governor cover machined
face on the pump housing is upper-
most, Figure 45.
4. Remove the plastic plunger retainer
from the rotor tang.
the hydraulic head that fits into the
pump housing and keeping the rotor
steady with the thumb to prevent rota-
tion, insert the head into the housing
with a rotating motion, Figure 45.
Rotating the head during assembly will
facilitate entry and prevent possible
damage to the head seal.

35
- - - - - - - - - • PART2-F0ELSYSTEMS - - - - - - - - - -
Figure 46
Scroll Plate Alignment
1. T Shaped Aperture
2. Governor Cover Machined Face
3. Scroll Plates
4. Head Locating Bolt
NOTE: When fitted, check that the tang
drive has engaged fully by ensuring that
the transfer pump rotor is in the innermost
position, i.e., nearest the head sleeve and
flush with the rear face of the hydraulic
head.
8. Align the holes in the hydraulic head
for the latch valve and head locating
bolt with the respective holes in the
pump housing. In this position the met-
ering valve port should be uppermost.
9. Ensure that the notches in the scroll
plates are positioned between the "T"
shaped aperture in the governor cover
machined face Figure 46.
10. Fit a new copper sealing washer then
install the head locating bolt into the
pump housing and tighten to the
specified torque, see "Specifications"
-Chapter 8.
36
Figure 47
Tightening Cam Advance Screw
1. Socket
2. Cam Advance Screw
3. Socket Adaptor Tool No. 7244-1258
4. Wrench
Automatic Advance Housing Assembly
1. Invert the pump fixture so that the cam
advance screw is uppermost.
2. Using the socket Adaptor Tool No.
7244-1258, Figure 47, tighten the cam
advance screw to the specified torque,
see "Specifications" -Chapter 8.
3. Remove the tool, check for freedom of
movement and if the cam ring is bind-
ing, lightly tap the cam advance screw
to ensure the cam ring is free in the
pump housing.
4. Using the Protection Sleeve Tool No.
7044-897, fit two new rubber "0" rings
to the head locating fitting. Fit the steel
ball on its seating in the fitting and
insert the assembly into the auto-
advance housing to retain the ball.
- - - - - - - - - - - • CHAPTER 3 - - - - - - - - - - - •

Figure 48 Figure 49
Exploded View of Advance Housing Exploded View of Latch Valve

1. Cap Nut 1. Valve 7. '0' Ring Seal

2. Advance Housing 2. Valve Body 8. Sleeve Nut
3. Head Locating Fitting 3. '0' Ring Seal 9. Rubber Washer
4. '0' Ring Seal 10. Locknut
5. Dowty Washer 11. Adjuster
6. Valve Spring

5. Fit a new gasket to the automatic- Latch Valve

advance housing.
NOTE: When new, the valve and body of
the latch valve are supplied as a matched
NOTE: The piston and auto-advance hous-
assembly fitted with plastic protection
ing are a matched pair.
caps to retain the valve in situ.

6. Check that the blank (pressure) end of

1. If new, remove the plc..stic caps from
the piston is towards the oil feed dril-
the latch valve and assemble as follows
ling end of the housing and fit the
with reference to Figure 49:-
advance unit to the pump housing by
engaging the bore in the piston with
the cam advance screw; finger tighten
the head locating fitting Figure 48. 2. Screw the adjuster into the locknut and
leave several threads exposed at the
top of the nut. Fit a new rubber washer
7. Fit a new copper sealing washer to the into the recess provided in the locknut.
housing stud and screw on the cap nut
finger tight.

3. Using the Protection Sleeve, Tool No.

8. Invert the mounting fixture in the vice 7144-18, fit two new rubber "0" rings
so that the pump governor cover to the valve body. Using the Protection
machined face on the pump housing Sleeve, Tool No. 7144-458C, fit a new
is uppermost. rubber "0" ring to the sleeve nut.

37
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -

4. Fit the latch valve and body with a new

"Dowty" seal into the 2 o'clock position
in the pump housing when viewed
from the rear end of the pump.

5. Tighten the valve body to the specified

torque, see "Specifications" -Chapter
8. With a suitable pair of Tweezers,
check for free movement of the valve
in the valve body.

Figure 50
Exploded View of Advance Housing Components
6. Screw on the sleeve nut then fit the
1. Piston Plug Position 5. Springs (3 off)
spring against the valve. 2. Spring Cap Position 6. '0' Ring Seal
3. Spring Cap 7. Piston Plug
4. '0' Ring Seal

7. Engage the stem of the adjuster with
the spring and screw the adjuster and
locknut into the sleeve nut. Tighten the
sleeve nut to the specified torque, see
"Specifications" -Chapter 8, followed
by the adjuster locknut to the specified
torque, see "Specifications"- Chapter
8.
3. Using the Protection Sleeve, Tool No.
7044-898 over the threads of the piston
plug, fit a new rubber "0" ring. Screw
the piston plug into the advance hous-
ing and tighten the plug to the
specified torque, see "Specifica-
tions"- Chapter 8.

4. Using the Protection Sleeve, Tool No.

7044-898, fit a new rubber "0" ring
Automatic Advance and Start Retard Unit over the threads of the spring cap.

1. Progressively and evenly tighten both

the head locating fitting and cap nut.
Tighten the fitting and the cap nut to
the specified torque, see "Specifica-
tions" -Chapter 8. Check that both
cam ring and piston move freely.
5. Fit the advance springs into the piston
and screw the spring cap into the hous-
ing.

6. Using a su'itable socket, tighten the

2. Fit the remaining parts of the advance spring cap to the specified torque, see
unit as follows:- "Specifications" -Chapter 8.

38
- - - - - - - - - - - • CHAPTER 3 - - - - - - - - - - -
Figure 51
Loosening Transfer Pump Rotor
1. Tommy Bar
2. Box Spanner Tool No. 7044-889
Transfer Pump
1. To prevent the drive shaft from turning,
insert a suitable tommy bar of 4mm
(0.157in) diameter through the front
aperture in the pump housing and
through the hole in the drive shaft as
shown, Figure 51.
2. Insert the Special Box Spanner, Tool
No. 7044-889, into the slots in the trans-
fer pump rotor and tighten the rotor to
the specified torque, see "Specifica-
tions" -Chapter 8.
NOTE: The transfer pump rotor must be
tightened in the opposite direction to the
pump rotation.
3. Ensure when the rotor is fitted, that the
transfer pump blades, Figure 52, all
slide freely in the slots of the rotor and
then remove.
39
Figure 52
Transfer Pump Components
1. Rubber Seal 3. Transfer Pump Blades
2. Rotation Slot 4. Pump Eccentric Liner
4. Before assembling the transfer pump
liner into the hydraulic head, ensure
that the dire~tion of the rotation slot in
the side of the liner is positioned cor-
rectly at 3 o'clock, when viewed from
the rotor end.
5. Insert the liner into the hydraulic head.
Dip the transfer pump blades in clean
test oil and insert the blades and
springs into the slots of the transfer
pump rotor. Check again that the
blades move freely.
6. Lubricate the transfer pump rubber
sealing ring with clean test oil and fit
into the recess between the liner and
hydraulic head.
- - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -

Figure 53 Figure 54
End Plate and Regulating Valve Components End Plate Installation

1. Inlet Connection 6. Spring and Peg 1. Inlet Connection

2. '0' Ring Seal 7. End Plate 2. Hexagon Screw
3. Dowel
3. Filter 8. Priming Spring
4. Slot
4. Spring 9. Sealing Washer 5. Hydraulic Head
5. Transfer Pressure 10. Regulating Sleeve 6. End Plate
Adjuster 11. Regulating Piston

End Plate and Regulating Valve Assembly
1. To assemble the regulating valve, Figure
53, hold the end plate and insert the
priming spring into the well of the end
plate. Fit a new sealing washer to the
small diameter end of the regulating
sleeve and hold the sleeve with the
sealing washer end down; block this end
of the sleeve with a finger.
2. Insert into the open end of the sleeve
the regulating piston, spring and peg
assembly with peg uppermost, fol-
lowed by the transfer pressure adjuster.
3. Fit the sleeve retaining spring to the
flange of the adjuster and to retain the
complete assembly, push the filter into
position against the shoulder of the
regulating sleeve.
5. Screw in the inlet connection complete
with new '0' ring seal into the end plate
finger tight.
6. Fit the end plate assembly, Figure 54,
with the fuel inlet connection upper-
most onto the hydraulic head ensuring
that the dowel on the inner face of the
end plate engages with the slot in the
transfer pump liner.
7. Fit the four hexagon screws to the end
plate and whilst rotating the drive shaft
to ensure that the drive remains free,
tighten the screws carefully in diagonal
sequence to the specified torque, see
"Specifications" -Chapter 8.

4. Hold the assembly in a horizontal plane

and with the end plate similarly aligned 8. Tighten the fuel inlet connection to the
slide the complete assembly into the specified torque, see "Specifica-
end plate. tions" -Chapter 8.

40
-----------CHAPTER 3

Figure 55 Figure 56
Governor Spring Linkage Components Governor Control Bracket

1. Metering Valve 6. Locknut 1. Link Plate 6. Sleeve

2. Spring Retainer 7. Linkage Nut 2. Screw 7. Spring
3. Spring 8. Pivot Ball Washer 3. Governor Arm 8. Washer
4. Washer 9. Governor Arm 4. Spacer 9. Screw
5. Washer 10. Linkage Hook 5. Washer

Governor Arm Control Bracket Assembly 4. Ensure that the step on the governor
thrust sleeve is uppermost.
1. Assemble the governor spring linkage
components, Figure 55, on to the lin-
kage hook in the following order:-

2. Spring retainer large end first, long lin-
kage spring and fibre washer. Pass the
linkage hook stem through the small
hole in the governor arm and continue
assembling the pivot ball washer,
washer, linkage nut and locknut.
5. Engage the control bracket with the
governor arm and position into the
pump housing by placing the toes at
the lower end of the governor arm on
top of the step on the governor thrust
sleeve. At the same time, align the legs
on the link plate to engage with the
n.otches in the scroll plates.

3. Insert the metering valve into the met-

ering valve bore in the hydraulic head.

NOTE: Before assembling the control arm
and bracket, check that the notches in the
front and rear scroll plates are centrally
positioned between the "T" shaped aper-
ture in the pump housing as shown, Figure
46.
6. Position new tab washers on the con-
trol bracket. Screw in the hexagon
headed screws and tighten to the
specified torque, see "Specifications"
-Chapter 8. Lock all tab washers by
bending them over the screw heads.

41
- - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -

7. Assemble the link plate spring,

washers and sleeve onto the retaining
bolt and install the bolt into the hous-
ing, see inset Figure 56, tighten to the
specified torque, see "Specifica-
tions"- Chapter 8.

8. To tension the spring, hook the short

leg of the spring behind the stud and
abut the kink in the long leg of the
spring against the inner tongue on the
link plate.

Figure 57
Setting the Governor Linkage

1. Metering Valve Linkage Pin

9. Attach the metering valve to the hook 2. Linkage Hook
as illustrated, and ensure that the lin- 3. Vernier Gauge
kage moves freely. 4. Control Bracket Retaining Bolt

To Set the Governor Linkage 3. After setting, tighten the linkage

locknut to the specified torque, see
1. Set the linkage length using a vernier "Specifications"- Chapter 8, and then
gauge as shown in Figure 57, so that re-check the linkage length.
the correct dimension as stated on the
Test Plan, see "Specifications"- Chap-
ter 8, is obtained measured inside be-
tween the diameters of the link plate
spring stud and the metering valve lin-
kage pin. Throttle Shaft

1. Fit the Protection Sleeve, Tool No. 7244-

458C over the threads of the throttle
shaft and slide the new rubber '0' rings
into position on the shaft.

2. When setting, ensure that the vernier

gauge is held as shown in Figure 57
and apply a light pressure to the gover-
nor arm to hold the metering valve in
the fully open position. Ensure that the
measuring calliper does not enter the
hook location groove on the metering
valve pin. The opposite leg of the cal-
liper should engage the rounded por-
tion above the hexagon stud. Slacken
the locknut and adjust the adjuster nut.
2. Install the idling spring onto the idling
spring guide and press the guide
through the hole in the governor con-
trol arm. Secure by fitting the governor
main control spring to the guide,
Figure 58.

42
-----------CHAPTER 3 - - - - - - - - - - - -

7. Fit the cap washer to the fuel shut-off

lever shaft. Assemble the return spring
to the fuel shut-off lever then assemble
the lever and spring onto the lever shaft
and retain the lever with the hexagon
headed screw, tightened to the
specified torque, see "Specifications"
- Chapter 8.

8. Insert the throttle shaft through the

bore in the control cover and push the
shaft into position.

9. Install the excess fuel device piston

Figure 58
Throttle Shaft and Governor Main Control Spring into the control cover.

1. Governor Control Arm 5. Pivot Ball Washer

2. Throttle Shaft 6. Idling Spring
3. Throttle Shaft Link 7. Idling Spring
4. Governor Main Spring Guide 10. Lower the cover towards the pump
housing and at the same time depress
the excess fuel piston whilst holding
the link plate in the excess fuel position
with a screwdriver to engage the
excess fuel shaft with the link plate.
3. Connect the free end of the governor
main control spring to the throttle shaft
link.
11. Insert the four hexagon socket screws
with washers into the governor control
cover and using a suitable allen
wrench, tighten the four screws
uniformly to the specified torque, see
4. Fit the governor control cover gasket
"Specifications"- Chapter 8.
to the pump housing, ensuring that the
holes align with those in the pump
housing.

Maximum Fuel Adjustment Screw

1. Screw the adjuster into the locknut and

5. Fit the protection sleeve, Tool No. 7144- fit a new rubber washer into the recess
458C over the fuel shut-off shaft and in the locknut.
slide the new '0' rings into position on
the shaft.

2. Screw the adjuster into the governor

6. Insert the fuel shut-off lever through
the bore in the control cover and push
into position.
control cover Figure 59 approximately
halfway down the threads on the screw
and tighten the locknutto the specified
torque value, see "Specifications"
-Chapter 8.

43
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - •

4. Fit the maximum speed screw and se-

cure with the locknut. Fit the idle adjust-
ment screw to the governor control
cover and secure with the locknut.

· 5. Using the Protection Sleeve, Tool No.

1804-429, fit the sealing washer to the
drain plug and screw the plug into the
pump. Tighten the drain plug to the
specified torque - see "Specifica-
tions"- Chapter 8.

Excess Fuel Device

1. Slide a new '0' ring seal onto the

excess fuel device plug. Install the plug
Figure 59 into the governor control cover and
Governor Control Cover Components retain with the snap-ring.
1. Fuel Shut-Off Setbolt
2. Governor Cover Screws
3. Solenoid Shut-Off Valve Solenoid Shut-off Valve
4. Delivery Valves
5. Drain plug 1. Install a new rubber '0' ring on to the
6. Maximum Fuel Adjustment Screw
7. Pressurising Valve solenoid body using Protection Cap,
8. Vent Screw Tool No. 7044-897. lnsertthe spring into
the solenoid plunger and place the sol-
enoid body over the spring plunger
assembly.

Delivery Valves

1. Insert new sealing washers into the
high pressure outlet bores and install
the delivery valve assemblies into the
bores. Tighten the delivery valves to
the specified torque, see "Specifica-
tions"- Chapter 8.
Throttle Lever Assembly
1. Pull the throttle shaft fully upwards into
the control cover.
2. Fit the cap washer over the throttle
shafLanto-the boss of the cover. Assem-
ble the throttle lever, break back spring
and spring guides then install over the
throttle shaft.
3. Fit the plain washer onto the throttle
shaft and then install the locknut.
Tighten the locknut to the specified tor-
que, see "Specifications"- Chapter 8.
2. Screw the solenoid assembly into the
hydraulic head and tighten the sol-
enoid to the specified torque, see
"Specifications" -Chapter 8.
Pressurising Valve
1. Install the pressurising valve with a
new sealing washer into the governor
control cover and tighten to the
specified torque, see "Specifications"
-Chapter 8.
Vent Screw
1. Fit the vent screw with a new copper
washer and screw into the governor
control cover. Tighten the vent screw
to the specified torque value, see
"Specifications" -Chapter 8.

44
- - - - - - - - - - - • CHAPTER 3

INJECTION PUMP TIMING

In production, the setting ofthe distributor

type fuel injection pump to engine timing
involves the use of specialised equipment
which eliminates the effects of backlash in
the timing gears. The removal of backlash
in the timing gears effectively advances
the timing by 2 degrees.

For certain models the engine power out-

put has been increased by further advanc-
ing the. pump timing an additional 2 or 4
degrees.
Figure 60
Fuel Injection Pump Timing Mark

1. Timing Marks on Engine Front Plate

2. Scribe Line on Injection Pump
3. Injection Pump Retaining Bolts
IMPORTANT: Due to these changes, the
distributor typf!! pump to engine timing
cannot be checked by alignment of the
scribed line on the pump flange with the
zero degree mark on the rear of the engine This mark may be used as a reference point
front plate. The timing can only be estab- to which the original, re-conditioned or
lished by internal timing of the pump after new pump should be set on installation.
removal from the tractor, see "Timing the
Injection Pump" in "Fuel Injection Pump-
Test Procedures"- Section D of this Chap-
ter.
INSTALLATION

1. After testing and adjusting the pump

To eliminate the effects of timing gear
backlash when installing an internally
timed pump, advance the engine timing 2
degrees by rotating the pump clockwise
(as viewed from the rear end) 1!2 a division
relative to the zero degree mark on the
rear of the engine front plate, Figure 60.
to give the correct fuel deliveries- see
"Specifications" Chapter 8 , install a
new pump to front engine plate '0' ring
on the pump mounting flange.
2. Install the three injection pump to
engine front plate mounting bolts.

If the pump is not to be internally timed,

then prior to removal note the setting of
the pump relative to the zero degree mark
on the rear of the engine front plate. Mark
the plate with a centre punch to align with
the pump flange scribed line.
If the pump has been internally timed,
rotate the pump clockwise as viewed
from the rear end, 112 a division relative
to the zero degree mark on the rear of
the engine front plate.

45
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -

5. Position a new inspection cover gasket

and install the inspection cover to the
engine front cover. Tighten the retain-
ing bolts to the specified torque, see
"Specifications" -Chapter 8.

6. Connect the fuel lines to the injection

pump Figure 61 and tighten to the
specified torque, see "Specifications" -
ChapterS.

7. Reconnect the throttle and fuel shut-off

controls to the injection pump.

Figure 61
Fuel Injection Pump Installation 8. Reconnect the bottom radiator hose
and tighten the retaining clamps to the
1. Fuel Return Line
2. Pump Retaining Bolt
specified torque, see "Specifica-
3. Injector Lines tions"- Chapter 8. Ensure the drain
4. Fuel Shut-off Solenoid taps are closed then refill the engine
5. Throttle Linkage cooling system with coolant, see the
relevant Operator's Manual for coolant
specifications.
If the pump has not been internally
timed align the scribed line on the
pump flange with the centre punch
reference mark previously made on the 9. Turn on the fuel supply and prime the
rear of the engine front plate. system using the hand primer
mounted on the fuel filter/sedimenter
assembly. Start the tractor and adjust
the engine idle and maximum no-load
speeds, see "Adjustments DPS Dis-
Tighten the mounting bolts to the tributor Type Fuel Injection Pump"-
specified torque, see "Specifica- Chapter 1, Section C.
tions"- Chapter 8.

3. Install the pump drive gear, aligning INJECTION PUMP STORAGE

the gear with the woodruff key on the
pump drive shaft. Also ensure that the
If, after overhaul, an injection pump is
drive gear timing mark aligns with the
being stored, the body should be left filled
gear timing mark.
with calibrating oil and all the connections
sealed with dust plugs and caps.

4. Install the lockwasher and retaining nut If the pump is stored for a period of six
to the pump drive shaft and tighten to months or more the unit should be re-
the specified torque, see "Specifica- tested according to the Test Plan before
tions"- Chapter 8. use in service.

46
. . . . . . . . . . . . . . . . . . . . . .•CHAPTER3

C. FUEL INJECTION PUMP - ISO TEST CONDITIONS

INTRODUCTION: THE NEED FOR ISO fuel injection pumps manufactured by

Lucas CAV Limited. The Notes have been
As Government legislation on power, written in accordance with the conditions
smoke and noise emissions becomes ever set down by the International Standards
more stringent, manufacturers of fuel Organisation.
injection equipment are faced with the
necessity of more accurate measurements
and tests for their products.
Copies of relevant ISO Standards are avail-
able from the National Standards Body of
each individual country concerned.
With the additional objectives of reducing
discrepancies between test machines of
different manufacturers and improving the
correlation between test machine results
and engine performance, the International
Standards Organisation (ISO) has drawn
up new standards for pump test con-
ditions.
EXPLANATORY NOTES (ISO TEST CONDI-
TIONS) FOR 'DPS' DISTRIBUTOR PUMPS

The ISO Committee is made up of mem-
bers from the standards organisation of
each country concerned, plus representa-
tives from interested companies including
Lucas CAV Limited.
Fuel Pump Test Plans should be used in
conjunction with the appropriate Ford Trac-
tor Repair Manual.

When Test Plans are superseded, the

The most noticeable change is the adop-
tion of a test fluid of a lower viscosity,
nearer in characteristics to diesel fuel and
conforming to ISO Standard 4113. Further
ISO standards relate to the high pressure
pipes, test injectors, delivery measure-
ment system, test bench drive and coup-
ling, anti-backlash requirements and vari-
ous other conditions.
Although these standards are not a legal
obligation, they may be adopted into the
legislation of any country where they are
practised.
revised information will be distributed
under a new issue Service Bulletin.
Test Plans are NOT specification informa-
tion and must not be used as such.
Test Plans are issued for every pump
specification except when two or more
pumps form a group applicable to one
engine and the pump detail variations d0
not create any change in the test figures.
Related pumps of this type may all be
covered by one Test Plan.

The accompanying Explanatory Notes for NOTE: Successive Design Changes may
'DPS' distributor pumps are typical of also be covered by a single Test Plan if
those Which will be issued for use with all they conform to the above rule.

47
- - - - - - - - - • PART2-FUELSYSTEMS - - - - - - - - - -

DPS-DESPATCH NUMBER SIGNIFICANCE

Licensee code (See Note 1):

R - CAV RotoDiesel, France Design change
C - CAV Condiesel, Spain letter. See Note 2
M - Mefin, Rumania
V _ - Lucas CAV do Brasil
Modifications not
affecting pump
U - Lucas CAV Greenville,
interchangeability
U.S.A.
or performance
J - Lucas CAV Kk, Japan
shown here as '0'
Y - IPM, Yugoslavia
to '9'
P - WSK, Poland

See Notes
- 2 &3
below

-'- -
c 8 5 2
-r
0
-r
A 0. 1 1 A

Product Type Individual features

DPS number

Design source code =

0 =USA 6 =Brazil No of ports
1 =Argentina 7 = Yugoslavia - 0=4 cyl 1 =6 cyl
2&3= UK 8 =Rumania 2=3 cyl
4 =France 9 =Japan 3-9 to be allocated
5 =Spain

NOTE 1: Lucas CAV, Medway, U.K. pumps do not have a code letter.

NOTE 2: The intermediate and suffix letters Ware an integral part of the pump despatch
number, but at this stage have no significance. The first significant change letter
to be used will therefore be the letter 'B'.

NOTE 3: The suffix letter may be used where the change in engine application requires
a change in positional fit of external parts. It may also be used to identify a
setting code to facilitate Parts and Service administration on coded pumps
that have been set and sealed at manufacturing source, should this become
a future requirement as a result of legislation.

48
------------CHAPTER 3
TEST MACHINE SPECIFICATION
Test Injectors
Two different types of test injector will be
required for testing fuel injection pumps
fitted to the Ford Tractor range.
1. Injectors fitted with the ISO 4010 delay
pintle type nozzle, principally for high
speed, indirect injection engine appli-
cations, are required for testing in-line
pumps.
2. Injectors fitted with orifice plates (ISO
7440*), principally for direct injection
engine applications, are required for
testing distributor pumps.
Use only the nozzle type specified in
the individual Test Plan, together with
the appropriate nozzle holder.
"Pending ISO confirmation."
Test injectors are available from Leslie Har-
tridge Limited, Tingewick Road, Buckin-
gham, MK18 1EF, England, in sets of 4, 6,
8 or 12. The appropriate part number is
dependent on the test nozzle required and
the test machine type.
These injectors are essential for accurate
pump calibration and are manufactured to
a standard which will ensure minimum
line to line scatter, consistent results bet-
ween sets and accurate maximum fuel set-
ting. ENSURE THAT TEST NOZZLE TYPE
AND OPENING PRESSURE ARE AS
SPECIFIED IN THE INDIVIDUAL TEST
PLAN, e.g. delay pintle type ISO 4010 at
172-0 + 3 bar opening pressure (identified
by ISO 4010 marked on their shank).
49
The use of the ISO nozzle means that test
injectors can be serviced in the workshop
by changing the nozzles only. Test nozzles
are available from Leslie Hartridge i_n sets
of 6 or 8.
NOTE: Test injectors should be checked as
follows:-
Weekly or every 100 pumps - Check and
reset open pressure. Check seat leakage,
nozzle backleakage and replace nozzle
where appropriate.
Every 1,000 pumps - Replace the test noz-
zle.
High Pressure Pipes:
Refer to the individual pump test plan.
Pipes to conform to the requirements of
ISO 4093, viz:
1. "The pipes may be of any ferrous mate-
rial, usually cold-drawn mild steel, and
shall have a smooth internal bore, free
from any cracks or other structural
weaknesses and from corrosion or
other matter likely to cause damage to
the fuel injection system.
2. After making the end connections, any
closing-in of the pipe shall be removed
by inserting a reamer of the nominal
internal diameter ofthe pipe to a depth
at least twice that of the length of the
deformed end of the pipe. Any closing-
in of the ends after extended use shall
also be eliminated in a similar manner.
3. The radius of any bend subsequently
made in fabricating the pipes shall be
not less than 16mm for 6mm pipes,
measured from the centre line of the
pipe.
- - - - - - - - - - PART2-.FUELSVSTEMS - - - - - - - - - -
4. Pipes shall be washed out intern<my
after the making of ends and bending
in order to remove extraneous matter.
For storage, the ends shall be sealed
to prevent inlet of air in order to avoid
internal corrosion."
Reproduced from ISO 4093 by kind permis-
sion of ISO, Geneva.
Dimensions
The standard dimensions of high pressure
pipes are:-
ISO INTERNAL EXTERNAL
IDENTIFICATION DIAMETER DIAMETER LENGTH
1504093.1 2 ± 0.025 6 600 ±5
1504093.2 2 ± 0.025 6 845 ±5
Refer to the individual pump test plan for
high pressure pipe requirement.
Fuel delivery can be seriously affected by
restrictions in the bore or length of pipe.
Regular checks should be made to ensure
that no closure of the bore occurs in use
and that bore ends are maintained at not
less than 0.025mm below the nominal size.
Shortening ofthe pipe (to reform a nipple)
is only permissible if pipe length remains
within the tolerance of the specified
length.
Pump Outlet Connections
All tests are to be made using high pres-
sure outlet connections as originally fitted
to the pump unless stated otherwise on
the Test Plan.
50
Measuring Glasses
Fuel readings are to be taken in accordance
with the test bench manufacturers recom-
mendations (see delivery values). Glasses
should be cleaned regularly to ensure
accurate and consistent readings.
On some older models of test machine,
the graduations may be marked in cc's. On
the newer test machines, the equivalent
units of ml or cm 3 will be found.
Calibration Fluid (Test Oil)
Refer to the Test Plan for test oil require-
ment.
A PUMP SPECIFICATION WITH A TEST
PLAN DEVISED ON ISO 4113 CALIBRA-
TION FLUID MUST NOT BE TESTED ON A
TRADITIONAL THICK FLUID WITH A VIS-
COSITY OF 6.5 TO 7.1 eSt AT 21 C.
The following oils conform to ISO 4113 and
also meet an oxidation requirement to
improve shelf life of fuel injection equip-
ment.
Brugarolas (Spain) Califluid 2
Castrol Diesel Calibration Oil 4113
Dalton (U.K.) Viscor 1487
Shell (International) S.9365
Shell (France) Normafluid BR
These oils are not necessarily available in
all countries and where difficulty is experi-
enced you should contact your normal
supplier, quoting the following specifica-
tion. A sample MUST be submitted for
approval by Lucas CAV Ltd. before com-
mencing tests.
Description
A refined, deodorised mineral oil with anti-
foaming additives and other additives to
improve resistance to wear, ageing and
corrosion.
 CHAPTER 3

Physical Properties

Property Unit Requirement Test Procedure

Colour 3max IS02049
Specific Gravity at 15°C 0,820-0,830 IS03675
Pour point oc -18max 1P15
Cloud point oc -10max IS03015
Flash point oc 75min IS02719
Total acidity mg KOHig 0,1 max 1P1
Sulphur active Class 1 max IS02160
Water content %vol 0,05max 1P74
Distillation %vol 5max@210°C IS03405
%vol 95 min@ 360°C IS03405

Kinematic viscosity
a) at40°C eSt 2,45-2,75 IS03104
b) 10.5sec- 1 shear at -12°C eSt 30max 1P71
Choking tendencyVx Lit res 454min 7-2-66*
Gallons 100min 7-2-66*

Corrosion resistance at
60°C Pass 24 hours ASTM-D665A
Rust protection Must pass 5 out of ASTM-01748
50h with polished panels 6 faces ofthree panels
Ageing test residue mgl100ml 1,0max ASTM-o'~274
Oxidation stability-
acidity mg KOHI9 0,3max 7-2-68*
Oxidation stability
sludge %wt Less than 0.05 7-2-68*
Foaming tendency ml 50 max (ASTM-0892,
(Seq 1 only
Foaming stability ml nil (in each case.
Aromatic components, % 11 max (40-25-50*
CAvalue (ASTM-02140

*Lucas Standards

General being put on the test machine. Ideally, the

Test oil, when in use in a test machine, will
not retain its physical properties indefi-
nitely. It can become contaminated with
fuel oil and due to evaporation of the light
fractions its viscosity will increase, thus
giving inaccurate results.
To reduce such contamination as much as
possible, pumps which have been
removed from an engine and not disman-
tled should be drained of fuel oil BEFORE
viscosity should be physically checked
periodically and the oil changed when it
varies from the limits quoted in the preced-
ing specification.
NOTE: In the absence of a viscosity check,
it is recommended that the test oil should
be changed at least every two months or
after testing 150 pumps, whichever occurs
sooner - more frequently where ambient
temperature is high. Filters should be
renewed at the same time.

51
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -
Test Oil Supply
To avoid fuel starvation and irregular
pump behaviour the test machine should
be able to support calibration fluid at 40°C,
at a rate not less than 1,000 cm 3 per minute
for a maximum feed pressure of 0.1 bar
(1.5 lbf/in 2 ). It is an ISO requirement that
the test machine should be capable of sup-
plying at least the equivalent of two and
a halftimes the delivery ofthe pump under
test.
For the purpose of testing the Ford range
of DPS pumps the supply pressure should
be 0.1 bar (1.5 lbf/in 2 ) unless otherwise
stated on the Test Plan.
Temperature of Test Oil
Values given in Test Plans are correct when
the oil in the test machine supply connec-
tion is at a temperature of 38-42°C. It is
recommended that a temperature control
unit is fitted to maintain the temperature.
Storage of Test Oil
"Calibration fluid conforming to an ISO
standard shall be obtained in sealed metal
drums bearing two identification marks:
a) The manufacturer's (or supplier's)
name which shall vouch for confor-
mity with the relevant ISO standard.
(b) The ISO standard number to which
the fluid purports to conform.
Calibration fluid shall be retained, in its
sealed original identifiable container,
under cover, until required for use.
Fluid shall be protected from severe frost
(-10°C) at all times."
Reproduced from ISO 4008, by kind per-
mission of ISO, Geneva.
52
Test Machines
CAV DPS distributor pumps must be tested
on machines which conform to the
dynamic (drive system) and static (fuel
measuring system) requirements as laid
down in ISO 4008 Parts 1 and 2 respec-
tively. The maximum power specified to
drive any distributor pump under test is
1.4 KW at a specified peak injection pres-
sure of 625 bar.
Hartridge 2500 and 1150 test machines are
recommended, as they meet the above
requirements and are capable of testing
the whole range of distributor pumps.
Additionally, Hartridge 1100 and 875 test
machines are suitable for testing pumps
to be fitted to the Ford Tractor range.
Fuel Pump Drive
Fuel delivery can be substantially affected
by the backlash and/or stiffness of the test
machine drive system. It is, therefore,
important to limit these effects to ensure
accurate fuel settings and reduce line-to-
line scatter.
The drive couplings should have zero
backlash and exhibit a torsional stiffness
which allows less than 0.1° deflection
under peak injection torque for the pump
under test. Coupling manufacturers quote
figures for coupling stiffness and corres-
ponding maximum fuel delivery in mm 3/
stroke, according to ISO standard 4008/1.
The corresponding maximum fuel deliv-
ery in mm 3/stroke should not be exceeded
for any pump under test. If doubt exists
about a coupling's performance contact
either the coupling manufacturer or CAV
Parts and Service.
- - - - - - - - - - - • CHAPTER 3 - - - - - - - - - - - •

It is recommended that an anti-backlash For Hartridge machines, conversion charts

coupling (Hartridge Kit HF 533) is used. On are included at the end of this Chapter.
no account may flexible rubber or fibre These give directly the minimum number
disc type Oldham couplings be used as of strokes and corresponding cm 3 value
part of the drive system. for each mm 3/stroke value. However, criti-
. cal fuel values can be determined as
shown in the following examples:

DELIVERY VALUES

To conform with the requirements of ISO

4008/2, all critical fuel delivery values are
quoted in mm 3/stroke (not cm 3 per 200 Example for Hartridge 1100 Mark II
strokes) on the Test Plan or on the pump
nameplate. Using a simple conversion Method to determine the minimum
chart, supplied by the test machine manu- number of strokes for a Test Plan critical
facturer, critical fuel deliveries can be fuel value of 25 mm 3/stroke using a Har-
related to the minimum filling require- tridge 1100 test machine with 30cm 3
ments of the test machine graduates graduates.
necessary to ensure accurate readings.
This is introduced to minimise the errors
due to the variations in the graduate
capacities of different machines, count Delivery for 100 strokes in
errors and glass drainage requirements.
The appropriate number of strokes in
these cases should be determined in accor-
dance with the test machine manufac- cm3 = 25X100 = 2.5 cm3
turer's instructions. Where NOT specified 1000
by the test machine manufacturer, the
number of strokes taken should give at
least a 50% fill of the graduates. All other
Hartridge 1100 should give at least a 40%
fuel readings are taken over 200 strokes
fill of graduates, i.e. 40% of 30 cm 3 = 12
unless stated otherwise on the Test Plan.
cm 3 .

Therefore, to achieve at least this fill it will

When using Hartridge 1150, 1100 and 875
test machines, the number of strokes cho-
sen should give at least a 40% fill of the
graduate with a SINGLE operation of the
trip mechanism. Allow 30 seconds glass
drainage time and let the test oil settle for
15 seconds before taking readings (unless
the test machine is equipped with a piston-
in-graduate measurement system, which
enables readings to be taken directly). The
bottom of the meniscus must always be
used when taking fuel readings.
be necessary to use 500 strokes giving a
delivery of 12.5 cm 3, with a SINGLE opera-
tion of the trip mechanism.
5 X 2.5cm 3/100 strokes = 12.5 cm 3/500
strokes.
Similarly 60 mm 3/stroke requires 200
strokes giving 12 cm 3 and 30 mm 3/stroke
requires 500 strokes giving 15 cm 3.

53
- - - - - - - - - • PART2-'-FUELSYSTEMS - - - - - - - - - -
Example of Hartridge 2500:
Method to determine minimum number
of strokes for a Test Plan critical fuel value
of 30 mm 3/stroke using a Hartridge 2500
test machine with 60 cm 3 graduates:
Delivery for 100 strokes in
30X100 3
cm 3 = = 3cm.
1000
Hartridge 2500 should give at least a 25%
fill of graduates, i.e. 25% of 60 cm 3 = 15
cm 3 . Therefore, to achieve at least this fill,
it will be necessary to use 500 strokes, giv-
ing a delivery of 15 cm 3 .
Before commencing tests, unscrew the
maximum stop screw and the idling stop
screw to allow full movement of the throt-
tle arm.
The throttle lever is to be fully open and
the stop lever and solenoid stop valve in
the "run" condition unless otherwise
stated.
Do NOT run the pump for long periods
with the shut-off lever closed, particularly
at high speed.
Pump Adjustment
The maximum fuel adjusting screw should
be screwed out initially to the protrusion
value stated on the Test Plan. Final adjust-
ment of maximum fuel must be carried
out on the test machine.
54
Transfer Pressure Adjustment
Various end plate transfer pressure adjust-
ing assemblies or sleeve plugs of different
thicknesses can be used to vary the load
on the regulating spring. Where this is
applicable, it is stated on the Test Plan.
Governor Link Setting
Refer to "Overhaul- Section 8" for the
method of setting governor link length.
The link length is specified to satisfy two
main factors for governor performance:
1. Fuel cut-off at maximum speed.
2. Non-interference with fuel delivery at
the maximum fuel setting.
Whilst most governors will operate satis-
factorily with the nominal link length,
some units fail for the above reasons and
can be corrected by an alteration to the
link length. The following procedure
should, therefore, be adopted:
a) Set to nominal link length before com-
mencing test.
b) If unit fails for 'no cut-off at maximum
governed speed', reduce link length.
c) If unit fails for maximum fuel interfer-
ence, increase link length.
Note, however, that incorrectly machined,
worn or wrongly assembled parts can pro-
duce the same faults and alteration to link
length, which may already be correct, will
not necessarily effect a solution. Should
adjustment to the link length fail to correct
the fault, then this should be reset to the
nominal length and the trouble looked for
elsewhere.
-----------CHAPTER 3 - - - - - - - - - - -

When adjustment to the governor link
length has been made, the sequence of
governor setting tests must be repeated
and the test requirements satisfied. Adjust-
ment must NOT be made beyond the
specified tolerance.
TEST PLANS FOR PUMPS WITH SETTING
CODE ON NAMEPLATE
The following test data is not given on the
.Test Plan for coded pumps and must be
obtained from the setting code on the
pump nameplates:

Maximum fuel setting, maximum fuel set-

Automatic Advance Devices
1. Before commencement of test ensure
the correct thickness of shims is fitted
to the advance assembly as stated in
the rel~vant Test Plan. This should not
be altered.
2. Tests are carried out strictly in the order
specified on the relevant Test Plan.
3. The maximum amount of shimming
allowed is not exceeded.
ting pump speed, governor spring posi-
tion on all-speed mechanically governed
pumps and maximum no-load engine
speed.
For pumps produced before the introduc-
tion of ISO Standards, the setting code on
the nameplate (unlettered code or 'E'
code) applies only to thick test fluid not
conforming to ISO 4113. In these cases,
when testing with a thin fluid conforming
to ISO 4113, the setting code must be dis-
regarded and all necessary information
extracted from the relevant ISO Test Plan
or CAV dealer or Ford Test Plan (ISO) if
available or issued!

Example of Setting Code

Max fuel setting in

mm 3/stroke. For Max fuel setting,speed
o---------1
conversion into cm 3 , in pump rpm
see Delivery Values

- L__
Pref1x- not
A 7 5 L 800/1/2220
applicable for -r- -,.-
test purposes
T

Max no-load
The letter L engine speed
indicates setting rpm
code established
on an ISO approved
test machine using
an ISO 4113 test oil
Governor spring
position - '0'
indicates that
the pump has
a hydraulic
governor.

55
. . . . . . . . . . . . . . . . . .•PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . .. .
D. FUEL INJECTION PUMP-TEST PROCEDURE
1. Prior to installing the pump on the test
bench the pump must undergo a pres-
sure test before and after machine test,
using the following method:
i) Drain all fuel oil from the pump and
connect a compressed air supply
to both the back leak connection
and the pump inlet connection,
ii) Seal all other connections on the
pump and immerse in a bath of
clean test oil.
iii) Ensure that the air supply to the
pump is clean and free from water.
Raise the air pressure to 201bf/in 2
(1,4 bar) and leave the pump
immersed in the test oil for 10
minutes. If the pump is leak free,
reduce the pressure to 21bf/in 2 (0,14
bar) for 30 seconds, if the pump is
still leak free increase the pressure
to 201bf/in 2 (1,4 bar) and ifthe pump
is still leak free after 30 seconds it
can be passed as satisfactory.
All leaks must be rectified before
testing and setting the pump.
2. Test stand equipment must conform to
the following requirements:
i) The test machine must conform to
ISO 4008 Parts 1 and 2.
ii) The test injectors must conform to
ISO 4010.
iii) The high pressure pipes must con-
form to ISO 4093: refer to the test
plan for the pipe dimensions.
56
iv) The test oil must conform to ISO
4113.
v) The test oil feed system must be
temperature controlled at 4ooc ± 2°
with a maximum pressure feed of
1.51bf/in 2 (0.1 bar).
3. Mount the pump on the test bench
using a suitable bracket and install a
qui!l shaft between the pump drive
shaft and the test bench drive shaft.
4. The test machine must be set to run in
the correction direction of rotation for
the pump under test i.e. clockwise.
5. The pump must not be allowed to run
for long periods with low output and
high speeds or with the fuel shut off
closed.
6. Unless otherwise stated on the test
plan, all tests are to be made using
high pressure outlet connections as
originally fitted to the fuel injection
pump.
7. The pump must be primed thoroughly
prior to testing and at all times indi-
cated on the Test Plan using the follow-
ing procedure:
i) Connect the oil feed pipe to the inlet
connection and connect the back
leakage pipe.
ii) Turn on the oil supply to feed pres-
sure 1.51bf/in 2 (0.1 bar) to fill the
pump. Run the pump at 100 rpm.
. . . . . . . . . . . . . . . . . . . . . .•CHAPTER3 . . . . . . . . . . . . . . . . . . . . . ..
iii) Slacken the unions at the injector
end of the high pressure pipe or, if
fitted on the test machine, open the
bleeder valves at the injectors.
iv) When test oil free of air bubbles
issue from all high pressure pipes-
re-tighten the high pressure con-
nections or close the bleeder val-
ves.
v) After priming the pump must be free
fro.m leaks at all jointing surfaces,
connections and oil seals when run-
ning and when stationary.
TESTING PROCEDURE
Injection pump testing must be conducted
in conjunction with the "Test Plan" see
"Specifications"- Chapter 8 and in accor-
dance with following procedure:
NOTE: Before commencing tests, unscrew
the maximum and idle stop screws to
allow full movement of the throttle lever.
The throttle lever and stop control lever
must be fully open except where other-
wise stated on the "Test Plan".
Fuel Delivery
Fuel delivery is checked at full throttle set-
ting at one or more speeds of rotation by
measuring the volume of test oil passing
through each injector during a given
number of pumping cycles. The "Test
Plan" quotes the number of strokes,
maximum fuel delivery, overall tolerance
and the maximum permissible delivery
variation between injectors.
57
Fuel Shut-off
Fuel shut-off operation is checked by run-
ning the pump at a specified speed, see
"Test Plan", with the shut-off closed. The
"Test Plan" quotes the maximum fuel
delivery.
Maximum Fuel Delivery
The maximum fuel delivery is checked at
the specified speed with the throttle lever
fully open and the fuel shut-off lever open.
Run the pump at the speed quoted on the
"Test Plan" and note the fuel delivery from
each injector into the graduated glasses
for the specified number of strokes. If the
fuel delivery is not within these limits
adjust the fuel delivery as follows:
Slacken the maximum fuel adjuster screw
located on the side of the governor control
cover and turn the screw clockwise to
increase fuelling or anti-clockwise to
decrease fuelling. Tighten the locknut after
adjustment. Recheck the fuel delivery and
if necessary re-adjust the screw, repeat the
test until the specified figure is obtained.
Governor Setting
Governor setting is checked by running the
pump at the specified speed on the "Test
Plan" and adjusting the maximum speed
screw until the specified fuel delivery is
obtained. When the speed of rotation is
reduced the fuel delivery should increase
to a value approximately equal to the
maximum fuel delivery.
Transfer Pressure
Transfer pressure is checked by running
the pump at the specified speed on the
"Test Plan". Remove the plug in the top
of the hydraulic head and fit adaptor tool
7244-382. A pipe is then coupled to the
adaptor from the pressure gauge of the
test machine. Transfer pressure is read
directly from the gauge.
- - - - - - - - - - PART2-FUELSVSTEMS - - - - - - - - - -
Transfer pressure is controlled by the reg-
ulating piston in the end plate sleeve. Rota-
tion of the transfer pressure adjuster screw
moves a spring peg which varies the pre-
load on the regulating spring and the
maximum lift of the piston. A pressure
adjuster tool 7244-410A enables transfer
pressure to be set by the adjuster screw
while the pump is running.
Cam Box Pressure
The cam box is pressurised during running
by a spring load ball pressurising valve in
the back leakage connection in the gover-
nor control cover. The test pressure gauge
is fitted to the vent screw hole in the gov-
ernor control cover.
The pressure can be checked using the tool
kit No. 7244-275A.
Pressure limits are given in the appropriate
"Test Plan". If the pressure is incorrect
check that the pump is not leaking and that
there is no restriction in the back leakage
passages.lfthe pressurising valve is faulty,
renew the valve and re-check the pressure.
Advance Unit Setting
The advance unit is tested by using a
measuring gauge, tool Part No. 7244-447.
The gauge is provided with a scale
graduated from oo to 20°.
To test the advance unit with the measur-
Jng gauge proceed as follows:-
Remove the pressure end plug from the
advance unit on the pump noting the iden-
tifying letter stamped on the hexagonal
end face of the plug.
A range of test plugs is available, tool Part
No. Series 7244-435.
58
Prime the gauge after fitting by running
the pump and unscrewing the vent screw
at the end of the vernier adjuster. When
fuel, free from air bubbles, flows from the
gauge tighten the screw.
Select the test plug corresponding to the
letter of the pressure end plug removed
from the pump, screw the test plug into
the advance unit and fully tighten.
Before fitting the gauge to the advance
unit, ensure the vernier adjuster is
unscrewed five turns, i.e., with five threads
exposed from the fully screwed in posi-
tion. This precaution will preclude possible
distortion or jamming ofthe spindle when
the gauge is fitted.
Screw the gauge, finger tight, into the test
plug in the advance unit. If necessary, slac-
ken the locking ring to bring the scale
uppermost, then tighten the locking ring.
Prime the pump again by slackening the
connection to the cam box pressure
gauge, then stop the pump.
To zero the gauge, Figure 62, turn the ver-
nier adjuster to align the datum line on
the spindle with the zero degree gradua-
tion on the scale. Position the pointer to
align with the zero graduation on the ver-
nier adjuster.
The gauge is now correctly set for measur-
ing the advance.
A specified thickness of shims is fitted to
the advance unit on assembly, as stated
in the "Test Plan" and these should not be
altered. Use the transfer pressure adjuster
at the stages stated in the "Test Plan", to
increase or decrease the degree of
advance.
----------------------•CHAPTER a----------------------•

Figure 62
Advance Gauge, Tool No. 7244-447
1. Locking ring 5. Vernier adjuster
2. Spindle 6. Vent screw
3. Scale 7. Datum line on spindle
4. Pointer

To measure the advance at various pump NOTE: Before changing the pump speed
speeds, read the value in degrees on the and measuring a new advance value,
graduated scale opposite the datum line return the venier adjuster ANTI-
on the spindle. CLOCKWISE to the zero position.

Timing the Injection Pump

If the datum line on the spindle is between
All pumps require timing. See the "Test
two graduations, proceed as follows:-
Plan" for the relevant setting figure.

After completion of the previous tests,

Turn the vernier adjuster clockwise to
move the scale until the lower degree
graduation line corresponds with the
datum line on the spindle. The reading
indicated on the vernier adjuster, opposite
the pointer, indicates the fraction of a
degree to be added to the lower reading.
remove the pump from the test machine
and drain by loosening the plug on the
pumpbody.
Remove the delivery valve on the fuel out-
let specified fortiming on the "Test Plan".

59
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - •
Using the adaptor assembly, Tool No. 71-44-
262, fit the relief valve, Tool No. 7144-155
to the stirrup pipe, Tool No. 7144-262A and
connect one branch to the outlet on the
hydraulic head. Arrange the other branch
to .face away from the head and seal it off
with the blanking bolt, Tool No. 7144-558.
NOTE: The injection pump is fitted with
by-pass delivery valves and the rotor has
an equalization groove, fuel could leak
from the remaining high pressure outlets.
To avoid this, the outlets should be plug-
ged.
Using a suitable length of high pressure
pipe, connect the stirrup pipe tool to the
pressure phasing outlet on the Hartridge
test bench, or alternatively, connect to a
nozzle setting outfit.
The Test Data gives specific information
concerning the static timing of the pump.
A static timing gauge Tool No. 7244-449,
is available and this comprises a shaft and
pointer assembly with a ±20° offset quad-
rant which is used in conjunction with a
flange marking tool, No. 7244-27 (currently
used for DPA pumps).
The flange marking tool consists of a cast
aluminium body with a lock screw around
which slides a ring carrying a scribing
plate. This scribing plate should be
removed from the tool and replaced with
the quadrant and attached to the flange
marking tool by the securing bracket.
A 50mm bore spigot plate is held in posi-
tion by a countersunk screw. Three inter-
changeable inserts adapt the gauge to any
type of basic pump drive. The inserts are
held by two screws and a dowel pin.
60
The tools required for static timing of the
pump, used in conjuction with Tool Part
No. 7244-449, are as follows:-
Description Tool Part No.
·Flange marking gauge 7244-27
50mm spigot plates 7244-26E
Insert, for uprated drive
pumps with 20mm dia.
taper drive shaft,
(use with 7244-27) 7244-30
A timing plunger, Tool Part No. 7244-448,
will also be required.
The procedure for preparing the pump for
timing is as follows:-
Fit the quadrant with the flange marking
tool and insert onto the tapered shaft on
the shaft key. Clamp in position with a
washer and nut. A bar through the %in
(6,35 mm) hole in the insert will hold the
insert in position when tightening or
removing the nut. Also, a special extractor
Tool No. 7044-690, fitted into the thread of
the insert permits the withdrawal of the
gauge after use.
Screw the shaft and pointer assembly of
Tool No. 7244-449 into the cam box pres-
surising valve body on the governor cover.
Adjust the height of the shaft and position
the clamp so that the quadrant locates bet-
wee!'\ the recess in the clamp and pointer.
'
. . . . . . . . . . . . . . . . . . . . . .•CHAPTER3
To time the pump proceed as follows:-
1. Apply pressure to the rotor. Normally
a pressure of 30atm with a relief valve
fitted in the system is specified in the
Test Plan but sometimes a higher or
lower pressure is quoted to obtain the
higher or lower pressures, re-adjust the
relief valve. It is important not to
exceed the specified pressure or dam-
age will be caused to the shoe
assemblies.
2. Unscrew the locking screw on the ring
securing the quadrant and turn the
pump drive shaft by the flange marking
tool in the direction indicated on the
pump nameplate until resistance to
further movement is felt.
3. Maintaining the drive shaft in this pos-
ition, turn the quadrantto align the zero
degree mark with the pointer. Tighten
the lock screw.
4. Release the pressure to the rotor and
rotate the quadrant 20° in the opposite
direction to pump rotation. Re-pres-
surise the rotor and rotate the quad-
rants in the direction of pump rotation
until resistance to further movement is
felt. If correctly positioned, the pointer
should align with the quadrant at zero.
If not, repeat operations 2, 3 and 4.
5. Release the pressure to the rotor.
6. Offset the quadrant to the degree value
stated in the Test Plan for the pump
and lock the quadrant in this position
using the clamp.
61
7. Unscrew and remove the pump body
drain plug and screw in fully the timing
plunger Tool No. 7244-448 into the "V"
notch in the internal timing disc. The
grooves on the timing plunger will
serve as a guide to determine the fully
engaged position.
8. To check the pump timing, release the
clamp securing the quadrant and
rotate the quadrant to the zero degree
mark. Again, rotate the quadrant in the
direction of pump rotation until the tim-
ing plunger fully engages in the "V"
notch in the internal timing disc. If cor-
rectly timed, the quadrant degree value
at the pointer should correspond with
the offset degree value stated in the
Test Plan. If not, repeat operations 6, 7
and 8.
After timing, remove the plunger tim-
ing tool from the pump. Refit the plug
in the pump body and tighten to the
specified torque, see "Specifica-
tions" -Chapter 8.
Remove the flange marking gauge and
quadrant from the drive shaft. Unscrew
and remove the shaft and pointer from
the cam box pressurising valve.
Remove the stirrup pipe tool, replace
the delivery valve assembly together
with the high pressure washer, tighten
the assembly to the specified torque,
see "Specifications"- Chapter 8.
SEALING PUMPS
After test, ensure that a suitable length of
locking wire and an unclenched seal is
loosely attached to the pump for sealing
the maximum speed adjusting screw after
final setting on the engine.
- - - - - - - - - - PART2...;.fUELSYSTEMS - - - - - - - - - •
Latch Valve Setting
The latch valve setting is checked at the
specified speed on the Test Plan. To adjust
the latch valve proceed as follows:
Reduce the pump speed to 100rpm and
stop the test machine. Using a suitable
allen wrench, screw the latch valve adjus-
ter fully in then restart the test machine
and set the pump speed to the specified
speed in the Test Plan. Screw out the latch
valve adjuster until the advance reading
on the measuring gauge is within the
limits specified on the Test Plan. Using a
suitable wrench tighten the latch valve
adjuster locknut to the specified torque,
see "Specifications"- Chapter 8 then re-
check the latch valve setting.
62
Excess Fuel Setting
The excess fuel delivery is checked at the
specified speed on the Test Plan. Run the
pump at the specified speed and note the
delivery from each injector into the
graduated glasses for the specified
number of strokes. The Test Plan will also
state the specified advance setting for this
check.
The pump must meet both of the settings
specified on the Test Plan.
Seal the maximum fuel delivery adjust-
ment screw and the latch valve adjuster
screw and locknut with sealing plugs using
a hot air blower.
 PART2
FUEL 'SYSTEMS
Chapter 4
INJECTORS FORD 455C

Section Page
A. INJECTORS- DESCRIPTION AND OPERATION 1
B. INJECTORS- OVERHAUL 2

A. INJECTORS- DESCRIPTION AND OPERATION

The engine injector function is to inject fuel

into a pressurised cylinder in a fully atomised
condition so as to burn efficiently with a
minimum of smoke.

Each injector consists of a nozzle assembly,

containing a needle valve, and a nozzle
holder assembly housing the injector needle
valve regulating spring, Figure 1.

Fuel from the fuel injection pump enters the

injector fuel inlet and passes down through a
drilling in the nozzle holder and body to the
needle valve seat.

The fuel, pressurised by the injection pump,

lifts the needle valve off the seat against the Figure 1
Fuel Injector Assembly
action of a spring. The fuel is then forced, in
an atomised state, through the four holes in 1. Washers
the nozzle tip. When the pressure from the 2. Spring Adjusting Nut
injection pump drops, the needle valve snaps .3. Fuel Inlet
back onto the seat under pressure from the 4. Needle Valve
spring. 5. Washer
6. Needle Valve Seat
7. Nozzle Tip
To provide lubrication of the injector, a small 8. Nozzle Retaining Nut
amount of fuel is permitted to leak up 9. Nozzle Body
10. Nozzle Holder
between the needle valve and the nozzle
11. Spring
body. The excess fuel rises to the top of the 12. Copper Washer
injector and returns to the fuel tank via an 13. Cap Nut
injector leak-off line. 14. Leak-off Line Connector

1
- - - - - - - - - P A R T 2-FUEL S Y S T E M S - - - - - - - - -
B. INJECTORS- OVERHAUL
Figure 2
Disconnecting Injector Pipes
1. Banjo Bolts
2. Leak-Off Pipe
3. High Pressure Fuel Pipe Gland Nuts
4. High Pressure Fuel Pipes
REMOVAL
1. Slacken the high pressure fuel pipe gland
nuts at the injection pump.
2. Clean the area around the injectors.
3. Remove the banjo bolts, Figure 2, and
discard the two copper washers from
each bolt. Remove the leak-off pipe.
4. Unscrew the gland nuts, Figure 2, and
disconnect the high pressure pipes from
the injectors.
5. Unscrew and remove the two retaining
bolts from each injector and withdraw
the injector from the cylinder head,
Figure 3.
2
Figure 3
Removing Injector
1. Injector
2. Retaining Bolts
3. Copper Sealing Washer
4. Cork Dust Washer
6. Discard the cork dust washer and the
copper sealing washer, Figure 3.
NOTE: The copper sealing washer may have
to be extracted from the bore in the cylinder
head.
7. If a replacement set of injectors is not
immediately available, cover the ends of
the pipes and the cylinder head apertures
to prevent the entry of dirt and foreign
bodies.
8. To establish if overhaul or replacement is
necessary, test the injectors according to
the following procedure. Before testing,
fit a protective cap to the inlet union and
clean the outside of the injectors with a
soft wire brush and a carbon solvent.
----------------------CHAPTER4----------------------•

Figure 4 Figure 5
Nozzle Opening Pressure Test Nozzle Seat Leakage Test

TESTING 2. Prime the tester until oil is emitted from

the tester line then connect the injector.
A WARNING: The spray from a fuel
. . injector tester can pierce human skin
with fatal results. When an injector is
spraying, the nozzle holder should be turned
away from the operator and any other
persons. 3. Ensure the knob on the right-hand side of
the tester is screwed in to prevent the
gauge being over-pressurised if the
During the Nozzle Opening Pressure and injector nozzle is blocked.
Spray Pattern Tests collect the spray in a
container partly filled with rags to absorb the
spray.

4. Pump the tester and check the nozzle is

When conducting the Nozzle Seat
free to open. Open the pressure gauge
Leakage Test, release the injector tester
valve and commence injector testing. If
pump pressure before touching the nozzle tip
the nozzle is blocked or the needle
with a sheet of blotting paper.
jammed, commence the disassembly
procedures.

A WARNING: The Spray is

. . Inflammable- ensure no naked lights
are in the area of the tester and do not
generate excessive vapour.
5. Nozzle Opening Pressure Setting:
Slowly pump the injector tester and
1. Fill the injector tester with a calibrating observe the pressure at which the needle
type fuel oil and leave the filler cap loose valve lifts and fuel is injected from the
to prevent a vacuum forming during nozzle tip. The opening pressure should
testing. be 193 atm. (190 bar).

3
--------------------PART2-FUELSYSTEMs--------------------

Figure 6
Injector Components

1. Washer 8. Nozzle Body

2. Leak-off Line Washers 9. Copper Washer
3. Leak-off Line Connector 10. Nozzle Retaining Nut
4. Cap Nut 11. Needle Valve
5. Spring Adjusting Nut 12. Spindle
6. Washer 13. Spring
7. Nozzle Holder

6. Spray Pattern: Pump the tester rapidly
and observe the spray pattern from the
four holes. Each spray must be similar.
The spray should be well atomised and
spread into a 3 in. (76 mm) diameter
cone 0,38 in. (9,5 mm) from the injector
nozzle.
8. Nozzle Leak Back Test: Apply
approximately 160 atm (158 bar) pres-
sure to the injector and measure the time
taken for the pressure to fall from 154
atm. (152 bar) to 104 atm. (1 03 bar). If
this time is less than 5 seconds, the
needle is loose or there is dirt between
the nozzle and injector body faces.

7. Nozzle Seat Leakage: Wipe the nozzle

tip dry and apply a pressure of 183 atm.
(180 bar). i.e. 10 atm. (1 0 bar) below the
opening pressure, to the injector. Hold
the pressure for six seconds, then touch
the nozzle tip with a sheet of blotting 9. If the injector passes the tests, re-install
paper, Figure 5. The fuel oil stain should in the engine. If the injector fails any of
not exceed 0,5 in. (12,7 mm) diameter. the tests proceed to "Disassembly".

4
----------------------•CHAPTER4----------------------•

Figure 7 Figure 8
Nozzle Retaining Nut Removal Needle Valve Removal

1. Wrench 1. Needle Valve

2. Nozzle Nut Socket, Tool No. CT9009 or 8126 2. Nozzle Holder
3. Nozzle Retaining Nut 3. Nozzle
4. Injector
5. Holding Fixture

DISASSEMBLY INSPECTION AND REPAIR

1. Place the injector in a holding fixture. Do
not clamp the injector body in a vice.
2. Remove the cap nut and spring adjusting
nut, Figure 6. Remove the injector spring,
washer and spindle.
1. Clean the needle valve and nozzle by
soaking in a carbon solvent and brushing
with a soft wire brush. To prevent
corrosion rinse the nozzle and valve in
clean fuel oil.

2. Use tile tools included in the Injector

Nozzle Cleaning Kit, Tool No. DX730 to
3. Use Socket, Tool No. CT9009 or 8126, to clean the nozzle as follows:
remove the nozzle retaining nut, Figure 7.
Lift off the nozzle and needle valve
assembly then withdraw the needle
valve, Figure 8.
(i) Clean the nozzle pressure chamber
using the pressure chamber drill,
Figure 9.

4. Place all components in clean fuel oil.

(ii) Clean the spray holes with the

NOTE: As the nozzles and needle valves are nozzle cleaning wire held in a pin
a lapped fit they are not interchangeable. vice, Figure 10.

5
. . . . . . . . . . . . . . . . . ._PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . ..

R-2-5-08
Figure 9 Figure 10
Cleaning Nozzle Pressure Chamber Cleaning Nozzle Spray Holes

1. Pressure Chamber Drill 1. Pin Vice

2. Nozzle 2. Nozzle Cleaning Wire
3. Nozzle

(iii) Clean the valve seat with the valve 3. Clean the top of the needle valve using a
seat scraper. needle valve scraper, Figure 13.

(iv) Clean the annular groove in the top

of the nozzle and the groove in the
nozzle pressure chamber using the
pressure chamber scraper, Figure
11.

(v) Use a Reverse Flush Nozzle

Adaptor, Tool No. CT9024 or 8124,
on the injector tester, Figure 12, and
reverse flush the nozzle to remove
the carbon loosened during Steps
(i) to (iv).

(vi) After flushing the nozzle, polish the Figure 11

valve seat by placing a very small Cleaning Nozzle Annular Groove
amount of tallow on the end of a 1. Carbon Scraper
polishing stick and rotate in the 2. Nozzle
nozzle. 3. Annular Groove

6
----------------------•CHAPTER4----------------------•
Figure 12
Reverse Flushing the Nozzle
1. Reverse Flush Nozzle Adaptor, Tool No. CT9024
or 8124
2. Nozzle
3. Nozzle Retaining Nut
4. If the nozzle leak-back test time was less
than five seconds or the valve sticks, the
valve and nozzle should be lapped
together by placing the tip end of the
nozzle in a drill chuck having a speed of
450 rev/min or less. Spread a small
amount of tallow over the valve surface.
Insert the valve into the rotating nozzle,
centralise and apply slight pressure as the
chuck turns.
NOTE: Do not lap the valve for more than
five seconds at a time. Allow the parts to cool
between lapping.
5. Prior to reassembly, the lift of the injector
needle must be rechecked with a dial
indicator. Maximum allowable lift is
0.4mm.
7
Figure 13
Cleaning Needle Valve Tip
1. Needle Valve Scraper
2. Needle Valve
RE-ASSEMBLY
1. Clean all parts in fuel oil prior to re-
assembly. Rinse all parts in clean fuel oil
and assemble the components whilst still
wet.
2. Position the nozzle and valve assembly
onto the nozzle holder and ensure the
dowel pin holes are correctly located,
Figure 14. Hold the injector body in the
fixture, install the retaining nut with a
new washer and tighten to the correct
torque, see "Specifications"- Chapter 8.
3. Install the spindle, spring disc, spring and
adjusting nut. Turn the nut until spring
pressure is felt.
-------------------PART2-FUELSYSTEMS------------------•

Figure 14 Figure 15
Assembling the Injector Nozzle Opening Pressure Adjustment

1. Nozzle Holder
2. Nozzle
3. Dowel Pin Holes
4. Locating Dowels

4. To set the nozzle opening pressure, 2. Insert the new/replacement injector in

connect the injector to the injector tester. the cylinder head, having fitted a new
Tighten the adjusting nut, Figure 15, cork dust washer and a new copper
until the specified opening pressure is sealing washer.
achieved.

3. Secure each injector with the two

retaining bolts and tighten to the
5. Install the cap nut with a new copper specified torque value, see
washer and re-test the injector. If the "Specifications" - Chapter 8.
injector fails any of the tests after
cleaning, renew the nozzle and valve.

4. Re-connect the leak-off pipe using new

washers either side of the banjo fittings
and tighten banjo bolts to the specified
torque value, see "Specifications" -
Chapter 8.

INSTALLATION 5. Re-connect high pressure fuel pipes to

injectors, Figure 16, and tighten the
1. Remove any blanking plugs from gland nuts to the specified torque value,
cylinder head apertures and pipe ends. see "Specifications" - Chapter 8.

8
----------------------•CHAPTER4----------------------·
6. Tighten high pressure fuel pipe gland
nuts at the injection pump to the
specified torque value, see
"Specifications" - Chapter 8.

7. Bleed the fuel system as detailed in

Chapter 1.

8. If the injectors are to be stored before Figure 16

installation, clean in calibrating oil. Connecting Injector Pipes
Storage for longer than 6 months may
1. Banjo Bolts
result in the necessity of disassembling
2. Leak-Off Pipe
and cleaning the injectors before 3. High Pressure Fuel Pipe Gland Nuts
installation. 4. High Pressure Fuel Pipes

9
 PART2
FUEL SYSTEMS
Chapter 5
INJECTORS
FORD 555C and 655C

Section Page
A. INJECTORS- DESCRIPTION AND OPERATION 1
B. INJECTORS- OVERHAUL 2

A. INJECTORS- DESCRIPTION AND OPERATION

The engine injector function is to inject fuel

into a pressurised cylinder in a fully atomised
condition so as to burn efficiently with a
minimum of smoke.

Each injector consists of a nozzle assembly,

containing a needle valve, and an injector
body assembly housing the injector needle
valve regulating spring, Figure 1.

Fuel from the fuel injection pump enters the

injector fuel inlet and passes down through a
drilling in the injector body to the needle
valve seat.

The fuel, pressurised by the injection pump,

lifts the needle valve off the seat against the
action of a spring. The fuel is then forced, in Figure 1
an atomised state, through the five holes in Fuel Injector Assembly
the nozzle tip. When the pressure from the
injection pump drops, the needle valve snaps 1. Fuel Inlet
2. Shims
back onto the seat under pressure from the
3. Spring Seat
spring. 4. Needle Valve
5. Needle Valve Seat
To provide lubrication of the injector, a small 6. Nozzle Tip
amount of fuel is permitted to leak up 7. Nozzle Retaining Nut
between the needle valve and the nozzle 8. Nozzle
9. Dowelled Adaptor Plate
body. The excess fuel rises to the top of the
10. Spring
injector and returns to the fuel tank via an 11. Injector Body
injector leak-off line. 12. Leak-off Line

1
- - - - - - - - - • PART 2-FUEL S Y S T E M S - - - - - - - - - -
B.
Figure 2
Disconnecting Injector Pipes
1. Banjo Bolts
2. Leak-Off Pipe
3. High Pressure Fuel Pipe Gland Nuts
4. High Pressure Fuel Pipes
REMOVAL
1. Slacken the high pressure fuel pipe gland
nuts at the injection pump.
2. Clean the area around the injectors.
3. Remove the banjo bolts, Figure 2, and
discard the two copper washers from
each bolt. Remove the leak-off pipe.
4. Unscrew the gland nuts, Figure 2, and
disconnect the high pressure pipes from
the injectors.
5. Unscrew and remove the two retaining
bolts from each injector and withdraw
the injector from the cylinder head,
Figure 3.
INJECTORS- OVERHAUL
1. Injector
2. Retaining Bolts
3. Copper Sealing Washer
4. Cork Dust Washer
6. Discard the cork dust washer and the
copper sealing washer, Figure 3.
NOTE: The copper sealing washer may have
to be extracted from the bore in the cylinder
head.
7. If a replacement set of injectors is not
immediately available, cover the ends of
the pipes and the cylinder head apertures
to prevent the entry of dirt and foreign
bodies.
8. To establish if overhaul or replacement is
necessary, test the injectors according to
the following procedure. Before testing,
fit a protective cap to the inlet union and
clean the outside of the injectors with a
soft wire brush and a carbon solvent.
2
------------------------CHAPTERs------------------------
Figure 4
Nozzle Opening Pressure Test
TESTING
A WARNING: The spray from a fuel
. . injector t(Jster can pierce human skin
with fatal results. When an injector is
spraying, the nozzle holder should be turned
away from the operator and any other
persons.
During the Nozzle Opening Pressure and
Spray Pattern Tests collect the spray in a
container partly filled with rags to absorb the
spray.
When conducting the Nozzle Seat
Leakage Test, release the injector tester
pump pressure before touching the nozzle tip
with a sheet of blotting paper.
A WARNING: The Spray is
. . Inflammable- ensure no naked lights
are in the area of the tester and do not
generate excessive vapour.
1. Fill the injector tester with a calibrating
type fuel oil and leave the filler cap loose
to prevent a vacuum forming during
testing.
2. Prime the tester until oil is emitted from
the tester line then connect the injector.
3
Figure 5
Nozzle Seat Leakage Test
3. Ensure the knob on the right-hand side of
the tester is screwed in to prevent the
gauge being over-pressurised if the
injector nozzle is blocked.
4. Pump the tester and check the nozzle is
free to open. Open the pressure gauge
valve and commence injector testing. If
the nozzle is blocked or the needle
jammed, commence the disassembly
procedures.
5. Nozzle Opening Pressure Setting:
Slowly pump the injector tester and
observe the pressure at which the needle
valve lifts and fuel is injected from the
nozzle tip. The opening pressure should
be 230 atm. (227 bar), if the opening
pressure is incorrect. dismantle the
injector and add or subtract shims as
necessary to obtain the correct opening
pressure ( ± 0.02 mm of shim equals ± 3
atm. [3 bar] approximately). When new
shims are assembled and the nozzle
retaining nut tightened to the specified
torque value, see "Specifications" -
Chapter 8, assemble to the tester, prime
and recheck the opening pressure.
- - - - - - - - - P A R T 2-FUEL S Y S T E M s - - - - - - - - - •
R-2-4-06
Figure 6
Injector Components
1. Injector Body
2. Copper Sealing Washers
3. Leak-off Line Connector
4. Shims
5. Spring Seat
NOTE: If a new spring has been fitted, the
opening pressure should be set to 240 atm.
(236 bar) to allow for spring settling.
6. Nozzle Seat Leakage: Wipe the nozzle
tip dry and apply a pressure of 220 atm.
(217 bar), i.e. 10 atm. (1 0 bar) below the
opening pressure. The nozzle tip and
bottom face, must remain essentially dry
and there must be no tendency for blobs
of fuel to collect or drip. A slight
dampness can be ignored. If there is any
leakage from the nozzle seat the nozzle
assembly must be scrapped.
7. Nozzle Back Leakage: Apply a pres-
sure of 220 atm. (217 bar), i.e. 10 atm.
(1 0 bar) below the opening pressure
4
6. Needle Valve
7. Nozzle
8. Nozzle Retaining Nut
9. Dowelled Adaptor Plate
10. Spring
then release the handle and the time/
pressure drop should be between 1 50 to
100 atm. (148-99 bar) within 45 to 6
seconds; if below 6 seconds the nozzle
assembly must be scrapped. If above 45
seconds, check for carbon on the valve
and/or blocked back leak drillings.
8. Spray Pattern: Pump the tester rapidly
(80 to 90 strokes per min.) and observe
the spray pattern from the five holes. An
atomised spray free from distortion,
irregular streaks of unvaporised fuel and
hosing should be observed. The tester is
not regarded as providing a suitable test
for atomisation under working
conditions but gives an approximate
indication of the working of the nozzle.
----------------------•CHAPTERs----------------------•

Figure 7 Figure 8
Nozzle Retaining Nut Removal Needle Valve Removal

1. Wrench 1. Nozzle
2. Nozzle Nut Socket, Tool No. CT9009 or 8126 2. Injector
3. Nozzle Retaining Nut 3. Nozzle Retaining Nut
4. Injector
5. Holding Fixture

DISASSEMBLY INSPECTION AND REPAIR

With reference to Figure 6. 1. Clean the injector body by soaking in a

1. Place the injector in a holding fixture with
the nozzle uppermost. Do not clamp the
injector body in a vice. Use Socket, Tool
No. CT9009 or 8126, to slacken the
nozzle retaining nut, Figure 7.
carbon solvent and brushing with a brass
wire brush. Inspect the body for
damaged threads and pressure face,
ensure the fuel galleries are thoroughly
clean with no signs of corrosion or ·
pitting.

2. Remove the nozzle retaining nut

complete with the nozzle body, needle
valve and the dowelled adaptor plate,
Figure 8.
2. Clean the spring and spring seat using a
3. Remove the injector body from the brass wire brush and check for scoring,
holding fixture, invert and carefully pitting or corrosion.
remove the spring seat, spring and
adjustment shims. To avoid damage,
place all dismantled components in
suitable baths of clean fuel oil.

NOTE: To prevent corrosion of injector 3. Clean the dowelled adaptor plate using a
components after cleaning, rinse in clean fuel brass wire brush. Inspect the plate for
oil and place in a suitable bath of clean fuel loose or bent dowells, damaged pressure
oil. face or corrosion.

5
------------------PART2-FUELSYSTEMs------------------•

R-2-4-09
Figure 9 Figure 10
Cleaning Nozzle Spray Holes Cleaning Nozzle Valve Se'at

1. Pin Vice 1. Valve Seat Scraper

2. Nozzle 2. Nozzle
3. Nozzle Cleaning Wire 3. Needle Valve Bore

4. Clean the needle valve and body by
soaking in a carbon solvent and brushing
with a brass wire brush. Using the tools
included in the Injector Nozzle Cleaning
Kit, Tool No. OX 730, clean the nozzle as
follows:
iii) Clean the fuel gallery using the fuel
gallery scraper, Figure 11. Insert the
scraper into the gallery, press hard
against the side of the cavity and rotate to
clear all carbon deposits from this area.

NOTE: If the needle valve is in any way

damaged or blued, it must be discarded and a
new matched needle valve and nozzle body
assembly obtained. It is not possible to grind
or lap the three special angles on the valve
point.

i) Clean the spray holes with a nozzle

cleaning wire held in a pin vice so that it
protrudes for only 1.5 mm, thereby giving
maximum resistance to bending. Insert
the wire into each hole, pushing and
rotating gently until each hole is cleared,
Figure 9.

Figure 11
Cleaning Fuel Gallery
ii) Clean the needle valve seat using the
valve seat scraper by rotating and 1. Carbon Scraper
pushing the tool onto the valve seating, 2. Nozzle
Figure 10. 3. Needle Valve Bore

6
----------------------CHAPTERs----------------------
Figure 12
Reverse Flushing the Nozzle
1. Reverse Flush Nozzle Adaptor, Tool No. CT9024
or 8124
2. Nozzle
3. Nozzle Retaining Nut
5. Use a Reverse Flush Nozzle Adaptor,
Tool No. CT 9024, on the injector tester,
Figure 12, and reverse flush the nozzle to
remove the carbon loosened during
cleaning operation 4.
6. Inspect the needle valve and body for
scoring or pitting and ensure there are no
deposits of carbon or corrosion. Check
that the spray holes and fuel galleries are
clean and that no blueing is present. The
needle valve must move freely within the
nozzle body.
7. Clean the top of the needle valve using a
needle valve scraper, Figure 13.
8. Cl·ean the nozzle retaining nut using a
brass wire brush and check that the
threads are not damaged and are free
from carbon deposits.
7
R-2-4-13
Figure 13
Cleaning Needle Valve Tip
1. Needle Valve Scraper
2. Needle Valve
RE-ASSEMBLY
1. Ensure all parts are absolutely clean and
undamaged prior to re-assembly. Rinse
all parts in clean fuel oil and assemble the
components whilst still wet.
2. Place the shims, spring and spring seat
into the injector body bore. Place the
injector body into the holding fixture.
3. Assemble the needle valve into the nozzle
body and then position the dowelled
adaptor plate onto the nozzle body. Insert
this assembly into the nozzle retaining
nut.
4. Carefully assemble the dowelled adaptor
plate and the nozzle retaining nut
assembly onto the injector body, Figure
14, and tighten the retaining nut to the
specified torque value, see
"Specifications" - Chapter 8.
- - - - - - - - - - P A R T 2-FUEL S Y S T E M s - - - - - - - - - -

Figure 14 Figure 15
Assembling the Injector Connecting Injector Pipes

1. Nozzle 1. Banjo Bolts

2. Locating Dowels 2. Leak-Off Pipe
3. Dowel Pin Holes 3. High Pressure Fuel Pipe Gland Nuts
4. Injector Body 4. High Pressure Fuel Pipes

5. If the injector fails any of the tests after
cleaning, renew the nozzle and valve
assembly.
4. Re-connect the leak-off pipe using new
washers either side of the banjo fittings
and tighten banjo bolts to the specified
torque value, see "Specifications" -
Chapter 8.

5. Re-connect high pressure fuel pipes to

injectors, Figure 15, and tighten gland
nuts to the specified torque value, see
INSTALLATION "Specifications" - Chapter 8.

1. Remove any blanking plugs from

cylinder head apertures and pipe ends. 6. Tighten high pressure fuel pipe gland
nuts at the injection pump to the
specified torque value, see
"Specifications" - Chapter 8.
2. Insert the new/replacement injector in
the cylinder head, having fitted a new
7. Bleed the fuel system as detailed in
cork dust washer and a new copper
Chapter 1.
sealing washer.

8. If the injectors are to be stored before

installation, clean in calibrating oil.
3. Secure each injector with the two Storage for longer than 6 months may
retaining bolts and tighten to the result in the necessity of disassembling
specified torque value, see and cleaning the injectors before
"Specifications" - Chapter 8. installation.

8
 PART2
FUEL SYSTEMS

Chapter 6
AIR CLEANERS

Section Page
A. DRY TYPE AIR CLEANER- DESCRIPTION AND OPERATION 1
B. DRY TYPE AIR CLEANER- OVERHAUL 2

A. DRY TYPE AIR CLEANER- DESCRIPTION AND OPERATION

Ford 455C, 555C and 655C models feature a

dry element type air cleaner located beneath
the engine top hood panel in front of the
diesel fuel tank, Figure 1.

Air enters the cleaner in a circular direction

and centrifugal actions results in heavier
particles being thrown to the outside of the
container and collecting in the bottom of the
air cleaner for ejection through an evacuator
tube. The lighter particles are collected on
the primary element.

Figure 1
Dry Element Type Air Cleaner Installed
An inner (secondary) safety element is
located within the outer element. The safety 1. Air Cleaner Assembly
2. Outer Element
element protects the engine in the event of
3. Wing Nut
dust passing through a damaged outer 4. Dust Collector
element 5. Pre-Cleaner Bowl

1
 -------------------PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . ....

increase in vacuum actuates the switch and

causes the restriction warning light in the
instrument panel to be illuminated.

If the air cleaner restriction warning light

illuminates when the engine is running, stop
the engine and service the air cleaner.

IMPORTANT: The safety element must be

replaced if damaged or choked with dust, or
if, after cleaning or installing a new outer
Figure 2 element, the warning light remains
Restriction Indicator Switch illuminated when the engine is running.

1. Restriction Indicator
2. Wiring Harness

If the warning light remains illuminated after

A restriction indicator switch is mounted in installation of both inner and outer elements,
· the air cleaner outlet tube. If the air cleaner check the switch for faulty operation by
element becomes blocked, the vacuum in the replacing with a switch known to function
air cleaner outlet pipe will increase. The correctly.

B. DRY TYPE AIR CLEANER- OVERHAUL

NOTE: The dry type air cleaner may be

serviced without being removed from the
tractor.

REMOVAL

1. Lift-off the pre-cleaner assembly and

remove the engine side panels.

2. Loosen the outlet hose clamp.

Figure 3
Air Cleaner Removai

3. Remove the attaching bolts and 1. Hose Clamp 3. Air Cleaner

withdraw the air cleaner assembly. 2. Air Cleaner Retaining Bolts

2
----------------------•CHAPTER&----------------------•
Figure 4
Cleaning Inside of Element Casing
DISASSEMBLY
1. Remove the wing nut and extract the
outer element.
2. Remove the retaining locknut and
washer and extract the inner element.
INSPECTION AND REPAIR
1. Clean and examine the outer casing.
Repair any damaged seams.
2. Check the condition and security of the
rubber dust collector.
3. If dust is present inside the outer element.
it must be renewed. If satisfactory, clean
the element by tapping both ends on the
palm of the hand. Do not tap the element
against a hard surface as it will be
damaged or distorted.
3
IR-2-6-05
Figure 5
Cleaning Element with Compressed Air
4. Alternatively, compressed air, not
exceeding 30 lbf/in 2 (2 bar) may be used.
Insert the air line nozzle inside the
element and blow the dust from the
inside to the outside. Blow loose
particles from the outside of the element
by holding the nozzle at least 6 in.
(150 mm) from the element. Protect the
eyes when carrying out this operation.
5. If undamaged, wash the element every
300 hours or after five dry cleanings,
whichever occurs first using the
following procedure.
IMPORTANT: Never use fuel oil, petrol,
solvent or water hotter than the hand can
stand, otherwise the element may be
damaged.
..................... PART2-FUELSYSTEMS------------------•
IR-2-6-07
Figure 6
Washing the Element
i) Seal the small hole at the closed end of
the filter with a strip of adhesive tape and
place the filter, open end up, in a deep flat
bottomed container or tub. Add a small
amount of non-sudsing washing powder
(automatic washing machine type) to
the inside of the filter element. Add warm
water 35•c, (1 oo·F) to the inside of the
element until the level in the container is
just below the open end of the element.
Allow the element to soak for at least 1 5
minutes (but never more than 24 hours)
in the cleaning solution.
ii) After soaking, gently agitate the element
being careful not to allow dirty cleaning
solution from the container to splash into
the inside of the element.
iii) Rinse the element in clean cold water
allowing water to flow from the inside
through the element until the water
comes through clear. If using a hose do
not use a pressured flow, a slow trickle is
sufficient. Ensure water is allowed to
flow through the entire element.
4
Figure 7
Agitating the Element
iv) Remove the adhesive tape and shake
excess water from the filter element and
allow to dry naturally. The element will
need 24- 48 hours to dry thoroughly.
Install a new element at this stage
reta i ri i ng the washed element for the next
service.
IMPORTANT: Do not attempt to dry the
element with compressed air or install before
thoroughly dry as it may rupture. It is
recommended that a new element is installed
at this service and the washed element
allowed to dry and retained for installation at
the next service.
6. After drying thoroughly, examine the
paper pleats carefully and discard the
element if damaged.
7. When dry, check the element for damage
by inserting a lamp into the middle of the
element and observing the element
surface. An even, fine pattern of light
indicates the element is clean,
undamaged and suitable for further
service.
----------------------•CHAPTER&----------------------•

8. Every 600 hours the element must be INSTALLATION

renewed.
Installation of the dry type air cleaner is the
removal procedure in reverse, on installation
observe the following requirements:

RE-ASSEMBLY 1. Tighten the retaining bolts to the

Re-assembly of the dry type air cleaner is the specified torque, see "Specifications" -
disassembly procedure in reverse. Chapter 8.

2. Tighten the outlet hose clamp to the

On re-assembly, ensure the outer element specified torque, see 'Specifications' -
sealing ring is secure. Chapter 8.

5
 'PART 2
FUEL SYSTEMS
Chapter 7
TURBOCHARGER
Section Page
A. TURBOCHARGER- DESCRIPTION AND OPERATION 1
B. TURBOCHARGER- OVERHAUL 3

A. DESCRIPTION AND OPERATION

The turbocharger consists of gas turbine and
air compressor wheels mounted on opposite
ends of a common shaft. The wheels are
enclosed by a housing, the shaft by a centre
housing, Figure 1.
Piston rings are installed at each end of the shaft
between the bearing and the adjacent turbine or
compressor wheel to prevent lubricating oil
from entering the turbine and the compressor
area, Figure 2.

The turbine is a centripetal (from outside to

center), radial inflow designed mechanism
consisting of a cast turbine wheel, wheel
shroud, and a specially designed housing
that encloses the wheel and directs the flow
of gas through the turbine.

The compressor is a centrifugal, radial

outflow mechanism consisting of a cast
compressor wheel, a backplate assembly,
and a specially designed housing that
encloses the wheel and directs the flow of air
through the compressor.

Figure 1
Turbocharger Cross Section
The centre housing supports the compressor
and turbine wheel shaft in a pair of identical A. To Intake Manifold
bearings which contain oil holes for directing oil B. From Air Cleaner
to the bearing bores and shaft journals. C. From Exhaust Manifold
Passages drilled in the centre housing provide D. To Exhaust Muffler
1. Compressor Wheel
for directing oil, supplied by the engine, from the
2. Bearings
inlet port to oil grooves machined in the bearing 3. Turbine Wheel
bores, which align with holes in the bearings. 4. Oil Supply to Bearing

1
- - - - - - - - - • PART 2..:..FUEL S Y S T E M S - - - - - - - - - -

R-2-7-03 ~
Figure 2 Figure 3
Turbocharger Sealing Rings Turbocharger Engine Schematic

1. Wheel Shroud 8. Compressor Wheel 1. Engine Exhaust Gas Flow

2. Piston Ring 9. Nut 2. Compressed Air Flow
3. Turbine Wheel 10. Thrust Collar 3. Exhaust Gas Discharge
4. Bolt 11. Seal Ring 4. Turbine
5. Thrust Bearing 12. Centre Housing 5. Compressor
6. Backplate 13. Retaining Ring 6. From Air Cleaner
7. Piston Ring 14. Bearing 7. Engine Cylinder

The turbocharger is mounted on the engine
exhaust manifold.
During operation of a turbocharged engine,
exhaust gas from the engine exhaust
manifold flows into the turbine, Figure 3. The
exhaust gas pressure and the heat energy
extracted from the gas cause the turbine
wheel to rotate which, in turn, causes the
compressor wheel to rotate.
The increased volume and density of the air
thus delivered to the engine cylinders permit
a corresponding increase in the volume of
fuel that can be introduced into the cylinders
while maintaining the air/fuel ratio required
for proper combustion. Since engine power
output is a function of the volume of fuel
burned, the increase in the volume of fuel
introduced as a result of turbocharger
operation results is an increase in engine
power output.

The cooled and expanded exhaust gas IMPORTANT: To ensure adequate

leaving the turbine wheel is directed by the lubrication of the turbocharger, allow the
turbine housing to the engine exhaust engine to idle at 1000 rev/min for
system, which expels it to atmosphere. approximately one minute after starting the
engine.

Rotation of the compressor wheel causes

ambient air from the engine air cleaner to be
drawn into the compressor housing, where it
is compressed and delivered to appropriate
ducting which delivers it to the engine intake
manifold.
To allow the turbocharger and exhaust
manifold to cool down and prevent any
possible distortion of components, idle the
engine at 1000 rev/min for approximately
one minute before stopping the engine.

2
-----------•CHAPTER 1------------
B. TURBOCHARGER- OVERHAUL

REMOVAL 4. Disconnect the oil supply and return

tubes from the turbocharger. Cap the
1. Remove the engine side covers, release ends of the tubes and the oil ports of the
the exhaust muffler pipe clamp and turbocharger to prevent future bearing
remove the pipe. failures due to entry of foreign material.

5. Remove the turbocharger and gasket

from the exhaust manifold. Cover the
2. Remove the exhaust muffler by removing
opening in the exhaust manifold to pre-
the turbocharger to exhaust muffler
vent the entry of dirt which could cause
clamp, Figure 4, and support bracket.
damage to the turbine wheel blades after
installation and start-up.

3. Disconnect the air cleaner to DISASSEMBLY

turbocharger tube and the turbocharger
to intake manifold tube by loosening the With reference to Figure 5.
tube hose clamps.

1. Clean the exterior of the turbocharger

using a non-caustic cleaning solvent to
remove accumulated surface matter
before disassembly.

2. Match-mark the compressor housing,

turbine housing and centre housing with
a punch or scribe to facilitate orienting
the housings during reassembly.

3. Bend down the tabs of lockplates, then

remove the bolts, lockplates, clamps and
housings.

Figure 4
NOTE: Exercise care when removing the
Turbocharger Installed compressor housing to avoid damaging the
compressor wheel blades.
1. Turbocharger to Intake Manifold Tube
2. Oil Supply Tube
3. Oil Return Tube
4. Exhaust Manifold
5. Exhaust Outlet Pipe
Tap the turbine housing with a soft faced
6. Air Cleaner to Turbocharger Tube hammer if force is needed for removal.

3
-------------------PART2-FUELSVSTEMs-------------------

R-2-7-05

Figure 5
Exploded View of Turbocharger

1. Wheel Shroud 13. Thrust Collar

2. Retaining Ring 14. Retaining Ring
3. Turbine Wheel Assembly 15. Seal Ring
4. Turbine Housing 16. Thrust Bearing
5. Bolt 17. Spring Pin
6. Clamp 18. Compressor Housing
7. Lockplate 19. Clamp
8. Bolt 20. Lockplate
9. Lockplate 21. Bolt
10. Centre Housing 22. Locknut
11. Bearing (2 off) 23. Compressor Wheel
12. Retaining Ring (4 off) 24. Backplate Assembly

4
----------------------•CHAPTER7----------------------•

R-2-7-06 R-2-7-07
Figure 6 Figure 7
Turbine Wheel Holding fixture Turbine Wheel in Holding Fixture

Fabricate from hard wood or aluminium bar stock.

Assemble top and bottom blocks with screws or
bolts.

1. 1 in. (25.4 mm)

2. 11h in. (38 mm) Minimum
3. Bottom Block Solid
4. Drill211 /1oin. (68.3mm) diameterholethroughtop
block
5. Drill eleven % in. (9.5 mm) Holes Equally Spaced
on a 2 15/1• in. (74.6 mm) diameter circle

4. Clamp a suitable socket or box end
wrench in a vice and, with the centre
housing and rotating assembly oriented
such that the compressor wheel is facing
up, engage the serrated end of the turbine
wheel assembly with the socket or
wrench.
6. Lift the compressor wheel off the shaft of
the turbine wheel assembly, then invert
the centre housing and turbine wheel
assembly. Remove the turbine wheel
assembly with the piston ring from centre
housing. Remove the piston ring from the
turbine wheel assembly.

7. Bend down the tabs of lockplates and

NOTE: If desired, a turbine wheel assembly
holding fixture can be fabricated, as shown
in Figure 6, and used during removal of
locknut, as shown in Figure 7.
5. Support the centre housing and rotating
assembly in the vertical position and
remove the locknut using a double
universal socket wrench to avoid
bending the turbine wheel shaft.
remove bolts, lockplates and backplate
assembly.
NOTE: If necessary, lightly tap the backplate
assembly with a soft faced hammer to
remove it from the centre housing.
8. Do not disassemble the backplate
assembly (i.e., remove the spring pressed
into the backplate counterbore).

5
------------------•PART2-FUELSYSTEMS-------------------
Figure 8
Sectional View of Centre Housing
1. Oil Squirt Hole
2. Turbine End Oil Cavity
9. Do not remove the pins from centre
housing unless replacement of pins is
required.
1 0. Remove the seal ring from the groove in
the centre housing.
11. Remove the thrust collar and thrust
bearing from the centre housing.
12. Remove the two piston rings from the
thrust collar and the turbine wheel shaft.
13. Remove the four snap rings and two
bearings from the turbocharger centre
housing.
6
CLEANING
NOTE: Before cleaning detail parts, inspect
all parts for burning, rubbing, or other
damage that might not be evident after
cleaning. Refer to "Trouble-Shooting" -
Chapter 8, if evidence of such damage is
found.
Clean all parts in a non-caustic cleaning
solution. Use a soft bristle brush, a plastic
blade scraper, and dry compressed air to
completely remove accumulated surface
matter.
NOTE: Do not use abrasive cleaning
methods which might damage or destroy
machined surfaces.
Ensure that all wheel blades are thoroughly
cleaned. Deposits left on the blades will
affect the balance of the rotating assembly.
Especially check the turbine-end oil cavity of
the centre housing and remove to make sure
the oil-squirt hole in the centre housing,
Figure 8, is not obstructed. To clean the hole,
insert a wire. The hole diameter is 0.053 to
0.060 in. (1.35 to 1.52 mm).
Remove the oil inlet and outlet tubes from the
engine and thoroughly clean the lines inside
and out. Oil tubes which are dented or bent
enough to restrict oil flow must be renewed.
----------------------•CHAPTER7----------------------•
INSPECTION
1. Inspect all bolts for worn, stripped, or
crossed threads and for corrosion.
Threads must be free of corrosion and
otherwise in good condition.
2. Inspect the compressor housing for
damage caused by rubbing of the
compressor wheel. Check all tapped
holes for worn, stripped, or crossed
threads and for corrosion. Check the
counterbore that mates with the
backplate assembly for nicks, dents, or
warping that could prevent proper
seali'ng with the backplate assembly.
3. Check the compressor wheel nut for
cracks and for nicks, worn, stripped, or
crossed threads.
4. Check the compressor wheel for blade
damage due to rubbing on the
compressor housing, for erosion of blade
tips due to ingestion of dirt and sand into
the compressor, and for foreign object
impact.
5. Check the turbine wheel assembly for the
following defects:
(a) Blade damage due to rubbing on the
turbine housing.
(b) Blade damage due to impact with
foreign objects expelled from the
engine and ingested by the turbine.
(c) Blade tip erosion. Blade tip thickness
(for all blades) must not be less than
0.025 in. (0.635 mm).
(d) Excessive wear of the piston ring
groove. The ring groove must be free
of step wear, and the width of the
groove must not exceed 0.0735 in.
(1.87 mm).
7
(e) Excessive wear of the wheel hub
adjacent to the piston ring groove.
The hub diameter must not be less
than 0.681 in. (17.30 mm).
(f) Excessive wear of bearing journals. The
diameter of the journals must not be
less than 0.3994 in. (10.14 mm), and
the maximum out-of-roundness must
not exceed 0.0001 in. (0.0025 mm).
(g) Nicked, worn, stripped, or crossed
threads. The wheel assembly threads
must be free of all such defects.
6. Check the wheel shroud for damage due
to rubbing of the turbine wheel, for
erosion, and for warping.
7. Inspect the backplate assembly for the
following defects:
(a) Worn or damaged backplate bore.
The diameter of the bore between the
piston ring operating area (smaller
diameter) and the compressor wheel
must not exceed 0.501 in. (12.725
mm), and the entire bore must be free
of scratches and scores.
{b) Loose or damaged thrust spring. The
spring must be securely pressed into
the backplate counterbore, and it
must be free of cracks, corrosion, or
surface damage from contact with
the thrust bearing.
(c) Cracked or warped backplate. The
backplate-to-centre housing mounting
surface must be flat within 0.0005 in.
(0.013 mm) total indicator reading.
-------------------PART2-FUELSYSTEMs------------------•
8. Inspect the thrust bearing for scratching,
scoring, galling, or excessive wear of the
bearing surfaces. The bearing face that
mates with the centre housing and the
bearing surfaces that mate with the thrust
collar must be flat within 0.0003 in.
(0.0076 mm) total indicator reading.
Inspect the bearing bore for wear or
damage caused by contact with the
bottom of the bearing groove in the
thrust collar as a secondary result of
extreme journal bearing wear and radial
shaft motion. The diameter of the bore
must not exceed 0.430 in. (1 0.92 mm).
Check the oil passages in the thrust
bearing for clogging with dirt or other
foreign· material. The oil passages must
be clean and free of all obstruction.
9. Inspect the thrust collar for the following
defects:
(a) Scratching, scoring, galling, or
excessive wear of the sides and
bottom of the thrust bearing groove.
The sides of the groove must be free
of surface defects, must have a
surface finish of 16 microinches AA
or better, and must be parallel to the
collar face that is installed toward the
centre housing. The width of the
groove must not exceed 0.1752 in.
(4.45 mm). The diameter of the
bottom of the groove must not be less
than 0.370 in. (9.398 mm).
(b) Step wear of the piston ring groove.
The width of the groove must not
exceed 0.006 in. (0.152 mm).
(c) Scratching, scoring, galling, or
excessive wear of the thrust collar
end surfaces. The end surfaces must
be free of surface defects, and they
must be parallel within 0.0001 in.
(0.0025 mm) total indicator reading.
8
10. Inspect the centre housing bores for wear
and other damage. All bore surfaces must
be free of scratches and scores. The
diameter of the journal bearing bores
must not exceed 0.6228 in. (15.82 mm).
The diameter of the standard turbine-end
seal bore must not exceed 0.703 in.
(17.86 mm), and the diameter of the
stepped turbine-end seal bore must not
exceed 0.713in. (18.11 mm).
REPAIR AND REPLACEMENT
Ford New Holland recommends 100%
renewal of the following parts at each
overhaul, or whenever the turbocharger is
disassembled to the extent that these parts
are removed. (See Figure 5).
Part Name Ref. No.
Bolt 5, 8, 21
Lockplate 7,9, 20
Seal Ring 15
Piston Ring 2, 14
Retaining Ring 12
Bearing 11
Repair or renew all other parts and
assemblies as follows:
1. Clean up light wheel rub on the
compressor housing, using silicon
carbide abrasive cloth. If more than light
clean-up ofthe damaged area is required,
renew the housing.
2. Renew all parts that do not meet
inspection requirements.
REASSEMBLY
Reassemble all turbochargers in the reverse
sequence of disassembly, observing the
following:
CAUTION: If foreign matter falls into the
turbocharger during the assembly procedures
remove the particles immediately, even though
extensive disassembly may be required.
----------------------CHAPTER7----------------------
1. Fill the piston ring groove in turbine
wheel assembly (Figure 5) with high
vacuum silicon grease then install the
piston ring on the turbine wheel
assembly.
IMPORTANT: Do not force the piston ring
into the centre housing bore. This part is
easily broken.
2. With the piston ring and shroud installed
on the turbine wheel assembly, carefully
guide the wheel assembly shaft through
the bearings to avoid damaging the
bearing bores. Start the piston ring into
the bore of the centre housing by gently
rocking the turbine wheel; then slide the
shaft into the centre housing as far as it
will go.
3. Engage the serrated end of the turbine
wheel assembly in a suitable socket or
box end wrench clamped in a vice, or
install the turbine wheel assembly in a
holding fixture fabricated in accordance
with Figure 6.
4. Start the thrust collar on the shaft of the
turbine wheel assembly; then install the
thrust bearing in the groove of the collar,
and slide the assembled parts down
against the centre housing so that the
pins engage the holes provided in the
thrust bearing.
5. Install the backplate assembly over the
shaft of the turbine wheel assembly and
carefully guide the piston ring into the
backplate bore. This can be
accomplished easily if the ring gap is
started into the bore first.
IMPORTANT: Do not force the piston ring
into the backplate bore. This part is easily
broken.
9
6. Align the bolt holes in the backplate
assembly with the bolt holes in the centre
housing, and install the bolts with the
lockplates. Tighten the bolts to a torque
of 75 to 90 inch pounds (8.47 to 10.16
Nm); then bend the tabs of lockplates up
against the bolts.
7. Install the compressor wheel on the shaft
of the turbine wheel assembly.
IMPORTANT: Tighten the locknut using a
socket wrench with a double universal joint
to avoid bending the turbine wheel assembly
shaft.
8. Ensure the front face of the compressor
wheel and the washer face of locknut are
clean and smooth. Apply a light coat of
oil to the threads and the washer face of
the locknut; then install the locknut on
the shaft and tighten it to a torque value
of 18 to 20 inch pounds (2.03 to 2.26
Nm), above the drag torque required to
bottom the locknut.
NOTE: Bottoming of the locknut will be
indicated by a sharp increase above the drag
torque observed while running the nut
down.
9. After obtaining the above torque value,
tighten the locknut through an angle of
90 degrees. This additional tightening
will result in stretching the shaft 0.0055
to 0.0065 in. (0.14 to 0.16 mm), which is
required for proper installation of the
compressor wheel.
10. Apply a coat of high temperature thread
lubricant to the threads of bolts before
installation.
IMPORTANT: Excessive looseness of the
turbine housing can result in damage to the
turbine wheel sufficient to require
replacement of the turbine wheel assembly.
-------------------PART2-FUELSYSTEMs------------------•

11 . After attaching the turbine housing to the BEARING CLEARANCE INSPECTION

centre housing and rotating assembly, PROCEDURES
tighten the bolts just enough to prevent
the turbine wheel from contacting the When there is a reason to suspect that the
housing, but loose enough to permit the turbocharger bearings are sufficiently worn
turbine housing to rotate with respect to to permit either the compressor or turbine
the centre housing. Do not bend up the wheel to rub in its housing (such as when
tabs of lockplates at this time. there is an audible indication of rubbing), it is
recommended that the following bearing
clearance inspection procedures are
IMPORTANT: Excessive looseness of the performed.
compressor housing can result in damage to
the compressor wheel sufficient to require
replacement of the wheel.
1 . Remove the turbocharger assembly as
12. Orienta~e the assembled parts so that the previously described in this Chapter.
compressor wheel is facing up and install
the compressor housing on the backplate
assembly. Install the clamps, lockplates
and bolts. Tighten the bolts just enough
to prevent the housing from contacting 2. Attach a plunger-type dial indicator with
the compressor wheel. but loose enough a two-inch extension rod (or equivalent),
to permit the compressor housing to to the turbine housing so that the
rotate with respect to the centre housing. indicator plunger extends through the oil
outlet port and contacts the shaft of the
turbine wheel assembly. See Figure 9.
13. Align the match marks applied to the
turbine housing and the centre housing
during disassembly. Then, tighten the
bolts to a torque value of 100 to 130 inch
pounds (11.29 to 14.68 Nm), and bend
the tabs of the lockplates up against the
bolts.

NOTE: Tighten stainless steel bolts to a

torque value of 140 to 170 inch pounds
(15.81 to 19.19 Nm).

14. Align the match marks applied to the

compressor housing and centre housing
during disassembly of the turbocharger.
Then, tighten bolts to a torque value of
100 to 130 inch pounds (11.29 to 14.68
Nm), and bend the tabs of the lockplates
up against the bolts.

Figure 9
15. Prelubricate the turbocharger as detailed Measuring Mainshaft Bearing Radial Tolerance
in this manual under INSTALLATION.
1. Dial Indicator
Check bearing clearance, start with step 2. Compressor Housing
2 of the following section: Bearing 3. Turbine Housing
Clearance Inspection Procedures. 4. Oil Outlet Port

10
----------------------•CHAPTER7----------------------•
3. Manually apply pressure equally and
simultaneously to both the compressor
and turbine wheels as required to move
the turbine wheel assembly shaft away
from the dial indicator plunger as far as it
will go.
4. Set the dial indicator to zero.
5. Manually apply pressure equally and
simultaneously to both the compressor
and turbine wheels as required to move
the turbine wheel assembly shaft toward
the dial indicator plunger as far as it will
go. Note the maximum shaft excursion
shown on the indicator dial.
NOTE: Ensure that the dial indicator reading
is the maximum reading obtainable, verified
by rolling the wheels slightly in both
directions while applying pressure.
Figure 10
Measuring Mainshaft Thrust Bearing Horizontal
Clearance
1. Dial Indicator Tip
2. Compressor Wheel Assembly
3. Clamp
4. Dial Indicator Gauge
11
6. Manually apply pressure equally and
simultaneously to the compressor and
turbine wheels as required to move the
turbine wheel assembly shaft away from
the dial indicator plunger as far as it will
go. Note that the indicator pointer returns
exactly to zero.
7. Repeat steps 4 through 7 as required to
ensure that the maximum clearance
between the centre housing bores and
the shaft bearing diameters, as indicated
by the maximum shaft excursion, has
been obtained.
8. If the maximum bearing radial clearance
is less than 0.003 in. (0.76 mm) or greater
than 0.006 in. (0.152 mm), remove and
overhaul the turbocharger. If the
turbocharger has been overhaul,ed the
compressor wheel and turbine wheel
assembly require renewal.
IMPORTANT: Continued operation of a
turbocharger having an excessive amount of
bearing radial clearance will result, and pro-
bably very quickly, in irreparable damage to
the compres.sor wheel or housing or to the
turbine wheel or housing.
9. Mount a dial indicator at the turbine end
of the turbocharger so that the dial
indicator tip rests on the end of the
turbine wheel assembly. See Figure 10.
10. Manually move the compressor wheel
and turbine wheel assembly alternately
away from and toward the turbine end of
the turbocharger. Note the travel of the
turbine wheel assembly in each direction
shown on the indicator dial.
-------------------PART2-FUELSYSTEMs------------------•
11 . Repeat step 10 as required to ensure that
the maximum clearance between the
thrust bearing components, as indicated
by the maximum turbine wheel assembly
travel, has been obtained.
IMPORTANT: Continued operation of a
turbocharger having an excessive amount of
thrust bearing axial clearance will result in
irreparable damage to the compressor wheel
and housing or to the turbine wheel assembly.
12. If the maximum thrust bearing axial
clearance is less than 0.001 in. (0.025
mm), or greater than 0.004 in. (0.1 mm),
remove and overhaul the turbocharger. If
the turbocharger has been overhauled
the compressor wheel and turbine wheel
assembly require renewal.
INSTALLATION
1. Prior to installation fill the turbocharger
centre housing with new clean engine oil
and rotate the main shaft to lubricate the
bearings.
2. Installation of the turbocharger follows
the removal procedure in reverse. Install a
new gasket and tighten the turbocharger
retaining nuts to the specified torque, see
"Specifications" - Chapter 8.
12
3. Reconnect the oil inlet tube using a
new gasket and tighten the retaining
bolts to the specified torque, see
"Specifications" - Chapter 8.
4. Reconnect the air inlet and outlet tubes
and tighten the retaining clamps to the
specified torque, see "Specifications" -
Chapter 8.
5. Place a suitable receptacle below the oil
outlet port and, WITH THE ELECTRICAL
SOLENOID WIRE DISCONNECTED AT
THE FUELINJECTION PUMP, crank the
engine until oil flows from the outlet port.
6. Reconnect the oil outlet tube using a
new gasket and tighten the retaining
bolts to the specified torque, see
"Specifications"- Chapter 8. Reconnect
the fuel injection pump solenoid wire.
7. Check the engine oil level and add oil if
required. Idle the engine and check all
tubes and gaskets for leaks. Run the
engine at rated speed and listen for
sounds of metallic contact from the
turbocharger. If any noise is apparent,
stop the engine immediately and correct
the cause.
NOTE: After the unit has obtained operating
temperatures, the rotating assembly should
coast freely to a stop after the engine is
stopped. If the rotating assembly jerks to a
sudden stop, the cause should be corrected
immediately.
 PART2
FUEL·SYSTEMS
Chapter 8
TROUBLE SHOOTING, SPECIFICATIONS, TEST PLANS
AND SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING- DIESEL ENGINES 1
B. TROUBLE SHOOTING- TURBOCHARGER 11
C. SPECIFICATIONS 15
D. SPECIAL TOOLS 19
E. TEST PLANS 21

A. TROUBLE SHOOTING- DIESEL ENGINES

IMPORTANT: Whenever effecting a repair the reason for the cause of the problem must be
investigated and corrected to avoid repeat failures.
The following tables list problems and their possible causes with recommended remedial action.

GENERAL

PROBLEM POSSIBLE CAUSES REMEDY

Fuel not reaching
injection pump
Fuel reaching nozzles but
engine but will not start
1. Fuel shut-off valve
closed
2. Restricted fuel filters
3. Air in system
4. Fuel leakage.
1. Low cranking speed
2. Incorrect throttle
adjustment
3. Incorrect pump timing
4. Fuel leakage
5. Faulty injectors
6. Low compression
1. Check the fuel shut-off
valve at the fuel tank is
in the 'ON' position
2. Check and flush the fuel
filters clean
3. Bleed the fuel filters
4. Check the fuel lines and
connectors for damage
1. Check the cranking speed
2. Check the throttle
control rod travel
3. Check the pump timing
4. Check the fuel lines and
connectors for leakage
5. See injector trouble
shooting
6. Check the engine
compression

1
. . . . . . . . . . . . . . . . . . . . PART2-FUELSYSTEMs------------------•

PROBLEM POSSIBLE CAUSES REMEDY

Engine hard to start 1. Low cranking speed 1. Check the cranking
speed
2. Incorrect pump timing 2. Check the pump timing
3. Restricted fuel filters 3. Check and flush the fuel
filters clean
4. Contaminated fuel 4. Check for water in the
fuel
5. Low compression 5. Check the engine
compression
6. Air in system 6. Check for air leaks on
the suction side of the
system
Engine starts and stops 1 . Fuel starvation 1. Check and flush clean
restricted fuel lines or
fuel filters
2. Contaminated fuel 2. Check for water in the
fuel
3. Restricted air intake 3. Check for restrictions in
the air intake
4. Engine overheating 4. Check cooling system
5. Air in system 5. Check for air leaks on the
suction side of the system
Erratic engine operation 1 . Fuel leakage 1. Check the injector lines
(surge, misfiring, poor and connectors for
governor regulation) leakage
2. Fuel starvation 2. Check and flush clean
restricted fuel lines or
filters
3. Incorrect pump timing 3. Check the pump timing
4. Contaminated fuel 4. Check for water in the
fuel
5. Air in system 5. Bleed the fuel system
6. Faulty or sticking 6. See injector trouble
injector nozzles shooting
7. Incorrect engine timing 7. Check for faulty engine
valves
Engine emits black 1. Restricted air intake 1. Check for restricted air
smoke intake
2. Engine overheating 2. Check cooling system
3. Incorrect timing 3. Check the pump timing
4. Faulty injectors 4. See injector trouble
shooting
5. Low compression 5. Check the engine
compression
6. Incorrect engine timing 6. Check the engine valves

2
----------------------•CHAPTERs-----------------------

PROBLEM POSSIBLE CAUSES REMEDY

Engine does not develop 1 . Incorrect throttle
full power or speed adjustment
2. Incorrect maximum
no-load speed
3. Fuel starvation
4. Air in system
5. Incorrect timing
6. Low compression
7. Incorrect engine timing
1. Check for insufficient
throttle control
movement
2. Check maximum
no-load speed
adjustment
3. Check and flush clean
restricted fuel lines and
filters
4. Check for air leaks on
the suction side of the
system
5. Check pump timing
6. Check engine
compression
7. Check for improper valve
adjustment or faulty
valves

DPA DISTRIBUTOR TYPE FUEL INJECTION PUMPS

PROBLEM POSSIBLE CAUSES REMEDY

Incorrect vacuum 1. Loose or damaged inlet 1 . Tighten or renew
connections damaged components
2. Damaged copper 2. Renew washer
washer on inlet adaptor
to end plate
3. Damaged copper 3. Renew washer
washer on fuel inlet
connection
4. Damaged outer seal on 4. Renew seal
regulating sleeve
5. Regulating spring 5. Renew spring
missing or broken
6. End plate not tightened 6. Tighten squarely or
square to hydraulic renew damaged unit
head
7. Faulty transfer pump 7. Renew seal
seal
8. Worn or damged 8. Renew damaged unit
transfer pump blades
9. Transfer pump liner not 9. Re-locate or renew
properly located damaged unit
10. Air in pipe to vacuum 10. Purge and eliminate
gauge source of air

3
-------------------PART2~FUELSYSTEMs------------------•

'
PROBLEM POSSIBLE CAUSES REMEDY
Low transfer pressure 1. Regulating valve inner 1. Renew seal
seal damaged
2. Regulating spring or 2. Renew spring or piston
piston missing
3. Incorrect regulating 3. Install correct spring
spring
4. Worn or damaged 4. Renew damaged unit
transfer pump blades
5. Faulty transfer pump 5. Renew seal
seal
6. Loose or incorrectly 6. Tighten or renew
tightened end plate damaged unit
7. Faulty washers on head 7. Renew washers
locking and head
locating screws
8. Damaged seals on head 8. Renew seals
locating fitting
High transfer pressure 1. Sticking regulator piston 1. Repair or renew piston
2. Incorrect regulating 2. Install correct spring
spring-too strong
3. Test bench operating on 3. Check maximum
pressure feed pressure feed
4. Regulating spring guide 4. Install correctly
installed upside down
5. Incorrect regulating 5. Install correct guide
spring guide
6. Regulating sleeve 6. Install correctly
installed upside down
Low and fluctuating 1. Regulating sleeve inner 1. Renew gasket
transfer pressure gasket faulty
2. One transfer pump blade . 2. Renew unit
chipped
Low delivery during fuel 1. Maximum speed stop 1. Adjust correctly
delivery check at screw incorrectly
maximum speed adjusted
2. Faulty or incorrect 2. Renew spring
gov~rnor spring
3. Governor spring linkage 3. Correct linkage coupling
coupled to wrong holes
4. Sticking metering valve 4. Repair or renew valve
High advance reading 1. High transfer pressure 1. Inspect transfer pump for
restriction on outlet side
2. Insufficient shims 2. Shim correctly
installed
3. Incorrect spring, too 3. Renew spring
weak

4
. . . . . . . . . . . . . . . . . . . . . . . . . CHAPTERS . . . . . . . . . . . . . . . . . . . . . .. . .
PROBLEM
Low advance reading
Difficulty in setting
delivery by maximum
speed top screw
Incorrect maximum fuel
delivery
10. Governor spring
11. Cam ring reversed
POSSIBLE CAUSES REMEDY
1. Low transfer pressure 1. Inspect and repair
transfer pump
2. To many shims 2. Shim correctly
installed
3. Spring too stiff, 3. Install correct spring
incorrect type installed
4. Sticking advance piston 4. Repair or renew piston
5. Sticking cam ring 5. Repair or renew cam
ring
6. Excessive clearance 6. Install new components
between advance
piston and housing
7. Leaking advance gasket 7. Renew gasket
1. Governor spring 1. Renew spring
damaged or of wrong
type
2. Governor link setting 2. Set correctly
incorrect
3. Governor spring linkage 3. Assemble correctly
incorrectly coupled
4. Drive hub securing 4. Tighten screw
screw loose
5. Sticking metering valve 5. Repair or renew valve
6. Sticking governor 6. Repair or renew sleeve
thrust sleeve
1. Throttle not fully open 1. Inspect and repair
throttle
2. Incorrect maximum fuel 2. Check and adjust
setting maximum fuel setting
3. Sticking metering valve 3. Repair or renew valve
4. Air in system 4. Purge and eliminate
source or air
5. Sticking plungers or 5. Repair or renew faulty
roller shoes items
6. Damaged washers or 6. Renew washers
radial connections
7. Incorrect transfer 7. Inspect and repair
pressure transfer pump
8. Shut off mechanism 8. Repair or renew
Jouling metering valve mechanism
9. Governor link 9. Adjust correctly
adjustment incorrect
10. Assemble correctly
linkage incorrectly
assembled
11 . Install correctly
5
. . . . . . . . . . . . . . . . . .--PART2-FUELSYSTEMs--------------------
PROBLEM POSSIBLE CAUSES
Low fuel delivery at 100 1. Low transfer pressure
rev/min
2. Throttle not fully open
3. Sticking metering valve
4. Sticking plungers or
roller shoes
5. Damaged washers on
radial connections
6. Plungers scored
7. Outlet ports scored
8. Excessive clearance,
rotor to hydraulic head
9. Air in system
10. Scored metering valve
Shut off not working 1. Sticking solenoid valve
plunger
2. Permanent electrical
feed to solenoid
DPS DISTRIBUTOR TYPE FUEL INJECTION PUMPS
PROBLEM POSSIBLE CAUSES
Low transfer pressure 1. Regulating valve inner
seal damaged
2. Regulating spring or
piston missing
3. Incorrect regulating
spring
4. Worn or damaged
transfer pump blades
5. Faulty transfer pump
seal
6. Loose or incorrectly
tightened end plate
7. Faulty washers on head
locking and head
locating screws
8. Damaged seals on head
locating fitting
6
REMEDY
1. Inspect and repair
transfer pump
2. Inspect and repair
throttle
3. Repair or renew valve
4. Repair or renew faulty
items
5. Renew washers
6. Install new plungers
7. Install new unit
8. Install new head and
rotor assembly
9. Purge and eliminate
source of air
10. Install new valve
1. Repair or renew valve
2. Inspect and repair
electrical circuit
REMEDY
1. Renew seal
2. Renew spring or piston
3. Install correct spring
4. Renew damaged unit
5. Renew seal
6. Tighten or renew
damaged unit
7. Renew washers
8. Renew seals
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTERs----------------------•
PROBLEM POSSIBLE CAUSES
High transfer pressure 1. Sticking regulator piston
2. Incorrect regulating
spring-too strong
3. Test bench operating on
pressure feed
4. Regulating spring guide
installed upside down
5. Incorrect regulating
spring guide
6. Regulating sleeve
installed upside down
Low and fluctuating 1. Regulating sleeve inner
transfer pressure gasket faulty
2. One transfer pump blade
chipped
Low advance reading 1. Low transfer pressure
2. Too many shims
installed
3. Spring too stiff, incorrect
type installed
4. Sticking advance piston
5. Sticking cam ring
6. Excessive clearance
between advance piston
and housing
7. Leaking advance gasket
High advance reading 1 . High transfer pressure
2. Insufficient shims
installed
3. Incorrect spring, too
weak
Low delivery during fuel 1. Maximum speed stop
delivery check at screw incorrectly
maximum speed adjusted
2. Faulty or incorrect
governor spring
3. Governor spring linkage
coupled to wrong holes
4. Sticking metering valve
7
REMEDY
1. Repair or renew piston
2. Install correct spring
3. Check maximum
pressure feed
4. Install correctly
5. Install correct guide
6. Install correctly
1. Renew gasket
2. Renew unit
1. Inspect and repair
transfer pump
2. Shim correctly
3. Install correct spring
4. Repair or renew piston
5. Repair or renew cam
ring
6. Install new components
7. Renew gasket
1. Inspect transfer pump
for restriction on outlet
side
2. Shim correctly
3. Renew spring
1. Adjust correctly
2. Renew spring
3. Correct linkage coupling
4. Repair or renew valve
-------------------PART2-FUELSYSTEMs--------------------
PROBLEM
Incorrect maximum fuel
delivery
10.
, 11.
Difficulty in setting
delivery by maximum
speed stop screw
Low fuel delivery during
excess fuel delivery check
1 0. Scored metering valve
POSSIBLE CAUSES
1. Throttle not fully open
2. Incorrect maximum fuel
setting
3. Sticking metering valve
4. Air in system
5. Sticking plungers or
roller shoes
6. Scroll plate link plate
sticking or weak spring
7. Incorrect transfer
pressure
8. Shut off mechanism
fouling metering valve
9. Governor link
adjustment incorrect
Governor spring linkage
incorrectly assembled
Cam ring or scroll
plates reversed
1. Governor spring
damaged or of wrong
type
2. Governor link setting
incorrect
3. Governor spring linkage
incorrectly coupled
4. Sticking metering valve
5. Sticking governor
thrust sleeve
1. Low transfer pressure
2. Throttle not fully open
3. Sticking metering valve
4. Sticking plungers or
roller shoes
5. Sticking scroll plate link
plate or weak spJing
6. Plungers scored
7. Outlet ports scored
8. Excessive clearance,
rotor to hydraulic head
9. Air in system
8
REMEDY
1. Inspect and renew
throttle
2. Check and adjust
maximum fuel setting
3. Repair or renew valve
4. Purge and eliminate
source of air
5. Repair or renew faulty
items
6. Check and repair link
plate and return spring
7. Inspect and repair
transfer pump
8. Repair or renew
mechanism
9. Adjust correctly
10. Assemble correctly
11. Install correctly
1. Renew spring
2. Set correctly
3. Assemble correctly
4. Repair or renew valve
5. Repair or renew sleeve
1. Inspect and repair
transfer pump
2. Inspect and repair
throttle
3. Repair or renew valve
4. Repair or renew faulty
items
5. Check and repair link
plate or renew spring
6. Install new plungers
7. Install new unit
8. Install new head and
rotor assembly
9. Purge and eliminate
source of air
10. Install new valve
----------------------•CHAPTERs----------------------•
PROBLEM POSSIBLE CAUSES
Shut off not working 1. Sticking solenoid valve
plunger
2. Permanent electrical
feed to solenoid valve
FUEL INJECTORS- FORD 455C
PROBLEM POSSIBLE CAUSES
Nozzle does not 'buzz' 1. Needle valve stuck
whilst injecting
2. Leakage
3. Nozzle damaged
Nozzle leak-back 1. Needle valve worn
2. Blocked nozzle assembly
3. Loose nozzle retaining
nut
Nozzle opening pressure 1. Incorrectly adjusted
incorrect nozzle retaining n·ut
2. Damaged nozzle or
seized needle valve
3. Blocked nozzle holes
Nozzle seat leakage 1 . Nozzle incorrectly seated
2. Sticking or binding
needle valve
Spray· pattern distorted 1. Obstructed needle valve
2. Obstructed needle valve
holes
3. Damaged nozzle or
needle valve
9
REMEDY
1. Repair or renew valve
2. Inspect and repair
electrical circuit
REMEDY
1. Check needle valve is
clean and not binding
2. Check valve seat is not
leaking
3. Examine nozzle retaining
cap for damage
1 . Renew nozzle assembly
2. Check for carbon or
foreign matter on faces of
nozzle and nozzle holder.
Flush clean or renew
3. Inspect faces and
tighten nozzle retaining
nut
1. Check adjusting nut for
looseness and re-set
2. Renew nozzle assembly
3. Check nozzle holes for
carbon or foreign matter.
Flush clean or replace
1 . Check for carbon or
foreign matter on faces of
nozzle or nozzle holder
2. Repair or renew nozzle
assembly
1 . Check for carbon or
foreign matter on needle
valve tip. Flush clean or
renew nozzle assembly
2. Check for carbon in
needle valve holes. Flush
clean or renew nozzle
assembly
3. Renew nozzle. assembly
- - - - - - - - - - P A R T 2~FUEL S Y S T E M s - - - - - - - - - •

FUEL INJECTORS-FORD 555C-655C

PROBLEM POSSIBLE CAUSES REMEDY

Engine emits black 1. Faulty injectors 1. Overhaul or renew
smoke injectors
Nozzle does not 'buzz' 1. Dirty or sticking needle 1. Clean or renew needle
while injecting valve valve and nozzle holder

2. Valve seat leakage 2. Clean or renew valve

and nozzle assembly

3. Damaged nozzle 3. Renew retaining nut

retaining nut
Nozzle leak back 1. Worn needle valve 1. Renew needle valve and
nozzle holder

2. Dirty nozzle and/or 2. Clean or renew nozzle

holder and holder

3. Loose nozzle retaining 3. Tighten nut

nut
Nozzle opening pressure 1. Damaged nozzle or 1. Renew needle valve and
incorrect seized needle valve nozzle holder

2. Blocked nozzle holes 2. Clean nozzle

3. Incorrect shims fitted 3. Adjust shim pack

Nozzle seat leakage 1. Dirty nozzle and/or 1. Clean or renew nozzle
nozzle holder and nozzle holder

2. Sticking needle valve 2. Clean or renew needle

valve and nozzle holder
Incorrect spray pattern 1. Dirty nozzle and/or 1 . Clean or renew nozzle
nozzle holder and nozzle holder

2. Restricted nozzle holes 2. Clean or renew nozzle

and nozzle holder

3. Damaged needle valve 3. Renew needle valve and

or nozzle nozzle holder

10
----------------------CHAPTERs----------------------•
B. TROUBLE SHOOTING- TURBOCHARGER
It is important when trouble shooting a
suspected turbocharger malfunction to keep
in mind that a turbocharger cannot
compensate for incorrect engine operating
procedures; deficiencies of the engine air
intake, fuel, or exhaust systems; or for
damaged engine components such as valves,
pistons, rings, liners, etc. Replacing a good
turbocharger with another will not correct
engine deficiencies.
Consequently, systematic trouble shooting
of a suspected turbocharger failure is
essential for two very important reasons.
First, it must be determined what, if anything,
is wrong with the turbocharger so that it can
be repaired. Second, it must be determined
what action will prevent a recurrence of the
failure.
In many cases, the evidence required to
determine the cause of a malfunction is
destroyed in the process of removing the
turbocharger from the engine. For example, if
a turbocharger failed as the result of a faulty
installation (such as loose duct connections
that permitted ingestion of dirt by the
compressor), this fact would not be evident
once the turbocharger was removed from the
engine.
TURBOCHARGER TROUBLE SHOOTING CHART
SYMPTOMS
1. Engine lacks power or emits black
smoke
11
Furthermore, failure to take appropriate steps
to assure correct installation (such as
repairing or replacing defective clamps or
ducting could cause the replacement unit to
fail in a similar manner.
The following Trouble Shooting Chart
contains information pertaining to probable
failure modes of turbocharged engines,
possible causes for such failures, and the
maintenance action required to remedy each
possible cause. It is not represented that this
information is all-inclusive. On the contrary,
this information should be considered
primarily as representative of the methods or
techniques that should be employed in
trouble shooting a turbocharged engine
malfunction.
In general, those trouble shooting pro-
cedures that can be performed with the least
effort and in the least amount of time should
be performed first. No removal or
disassembly procedures should be
performed until all visual inspections and
sensory tests (sight and feel) that can be
accomplished with the turbocharger
installed have been performed. The possible
causes and procedure are generally arranged
in the order of ease of accomplishment.
POSSIBLE CAUSES
• Dirty Air Cleaner (See Notes A and H)
• Loose compressor-to-intake manifold
connections (See notes B and C)
• Leak at engine intake at turbocharger
mounting flange (See Notes D, F, & G)
-------------------PART2-FUELSYSTEMs------------------•

SYMPTOMS POSSIBLE CAUSES

1. Engine lacks power or emits black
smoke (cont.)
• Turbo rotating assembly binding (See
Note K)

• Air cleaner to turbocharger duct

restricted (See Note H)

• Compressor to intake manifold duct

restricted (See Note H)

• Engine exhaust system restricted

• Engine malfunction (rings, pistons,

valves, etc.)

2. Engine exhaust emits blue smoke • Dirty air cleaner (See Notes A and H)

• Loose compressor-to-intake manifold

connections (See Notes B and C)

• Leak at engine intake manifold (See

Notes F)

• Plugged engine oil filter

• Restricted duct between air cleaner

and turbocharger compressor (See
Notes H)

• Seal leak at compressor end of

turbocharger

• Engine malfunction (rings, pistons,

valves, etc.)

3. Excessive engine oil consumption • Wrong type or viscosity of engine

lubricating oil

• Seal leaks at compressor end of

turbocharger (indicated by oil in
housing or on wheel)

• Oil in engine exhaust manifold

(caused by malfunction of rings,
pistons, valves, etc.)

4. Noisy turbocharger • Dirty air cleaner (See Notes A and H)

• Foreign material or object in

compressor-to-intake manifold duct
(See Notes H)

• Foreign object in engine exhaust

system

• Carbon build-up in turbine housing

• Turbocharger rotating assembly

binding or dragging

12
----------------------•CHAPTERs----------------------•

SYMPTOMS POSSIBLE CAUSES

5. Turbocharger rotating assembly
binding or dragging
• Damaged compressor wheel (See
Notes J)
• Damaged turbine wheel
• Compressor or turbine wheel rubbing
on housing due to worn bearings,
shaft journals or bearing bores
• Excessive dirt build-up in compressor
(housing or wheel)
• Excessive carbon build-up behind
turbine wheel (overhaul turbine)
• Slugged or coked center housing
(check engine lube system, overhaul
turbocharger) (See Notes I)

6. Seal leaks at compressor end of • Dirty air cleaner

turbocharger
• Restricted duct between air cleaner
and turbocharger
• Loose compressor-to-intake manifold
dust connections
• Leaks at engine intake manifold
• Restricted turbocharger oil drain line
• Plugged engine crankcase breather
• Worn or damaged compressor wheel
(worn bearings, bores or journals)
• Excessive piston blowby or high
internal crankcase pressure

7. Seal leaks at turbine end of

turbocharger
• Excessive pre-oiling
• Plugged engine crankcase breather
• Restricted turbocharger oil drain line
• Sludged or coked center housing
• Worn turbocharger bearings, bearing
bores, or shaft journals.

8. Worn turbocharger bearings, bores or

journals
• Inadequate pre-oiling following
turbocharger installation or engine
lube servicing
• Contaminated or improper grade of
engine oil used in engine
• Insufficient oil supplied to
turbocharger due to "oil lag"
• Restricted turbocharger oil feed line
• Plugged engine oil filter
• Abrasive wear due to flaking of
"coked" particles from center housing
interior surface
• Insufficient lube oil supplied to
turbocharger due to engine oil pump
malfunction

13
-------------------PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . ...
NOTES
A. Refer to Engine portion of Service
Manual for servicing procedures.
B. With engine stopped, check duct
clamping devices for tightness.
CAUTION.: Always start the engine from the
tractor seat. Never start the engine from the
ground.
C. With engine running at idle speed, lightly
spray duct' connections with starting
fluid. Leaks at connections will be
indicated by an increase in engine speed
due to the starting fluid being drawn into
the compressor and pumped into the
engine combustion chambers.
D. With engine running at idle speed, check
duct connections for leaks by applying
light weight oil or soap suds to areas of
possible leakage and observing for
bubbles. Exhaust gas leakage between
the cylinder head, exhaust manifold and
the turbocharger inlet will also create a
noise level change.
E. With engine running at idle speed, check
for unusual noise and vibration. If either
condition is noted, shut down the engine
immediately to protect the turbocharger
and engine from further damage. With
the engine stopped, check the
turbocharger shaft steel assembly for
damage as outlined in note I, below.
14
F. With engine running, a change in the
noise level to a higher pitch can indicate
air leakage between the air cleaner and
the engine, or a gas leak between the
engine block and the turbocharger inlet.
G. Exhaust gas leakage may be indicated by
heat discoloration in the area of the leak.
H. With the engine running, noise level
cycling from one level to another can
indicate a plugged air cleaner, a
restnct1on in the air cleaner-to-
compressor duct, or a heavy build-up of
dirt in the compressor housing or on the
compressor wheel.
I. Internal inspection of the centre housing
can be accomplished by removing the oil
drain line and looking through the oil
drain opening. When a sludged or coked
condition exists, a heavy sludge build-up
will be seen on the shaft between the
bearing journals and in the centre
housing from the oil drain opening back
to the turbine end.
J. Thorough cleaning of the air induction
system is essential following compressor
wheel damage due to foreign object
impact. In many cases, metal pieces from
the wheel become imbedded in the air
cleaner element. If the element is not
changed in such cases, these metal
pieces can be drawn into the replacement
turbocharger and cause it to fail in the
same manner as the original unit.
-----------------------CHAPTERs-----------------------

K. With the air inlet and exhaust gas ducting
removed from the turbocharger, examine
both the compressor and turbine wheels
for blade damage. Examine the outer
blade tip edges for evidence of rubbing
on adjacent housing surfaces.
NOTE: A light is required for examining the
turbine wheel blade tips, which are
positioned inside the turbine housing. The
surfaces requiring inspection can be viewed
from the outlet end of the turbine housing.
Rotate the rotating assembly by hand and
feel for smooth turning, dragging or binding.
Push the rotating assembly sideways while
rotating to feel for wheel rub. If there is any
indication of rubbing, perform the bearing
clearance inspection procedures outlined in
this manual under Preventive Maintenance.
If the rotating assembly rotates freely and
there is no evidence of binding or rubbing, it
can be assumed that the turbocharger is
serviceable.

C. SPECIFICATIONS

FUEL SYSTEM- GENERAL FORD 455C FORD 555C FORD 655C

Fuel Tank Capacity 20 Imp. Galls. (90.8 litres)

Fuel Filter Type Single Disposable Element with Sediment Separator

Fuel Filter Change Interval 600 hours

Injector Nozzle Opening Pressure 193 atm. 230 atm. 230 atm.
(190 bar) (227 bar) (227 bar)

Injection Pump Type DPA Distributor DPS Distributor DPS Distributor

Injector Change Interval 600 hours 1200 hours 1200 hours

Injection Pump Timing

Maximum No-Load Speed 2350-2400 2350-2400 2350-2400

Idle Speed 680-850 680-850 680-850

Rated Speed 2200 2200 2200

Throttle Lever Effort 20 lbf (90 Nm) (9.1 Kgf)

AIR CLEANER

Type Dry, Dual Element

Change Interval 600 hours (or more frequent when operating

in adverse conditions)

15
--------------------PART2-FUELSYSTEMs--------------------

TURBOCHARGER

Compressor Shaft Axial End Play 0.001 - 0.004 in.

(0.025- 0.10 mm)
Bearing Radial Clearance 0.016- 0.021 in.
(0.4- 0.5 mm)

TORQUE SPECIFICATIONS

FUEL INJECTION PUMP- DPA DISTRIBUTOR TYPE

DESCRIPTION lbf/ft Nm kgf/m

End Plate Screws 3.4 5 0.5
Fuel Inlet Connections 30 40 4.1
Transfer Pump Rotor 5 7 0.7
Head Locking Screws 14 19 1.9
Advance Device Cap Nut 9 12 1.2
Cam Advance Screw 33 45 4.6
Head Locating Fitting 29 39 4.0
Advance Device Spring and Piston
End Caps 21 29 3.0
Fuel Connection Studs
(Banjo and Radial) 23 31 3.2
Governor Control Cover Studs 5 7 0.7
Governor Control Cover Cup Nuts 3 4 0.4
Head Locating Fitting End Nut 17 23 2.4
Governor Control Bracket Screw 2 3 0.3
Throttle and Shut-Off Shaft
Retaining Nuts 2.5 3.5 0.4
Drive Hub Screw 27 37 3.7
(Slacken and re-tighten to this torque
three times after testing pump)
Drive Plate Screws 29 (21) 39 (28) 4.0 (2.9)
(First tighten to high torque figure
then slacken and re-tighten to low
torque figure)
Governor Weight Carrier Securing Screws 9 12 1.2
Delivery Valve Holders 42 57 5.8
Pump Drive Gear Adaptor Retaining Nut 45 61 6.2
Governor Spring Retaining Bolt 3 4 0.4
Control Fork Socket Screws 2 3 0.3
Pump Body Socket Screws 5 7 0.7
Fuel Injection Pump to Front Plate 28 40 4.1
Injection Pump-to-Gear Bolt 22 30 3.1

16
----------------------•CHAPTERs----------------------•

FUEL INJECTION PUMP- DPS DISTRIBUTOR TYPE

DESCRIPTION lbf/in Nm kgf/m

End plate securing screws 45 5.0 0.5
Fuel inlet connection 520 59.0 6.0
Delivery valve holders 360 41.0 4.1
Transfer pump rotor 65 7.3 0.75
Latch valve body 170 19.0 2.0
Latch valve sleeve nut 140 15.6 1.6
Latch valve locknut 40 4.5 0.45
Governor control housing screws 35 4.0 0.4
Governor control bracket screws 20 2.3 0.23
Cambox pressurising valve 180 20.0 2.1
Vent screw 40 4.5 0.45
Throttle shaft locknut 40 4.5 0.45
Fuel shut-off shaft screw 30 3.4 0.35
Cam screw 450 51.0 5.2
Advance housing stud 60 6.8 0.7
Advance housing cap nut 130 15.0 1.5
Advance housing end cap 250 28.0 2.9
Advance housing sprin9 end cap 250 28.0 2.9
Advance housing head locating fitting 350 40 4.0
Head locating bolt 170 19.0 2.0
Maximum speed screw locknut 20 2.3 0.35
idle speed screw locknut 20 2.3 0.25
Drive shaft hub nut 442 50.0 5.1
Maximum fuel adjuster locknut 30 3.4 0.35
Drive shaft catch plate screws 35 4.0 0.4
Drive shaft timing plate screws 25 2.8 0.3
Drain plug 40 4.5 0.45
Fuel injection pump to front plate 350 40.0 4.0
Front plate bolts cover bolts 195 22.0 2.3

TURBOCHARGER

DESCRIPTION lbf/ft Nm kgf/m

Compressor Wheel Securing Nut 1.5 2.0 0.2
Turbine Housing Securing Bolts 10 13 1.3
Compressor Housing Securing Bolts 10 13 1.3
Backplate Securing Bolts 7 9 0.9
Turbocharger Securing Nuts 35 48 4.9

17
- - - - - - - - - • P A R T 2-FUEL S Y S T E M s - - - - - - - - - •

INJECTORS- FORD 455C

DESCRIPTION lbf/ft Nm kgf/m

Injector Nozzle Retaining Nut 50 70 7.1
Injector Retaining Bolts 17 22 2.2
Injector Leak-Off Line Banjo Bolts 10 12 1.2
Injector Cap Nut 50 70 7.1
High Pressure Gland Nuts at Injector 23 32 3.3
High Pressure Gland Nuts at Fuel
Injection Pump 23 32 3.3

INJECTORS- FORD 555C and 655C

DESCRIPTION lbf/ft Nm kgf/m

Injector Nozzle Retaining Nut 35 48 4.9
Injector Retaining Bolts 17 22 2.2
Injector Leak-Off Line Banjo Bolts 10 12 1.2
High Pressure Gland Nuts at Injector 23 32 3.3
High Pressure Gland Nuts at Fuel
Injection Pump 23 32 3.3

FUEL SYSTEM- GENERAL

DESCRIPTION lbf/ft Nm kgf/m

Throttle Cable Locknuts 37 50 5.1
Throttle Lever Stop Bolt Locknut 7 10 1.0
Fuel Tank Strap Retaining Nut 1.8 2.5 0.25
Fuel Tank Strap Locknut 18 25 2.5
Fuel Tank Shut-Off Valve 10 14 1.4
Fuel Tank Leak-Off Elbow 10 14 1.4
Leak-Off Pipe to Elbow 18 24 2.4
Thermostart Plug 27 37 3.8
Thermostart Pipe Union 7 10 1.0
Leak-Off Pipe to Injector Line 18 24 2.4
Fuel Tank Sender Retaining Screws 1.8 2.5 0.25
Fuel Filter Element Retaining Bolt 7 10 1.0
Fuel Filter Retaining Bolts 22 30 3.1
Exhaust Muffler Retaining Clamp 26 35 3.6
Air Cleaner Retaining Bolts 40 55 5.6
Air Cleaner Hose Clamps 1.8 2.5 0.25
Air Cleaner Restriction Indicator Switch 9 12 1.2

18
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTERs----------------------•

D. SPECIAL TOOLS

FUEL INJECTION PUMP- DPA DISTRIBUTOR TYPE

The following Special Tools for the Distributor Type Fuel Injection Pumps are only available
from Leslie Hartridge Limited.

DESCRIPTION LESLIE HARTRIDGE TOOLS

Box Spanner for Transfer Pump Rotor 7044-889
Protection Cap for Head Locating Fitting 7044-897
Protection Cap for Auto Advance Plug 7044-898
Cap for Head Locating Fitting 7144-18
Oil Seal Guide 7144- 260-A
Torque Adaptor 7144-261
Hydraulic Adaptor for Pump Timing 7144-262
Protection Cap for Shut-Off Spindle 7144-458B
Protection Cap for Shut-Off Shaft/Throttle
Shaft 7133-459A
Drive Plate Screw Torque Adaptor 7144-482
Drive Plate Spanner 7144-744
Drive Shaft Screw Tool 7144-773
Protection Cap for Mechanical Drive Shaft 7144-773
Maximum Fuel Adjusting Probe 7144-875
Universal Flange Marging Gauge 7244-26
Auto Advance Gauge 7244-59
Torque Spanner Socket 7244-125B
Base 7244-200

FUEL INJECTION PUMP- DPS DISTRIBUTOR TYPE

DESCRIPTION LESLIE HARTRIDGE TOOL No.

Pump Mounting Plate 7244-200
Cam Advance Screw Socket 7244-125B
Transfer Pump Rotor Box Spanner 7044-889
Timing Adaptor Assembly 7144-262
Flange Marking Tool 7244-27
Insert for Flange Marking Tool 7244-30
Static Timing Gauge 7244-449
Relief Valve 7144-155
Stirrup Pipe 7144-262A
Blank-Off Bolt 7144-558
Plunger Timing Tool 7244-448
Transfer Pressure Adjuster 7244-41 OA
Adaptor Hydraulic Head for Transfer
Pressure Gauge 7244-382
Advance Measuring Gauge 7244-447
Pressure End Plug Test Plug (see text) 7244- 435 series
Punch and Adaptor- Drive Shaft Seal 7244-445*
Dial 23764
Dial Indicator Holder ST183
Dial Indicator Holder Adaptor 89559/*

19
- - - - - - - - - - P A R T t-FUEL S Y S T E M s - - - - - - - - - •

DESCRIPTION LESLIE HARTRIDGE TOOL No.

Protection Caps:-
Head Locating Fitting 7044-897
Latch Valve Body Seals 7144-18
Latch Valve Restrictor Plug Seal 7144-124
Latch Valve Sleeve Nut Seal 7144-458C
Throttle Shaft Seals 7144-458C
Fuel Shut-Off Seals 7144-458C
Auto Advance Cap and Plug Seals 7044-898

I. 80mm

IR-2-10-62
Figure 1
Fuel Injection Pump Drive Gear Puller *

1. Bolt "/,.-24 UNF x 2 in. with integral washer (3 required)

2. Bolt •;.x 16 x 2 in.
3. 3 Holes 9.5 mm dia. on 56.87 mm dia. equally spaced
Material 1Omm Plate H RLC P & o· Steel

FUEL INJECTORS

V L CHURCHILL
DESCRIPTION NUDAY TOOLS
TOOLS
Injector Nozzle Nut Socket CT9009 8126
Nozzle Reverse Flush Adaptor CT9024 8124
Injector Cleaning Kit* DX730
17.20
Tallow OBTAIN LOCALLY
Polishing Sticks OBTAIN LOCALLY
*Kit consists of: Nozzle Cleaning Wires Valve Seat Scraper
Pressure Chamber Drills Brass Wire Brush
Pressure Chamber Scraper Pin Vice

20
----------------------•CHAPTERs----------------------•

E. TEST PLANS

TEST PLAN - FORD 455C, 201 cu.in. (3294 cc) Engine

DPA DISTRIBUTOR TYPE FUEL INJECTION PUMP-

TYPE NUMBER 3238 FS00-809

PUMP SPECIFICATION

Rotation {looking on drive end) Clockwise

Governor type Mechanical all-speed
Governor link length 54.0 mm ± 0.3 mm
Governor Arm hole No:3
Throttle lever link hole No: 1
Diameter of Plungers 7.0 mm {4 off)
Drive Arrangement Unsupported, quill shaft
Advance type Automatic speed

Special features
Solenoid shut-off device, 12 volts
Transfer pressure adjuster in end plate

ISO TEST CONDITIONS (IMPORTANT: Read explanatory notes)

These figures, for service use only, have been compiled on, and must only be used on, a test
machine conforming to International Standard ISO 4008.
Test oil ISO 4113 at temperature 40 ± 2·c
Inlet feed pressure 1.5 bar
Nozzles ISO 401 0
Nozzle opening pressure 172 + 3 - 0 bar
H.P. outlet connections Original
H.P. pipes ISO 4093.2

• Screw transfer pressure adjuster fully out and then 2.5 turns in before commencing test.

• Fit auto-advance gauge and set to zero before commencing test.

• Fit pressure gauge to measure cambox pressure using special bleed-off connection.

• Where marked thus * use 30 seconds glass draining time and allow fuel to settle for 15
seconds before taking readings unless stated otherwise by the test bench manufacturer's
instructions.

• A 1 .0 mm shim is fitted to the piston spring cap on assembly.

This must NOT be removed.
No additional shimming is required.

• Note 1 Critical fuel deliveries are given in mm3 /stroke. Hence the tester must determine the
number of strokes applicable in accordance with the test m/c manufacturer's
instructions.

21
- - - - - - - - - - P A R T 2-FUEL S Y S T E M s - - - - - - - - - •

TEST PLAN- FORD 455C, 201 cu.in. (3294 cc) Engine continued

TEST PROCEDURE

Test Operation RPM Requirements

1 Priming 100 Obtain delivery from all injectors

2 Transfer pressure 100 0.55 bar (8.0 lbf/in 2 ) minimum

3 Cambox pressure 100 0.35-0.7 bar (5-1 0 lbf/in 2 )

4 Advance setting 500 Adjust transfer pressure screw to

obtain advance of 5.5°

5 Full advance 900 6.75°-7.25°

6 Advance check 100 oo

7 Transfer pressure 1100 5.3-6.7 bar (75- 95 lbf/in 2 )

8 Back leakage 11 00 20- 60 cm 3 per 1 00 strokes time cycle

(Flow rate 220-660 cm 3 /min)

9 Max. delivery setting *Set to code Delivery tolerance ± 0.5 mm 3 /stroke.

on n/plate Spread between lines not to exceed
5.0 mm3 /stroke. See Note 1

10 Governor setting 1220 Set throttle by max. speed adjustment

screw to give max. average delivery of
2.0 cm 3 . No line to exceed 3.0 cm 3 .
Lock stop screw.

11 Delivery check 1100 With throttle set as at (1 0),

average delivery not to be less than
at test (9), minus 2.0 cm 3

12 Delivery check * 100 Minimum delivery to be as at test (9),

minus 20 mm 3 /stroke. See Note 1.

13 Throttle operation 200 Average delivery not to exceed 1.2 cm 3 •

Throttle lever closed

14 Cut-off operation 200 Average delivery not to exceed 0.5 cm 3 •

Shut-off lever closed

15 Cut-off operation 200 Average delivery not to exceed 0.5 cm 3

Solenoid de-energised

Shut-off open

16 Timing Using outlet ·w· (55 bar pressure)

and indexing tool set to 212·. scribe
line on pump housing flange

22
----------------------•CHAPTERs----------------------•

TEST PLAN- FORD 555C, 256 cu.in. (4195 cc) Engine

DPS DISTRIBUTOR TYPE FUEL INJECTION PUMP
-TYPE NUMBER DPS 8520A 590A TO 9A
BASIC PUMP SPECIFICATION
Rotation (looking on drive end) Clockwise
Governor type Mechanical all-speed
Throttle lever link hole No. 1
Governor link length 41,5 mm±0,5 mm
Diameter of plungers 7 mm x 4 off
Drive arrangement 20 mm dia. taper drive with supported shaft
Advance type Automatic speed with start retard
Mounting spigot diameter 50 mm
Special features
Scroll plate max. fuel adjustment with hydraulic excess fuel device.
Transfer pressure adjuster in end plate.
Timing mark on flange.
Cambox non-return valve incorporated in backleak connection.
Axial outlet head with pressurising valve incorporated.
Internal venting via flatted metering valve.
Solenoid shut-off device, 12 volts.
ISO TEST CONDITIONS. (IMPORTANT: Read Explanatory Notes)
These figures, for service use only, have been compiled on, and must only be used on, a test
machine conforming to International Standard ISO 4008.
Test oil ISO 4113 at temperature 40 ± 2°C
Inlet feed pressure 0,1 bar
Nozzles ISO 4010
Nozzle opening pressure 172 + 3-0 bar
H.P. pipes 6 x 2 x 845 mm (ISO 4093.2)
H.P. outlet connections Original
• All deliveries (other than critical deliveries) to be over 200 strokes except for testis 7 using
1 00 strokes.
• Note 1:
Critical fuel deliveries are given in mm 3 /stroke. Hence the tester must determine the
number of strokes applicable in accordance with the test m/c manufacturer's instructions.
• A 2,5 mm shim is fitted to the piston spring cap on assembly.
This must NOT be removed.
No additional shimming is required.
Connect transfer pressure gauge to solenoid hole using adaptor.
• Throttle and shut-off levers to be fully open unless otherwise stated.
• Maximum fuel adjusting screw to be screwed out until it protrudes 15,0 mm above surface of
locknut.
• Screw transfer pressure adjuster fully out and then 1 ,5 turns in before commencing test.
• Latch valve adjuster to be flush with surface of its locknut.
• Fully back off idling screw.
• Fully back off maximum speed screw.
• Fit auto-advance gauge and set to zero before commencing test.
• Where marked thus* use 30 seconds glass draining time and allow fuel to settle for 15 seconds
before taking readings unless stated otherwise by the test bench manufacturer's instructions.

23
-------------------PART2-FUELSYSTEMS------------------•

TEST PLAN- FORD 555C, 256 cu. in. (4195 cc) Engine continued

Test Operation RPM Requirements

1 Priming 200 Obtain delivery from all injectors and backleak

2 Stabilisation 1000 Run pump for 3 minutes

3 Transfer pressure check 100 0.4 bar (6 lbf/in 2 ) minimum

4 Advance setting 700 Adjust transfer pressure screw to obtain advance of

3,5" {2, 76 mm)

5 Transfer pressure check 700 4,0 to 5,2 bar {59 to 75 lbf/in 2 )

6 Full advance check 900 5,25" to 6,25" { 4,14 to 4,93 mm)

7 Back leakage 900 40 to 1 00 cm 3 per 100 strokes time cycle.

{Flow rate 360 to 900 cm 3 /min.)

Stop test machine. Remove transfer pressure gauge. Fit and energise solenoid.
Re-start test machine and prime as in test 1.

8 Maximum delivery *11 00 56,0± 0,5 mm 3 /stroke

setting. See Note 1 Spread between lines not to exceed 5,0 mm 3 /stroke

9 Governor setting 1220 Set throttle by max. speed adjustment screw to give
average delivery of between 5,0 and 6,0 cm 3 •
Lock stop screw.

10 Governor cut-off check 1280 Average delivery to be not more than 1,6 cm 3

11 Delivery check 11 00 Delivery to be as at test 9 ± 0,3 cm 3

Run test machine down to 100 rpm and stop.
Screw latch valve adjuster fully in. Re-start test machine.

12 Latch valve setting 200 Screw latch valve adjuster fully in, then screw out
until advance reads 1,25" to 2,0" (0,98 to 1,58 mm).
Lock adjuster.

Run test machine down to 1 00 rpm and stop. Re-start test machine.

13 Excess fuel delivery 150 Average delivery to be 20 cm 3 minimum with

check advance at o·.

Move throttle lever to closed position for tests 14, 15 and 16

14 Idling delivery 280 With throttle lever against idle screw, set delivery to
3,0 to 3,5 cm 3 using idle screw. Lock screw.

15 Cut-off operation 280 With shut-off lever closed, average delivery not to
exceed 0,5 cm 3 •

16 Solenoid shut-off check 280 De-energise solenoid ahd wait for 5 seconds before
operating trip gear. Average delivery not to exceed
0,5 cm 3 •

17 Timing Using outlet 'X' {55 bar pressure) set indexing tool
to 261 •. Scribe a line on pump housing flange.

24
----------------------•CHAPTERs----------------------•

TEST PLAN- FORD 655C, 268 cu. in. {4390 cc) Engine
DPS DISTRIBUTOR TYPE FUEL INJECTION PUMP-
TYPE NUMBER DPS 8520A 600A TO 9A
BASIC PUMP SPECIFICATION
Rotation (Looking on drive end) Clockwise
Governor type Mechanical all-speed
Throttle lever link hole No. 1
Governor link length 41,5 mm±0,5 mm
Diameter of plungers 7 mm x 4 off
Drive arrangement 20 mni dia. taper drive with supported shaft
Advance type Automatic speed with start retard
Mounting spigot diameter 50 mm
Special features
Scroll plate max. fuel adjustment with hydraulic excess fuel device.
Transfer pressure adjuster in end plate.
Timing mark on flange.
Cambox non-return valve incorporated in backleak connection.
Axial outlet head with pressurising valve incorporated.
Internal venting via flatted metering valve.
Solenoid shut-off device, 12 volts.
ISO TEST CONDITIONS. {IMPORTANT: Read Explanatory Notes)
These figures, for service use only, have been compiled on, and must only be used on, a test
machine conforming to International Standard ISO 4008.
Test oil ISO 4113 at temperature 40 ± 2"C
Inlet feed pressure 0,1 bar
Nozzles ISO 401 0
Nozzle opening pressure 172 + 3-0 bar
H.P. pipes 6 x 2 x 845 mm (ISO 4093.2)
H.P. outlet connections Original
• All deliveries (other than critical deliveries) to be over 200 strokes except for testis 7 using
100 strokes.
• Note 1:
Critical fuel deliveries are given in mm 3 /stroke. Hence the tester must determine the
number of strokes applicable in accordance with the test m/c manufacturer's instructions.
• A 2,5 mm shim is fitted to the piston spring cap on assembly.
This must NOT be removed.
No additional shimming is required.
Connect transfer pressure gauge to solenoid hole using adaptor.
• Throttle and shut-off levers to be fully open unless otherwise stated.
• Maximum fuel adjusting screw to be screwed out until it protrudes 10,0 mm above surface of
locknut.
• Screw transfer pressure adjuster fully out and then 1,5 turns in before commencing test.
• Latch valve adjuster to be flush with surface of its locknut.
• Fully back off idling screw.
• Fully back of maximum speed screw.
• Fit auto-advance gauge and set to zero before commencing test.
• Where marked thus* use 30 seconds glass draining time and allow fuel to settle for 15 seconds
before taking readings unless stated otherwise by the test bench manufacturer's instructions.

25
------------------•PART2-FUELSVSTEMs------------------•

TEST PLAN- FORD 655C, 268 cu. in. (4390 cc) Engine continued

Test Operation RPM Requirements

1 Priming 200 Obtain delivery from all injectors and backleak

2 Stabilisation 1000 run pump for 3 minutes

3 Transfer pressure check 100 0,4 bar (6 lbf/in 2 ) minimum

4 Advance setting 700 Adjust transfer pressure screw to obtain advance of

3,5" (2,76 mm)

5 Transfer pressure check 700 4,0 to 5,2 bar (59 to 75 lbf/in 2 )

6 Full advance check 900 5,25" to 6,25" ( 4,14 to 4,93 mm)

7 Back leakage 900 40 to 100 cm 3 per 100 strokes time cycle.

(Flow rate 360 to 900 cm 3 /min.)

Stop test machine. Remove transfer pressure gauge. Fit and energise solenoid.
Re-start test machine and prime as in test 1.

8 Maximum delivery *1100 61,0±0,5mm3 /stroke

setting. See Note 1 Spread between lines not to exceed 5,0 mm 3 /stroke

9 Governor setting 1220 Set throttle by max. speed adjustment screw to give
average delivery of between 5,0 and 6,0 cm 3 .
Lock stop screw.

10 Governor cut-off check 1280 Average delivery to be not more than 1 ,6 cm 3

11 Delivery check 11 00 Delivery to be as at test 9 ± 0,3 cm 3

Run test machine down to 100 rpm and stop.

Screw latch valve adjuster fully in. Re-start test machine.

12 Latch valve setting 200 Screw latch valve adjuster fully in, then screw out
until advance reads 1,25" to 2,0" (0,98 to 1,58 mm).
Lock adjuster.

Run test machine down to, 100 rpm and stop. Re-start test machine.

13 Excess fuel delivery 150 Average delivery to be 20 cm 3 minimum with

check advance at o·.

Move throttle lever to closed position for tests 14, 15 and 16

14 Idling delivery 280 With throttle lever against idle screw, set delivery to
3,0 to 3,5 cm 3 using idle screw. Lock screw.

15 Cut-off operation 280 With shut-off lever closed, average delivery not to
exceed 0,5 cm 3

16 Solenoid shut-off check 280 De-energise solenoid and wait for 5 seconds before
operating trip gear. Average delivery not to exceed
0,5 cm 3

17 Timing Using outlet ·x· (55 bar pressure) set indexing tool
to 263". Scribe a line on pump housing flange.

26
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTERs----------------------•

DELIVERY MEASUREMENT SYSTEM CONVERSION CHART

mm 3 per cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3
Stroke in 50 in 100 in 200 in 300 in400 in 500 in 600 in 700 in 800 in 900 in 1000
per Cyl Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots
0,1 0,005 0,01 0,02 0, 03 0,04 0,05 0,06 0,07 0,08 0,09 0,10
0,2 0,010 0,02 0,04 0,06 0,08 0,10 0,12 0,14 0,16 0,18 0,20
0,3 0,015 0,03 0,06 0,09 0,12 0,15 0,18 0,21 0,24 0,27 0,30
0,4 0,020 0,04 0,08 0,12 0,16 0,20 0,24 0,28 0,32 0,36 0,40

0,5 0,025 0,05 0,10 0,15 0,20 0,25 0,30 0,35 0,40 0,45 0,50
0,6 0,030 0,06 0,12 0,18 0,24 0,30 0,36 0,42 0,48 0,54 0,60
0,7 0,035 0,07 0,14 0,21 0,28 0,35 0,42 0,49 0,56 0,63 0,70
0,8 0,040 0,08 0,16 0,24 0,32 0,40 0,48 0,56 0,64 0,72 0,80
0,9 0,045 0,09 0,18 0,27 0,36 0,45 0,54 0,63 0,72 0,81 0,90

1 0,05 0,10 0,20 0,30 0,40 0,50 0,60 0,70 0,80 0,90 1,00
2 0,10 0,20 0,40 0,60 0,80 1,00 1,20 1,40 1,60 1,80 2,00
3 ,0,15 0,30 0,60 0,90 1,20 1,50 1,80 2,10 2,40 2,70 3,00
4 0,20 0,40 0,80 1,20 1,60 2,00 2,40 2,80 3,20 3,60 4,00
5 0,25 0,50 1,00 1,50 2,00 2,50 3,00 3,50 4,00 4,50 5,00

6 0,30 0,60 1,20 1,80 2,40 3,00 3,60 4,20 4,80 5,40 6,00
7 0,35 0,70 1,40 2,10 2,80 3,50 4,20 4,90 5,60 6,30 7,00
8 0,40 0,80 1,60 2,40 3,20 4,00 4,80 5,60 6,40 7,20 8,00
9 0,45 0,90 1,80 2,70 3,60 4,50 5,40 6,30 7,20 8,10 9,00
10 0,50 1,00 2,00 3,00 4,00 5,00 6,00 7,00 8,00 9,00 10,00

11 0,55 t,10 2,20 3,30 4,40 5,50 6,60 7,70 8,80 9,90 11,00
12 0,60 1,20 2,40 3,60 4,80 6,00 7,20 8,40 9,60 10,80 12,00
13 0,65 1,30 2,60 3,90 5,20 6,50 7,80 9,10 10,40 11,70 13,00
14 0,70 1,40 2,80 4,20 5,60 7,00 8,40 9,80 11,20 12,60 14,00
15 0,75 1,50 3,00 4,50 6,00 7,50 9,00 10,50 12,00 13,50 15,00

16 0,80 1,60 3,20 4,80 6,40 8,00 9,60 11,20 12,80 14,40 16,00
17 0,85 1,70 3,40 5,10 6,80 8,50 10,20 11,90 13,60 15,30 17,00
18 0,90 1,80 3,60 5,40 7,20 9,00 10,80 12,60 14,40 16,20 18,00
19 0,95 1,90 3,80 5,70 7,60 9,50 11,40 13,30 15,20 17,10 19,00
20 1,00 2,00 4,00 6,00 8,00 10,00 12,00 14,00 16,00 18,00 20,00

21 1,05 2,10 4,20 6,30 8,40 10,50 12,60 14,70 16,80 18,90 21,00
22 1,10 2,20 4,40 6,60 8,80 11,00 13,20 . 15,40 17,60 19,80 22,00
23 1 '15 2,30 4,60 6,90 9,20 11,50 13,80 16,10 18,40 20,70 23,00
24 1,20 2,40 4,80 7,20 9,60 12,00 14,40 16,80 19,20 21,60 24,00
25 1,25 2,50 5,00 7,50 10,00 12,50 15,00 17,50 20,00 22,50 25,00

26 1,30 2,60 5,20 7,80 10,40 13,00 15,60 18,20 20,80 23,40 26,00
27 1,35 2,70 5,40 8,10 10,80 13,50 16,20 18,90 21,60 24,30 27,00
28 1,40 2,80 5,60 8,40 11,20 14,00 16,80 19,60 22,40 25,20 28,00
29 1,45 2,90 5,80 8,70 11,60 14,50 17,40 20,30 23,20 26,10 29,00
30 1,50 3,00 6,00 9,00 12,00 15,00 18,00 21,00 24,00 27,00 30,00

31 1,55 3,10 6,20 9,30 12,40 15,50 18,60 21,70 24,80 27,90 31,00
32 1,60 3,20 6,40 9,60 12,80 16,00 19,20 22,40 25,60 28,80 32,00
33 1,65 3,30 6,60 9,90 13,20 16,50 19,80 23,10 26,40 29,70 33,00
34 1,70 3,40 6,80 10,20 13,60 17,00 20,40 23,80 27,20 30,60 34,00
35 1,75 3,50 7,00 10,50 14,00 17,50 21,00 24,50 28,00 31,50 35,00

36 1,80 3,60 7,20 10,80 14,40 18,00 21,60 25,20 28,80 32,40 36,00
37 1,85 3,70 7,40 11,10 14,80 18,50 22,20 25,90 29,60 33,30 37,00
38 1,90 3,80 7,60 11,40 15,20 19,00 22,80 26,60 30,40 34,20 38,00
39 1,95 3,90 7,80 11,70 15,60 19,50 23,40 27,30 31,20 35,10 39,00
40. 2,00 4,00 8,00 12,00 16,00 20,00 24,00 28,00 32,00 36,00 40,00

27
-------------------PART2-FUELSYSTEMs-------------------

mm 3 per cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 '·· cm 3 cm 3 cm 3
Stroke in 50 in 100 in 200 in 300 in 400 in 500 in 600 in 700 in 800 in 900 in 1000
per Cyl Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots
41 2,05 4,10 8,20 12,30 16,40 20,50 24,60 28,70 32,80 36,90 41,00
42 2,10 4,20 8,40 12,60 16,80 21,00 25,20 29,40 33,60 37,80 42,00
43 2,15 4,30 8,60 12,90 17,20 21,50 25,80 30,10 34,40 38,70 43,00
44 2,20 4,40 8,80 13,20 17,60 .22,00 26,40 30,80 35,20 39,60 44,00
45 2,25 4,50 9,00 13,50 18,00 22,50 27,00 31,50 36,00 40,50 45,00

46 2,30 4,60 9,20 13,80 18,40 23,00 27,60 32,20 36,80 41,40 46,00
47 2,35 4,70 9,40 14,10 18,80 23,50 28,20 32,90 37,60 42,30 47,00
48 2,40 4,80 9,60 14,40 19,20 24,00 28,80 33,60 38,40 43,20 48,00
49 2,45 4,90 9,80 14,70 19,60 24,50 29,40 34,30 39,20 44,10 49,00
50 2,50 5,00 10,00 15,00 20,00 25,00 30,00 35,00 40,00 45,00 50,00

51 2,55 5,10 10,20 15,30 20,40 25,50 30,60 35,70 40,80 45,90 51,00
52 2,60 5,20 10,40 15,60 20,80 26,00 31,20 36,40 41,60 46,80 52,00
53 2,65 5,30 10,60 15,90 21,20 26,50 31,80 37,10 42,40 47,70 53,00
54 2,70 5,40 10,80 16,20 21,60 27,00 32,40 37,80 43,20 48,60 54,00
55 2,75 5,50 11,00 16,50 22,00 27,50 33,00 38,50 44,00 49,50 55,00

56 2,80 5,60 11,20 16,80 22,40 28,00 33,60 39,20 44,80 50,40 56,00
57 2,85 5,70 11,40 17,10 22,80 28,50 34,20 39,90 45,60 51,30 57,00
58 2,90 5,80 11,60 17,40 23,20 29,00 34,80 40,60 46,40 52,20 58,00
59 2,95 5,90 11,80 17,70 23,60 29,50 35,40 41,30 47,20 53,10 59,00
60 3,00 6,00 12,00 18,00 24,00 30,00 36,00 42,00 48,00 54,00 60,00

61 3,05 6,10 12,20 18,30 24,40 30,50 36,60 42,70 48,80 54,90 61,00
62 3,10 6,20 12,40 18,60 24,80 31,00 37,20 43,40 49,60 55,80 62,00
63 3,15 6,30 12,60 18,90 25,20 31,50 37,80 44,10 50,40 56,70 63,00
64 3,20 6,40 12,80 19,20 25,60 32,00 38,40 44,80 51,20 57,60 64,00
65 3,25 6,50 13,00 19,50 26,00 32,50 39,00 45,50 52,00 58,50 65,00

66 3,30 6,60 13,20 19,80 26,40 33,00 39,60 46,20 52,80 59,40 66,00
67 3,35 6,70 13,40 20,10 26,80 33,50 40,20 46,90 53,60 60,30 67,00
68 3,40 6,80 13,60 20,40 27,20 34,00 40,80 47,60 54,40 61,20 68,00
69 6,45 6,90 13,80 20,70 27,60 34,50 41,40 48,30 55,20 62,10 69,00
70 3,50 7,00 14,00 21,00 28,00 35,00 42,00 49,00 56,00 63,00 70,00

71 3,55 7,10 14,20 21,30 28,40 35,50 42,60 49,70 56,80 63,90 71,00
72 3,60 7,20 14,40 21,60 28,80 36,00 43,20 50,40 57,60 64,80 72,00
73 3,65 7,30 14,60 21,90 29,20 36,50 43,80 51,10 58,40 65,70 73,00
74 3,70 7,40 14,80 22,20 29,60 37,00 44,40 51,80 59,20 66,60 74,00
75 3,75 7,50 15,00 22;5o 30,00 37,50 45,00 52,50 60,00 67,50 75,00

76 3,80 7,60 15,20 22,80 30,40 38,00 45,60 53,20 60,80 68,40 76,00
77 3,85 7,70 15,40 23,10 30,80 38,50 46,20 53,90 61,60 69,30 77,00
78 3,90 7,80 15,60 23,40 31,20 39,00 46,80 54,60 62,40 70,20 78,00
79 3,95 7,90 15,80 23,70 31,60 39,50 47,40 55,30 63,20 71,10 79,00
80 4,00 8,00 16,00 24,00 32,00 40,00 48,00 56,00 64,00 72,00 80,00

81 4,05 8,10 16,20 24,30 32,40 40,50 48,60 56,70 64,80 72,90 8100
82 4,10 8,2(} 16,40 24,60 32,80 41,00 49,20 57,40 65,60 73,80 82,00
83 4,15 8,30 16,60 24,90 33,20 41,50 49,80 58,10 66,40 74,70 83,00
84 4,20 8,40 16,80 25,20 33,60 42,00 50,40 58,80 67,20 75,60 84,00
85 4,25 8,50 17,00 25,50 34,00 42,50 51,00 59,50 68,00 76,50 85,00

86 4,30 8,60 17,20 25,80 34,40 43,00 51,60 60,20 68,80 77,40 86,00
87 4,35 8,70 17,40 26,10 34,80 43,50 52,20 60,90 69,60 78,30 87,00
88 4,40 8,80 17,60 26,40 35,20 44,00 52,80 61,60 70,40 79,20 88,00
89 4,45 8,90 17,80 26,70 35,60 44,50 53,40 62,30 71,20 80,10 89,00
90 4,50 9,00 18,00 27,00 36,00 45,00 54,00 63,00 72,00 81,00 90,00

28
----------------------•CHAPTERs----------------------•
mm 3 per cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3
Stroke in 50 in 100 in 200 in 300 in 400 in 500 in 600 in 700 in 800 in 900 in 1000
per Cyl Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots
91 4,55 9,10 18,20 27,30 36,40 45,50 54,60 63,70 72,80 81,90 91,00
92 4,60 9,20 18,40 27,60 36,80 46,00 55,20 64,40 73,60 82,80 92,00
93 4,65 9,30 18,60 27,90 37,20 46,50 55,80 65,10 74,40 83,70 93,00
94 4,70 9,40 18,80 28,20 37,60 47,00 56,40 65,80 75,20 84,60 94,00
95 4,75 9,50 19,00 28,50 38,00 47,50 57,00 66,50 76,00 85,50 95,00

96 4,80 9,60 19,20 28,80 38,40 48,00 57,60 67,20 76,80 86,40 96,00
97 4,85 9,70 19,40 29,10 38,80 48,50 58,20 67,90 77,60 87,30 97,00
98 4,90 9,80 19,60 29,40 39,20 49,00 58,80 68,60 78,40 88,20 9S,OO
99 4,95 9,90 19,80 29,70 39,60 49,50 59,40 69,30 79,20 89,10 99,00
100 5,00 10,00 20,00 30,00 40,00 50,00 60,00 70,00 80,00 90,00 100,00

200 10,00 20,00 40,00 60,00 80,00 100,00 120,00 140,00 160,00 180,00 200,00

300 15,00 30,00 60,00 90,00 120,00 150,00 180,00 210,00 240,00 270,00 300,00

400 20,00 40,00 80,00 120,00 160,00 200,00 240,00 280,00 320,00 360,00 400,00

500 '25,00 50,00 100,00 150,00 200,00 250,00 300,00 350,00 400,00 450,00 500,00

EVERY EFFORT HAS BEEN MADE TO ENSURETHATTHE DATA GIVEN ON TEST PLANS IS
ACCURATE BUT LUCAS CAV LIMITED CANNOT GUARANTEE THAT PUMPS SET TO
THESE FIGURES WILL REPEAT ORIGINAL ENGINE PERFORMANCE AS THIS IS
DEPENDENT ON MANY FACTORS IN ADDITION TO THE FUEL INJECTION EQUIPMENT.

Reproduced from CAV Explanatory Notes (ISO Test Conditions) by kind permission of Lucas CAV Limited

29
 PART 3
ELECTRICAL SYSTEM

Chapter 1
WIRING, LIGHTS AND CONTROLS

Section Page
A. WIRING, LIGHTS AND CONTROLS- DESCRIPTION AND OPERATION 1
B. WIRING LIGHTS AND CONTROLS- FAULT FINDING AND REPAIR 15
C. CIRCUIT DIAGRAMS AND WIRING HARNESSES 20

Chapter 2
BATTERY

Section Page
A. BATTERY- DESCRIPTION AND OPERATION 1
B. BATTERY- MAINTENANCE AND TESTS 2

Chapter 3
STARTING SYSTEM

Section Page
A. STARTING SYSTEM- DESCRIPTION AND OPERATION 1
B. STARTING MOTOR- OVERHAUL 3

(i)
 Chapter 4
CHARGING SYSTEM -A127 55 AMP ALTERNATOR
WITH INTEGRAL REGULATOR

Section Page
A. CHARGING SYSTEM- A127 55 AMP ALTERNATOR WITH INTEGRAL
REGULATOR- DESCRIPTION AND OPERATION 1
B. CHARGING SYSTEM- A127 55 AMP ALTERNATOR WITH INTEGRAL
REGULATOR- SERVICE PRECAUTIONS, PRELIMINARY CHECKS,
INITIAL TESTS AND ALTERNATOR COMPONENT TESTS 6
C. CHARGING SYSTEM- A127 55 AMP ALTERNATOR WITH INTEGRAL
REGULATOR- OVERHAUL 16

Chapter 5
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING
B. SPECICATIONS 5
C. SPECIAL TOOLS 7

( i i)
 PART 3
ELECTRICAL SYSTEM

Chapter 1
WIRING, LIGHTS AND CONTROLS

Section Page
A. WIR ING, LI GHTS AND CONTR OLS- DESCRIPTION AND OPERATI ON 1
B. WIR ING LIGHTS AND CONTROLS- FAULT FINDING AND REPAIR 15
C. CIRCU IT DIAGRAMS AND WIRING HARNESSES 20

A. WIRING, LIGHTS AND CONTROLS- DESCRIPTION AND OPERATION

The Ford 455C, 555C and 655C Industrial directly into the ma in instrument and lighting
tractors utilise a conventional type electrical harness to complete the lighting circu its.
system featuring a 1 2 volt lead acid wet
battery, an alternator and a pre-engaged
starting motor.
The main wiring harnesses can be divided
into four categories, as follows:-

1. Engine and transmission harness.

To reduce wiring harness complexity all main
harnesses with exception of the cab roof
2. St~ering console harness.
harness and rol l over protection system are
common irrespective of vehicle build.
3. Instrument and lighting harness.

4. Roof harness.

The lighting specifications for the various

models differ according to local g'overnment
regulations and to accommodate these The approximate locations of these
variations separate fender harnesses connect harnesses are shown in Figure 1.

1
- - - - - - - - - P A R T 3 - ELECTRICAL S Y S T E M - - - - - - - - -

Figure 1
Ford 455C, 555C and 655C with Cab Industrial Tractors
Electrical System Wiring Harness Locations

D Engine and Transmission Harness

- Steeri ng and Console Harness

~ Instrument and Lighting Harness

D Roof Harness

The main w1nng harnesses are inter- The pins on the screw type connectors are
connected by either screw type or snap type individually numbered and correspond to the
multipin connectors. connector pin numbers on the wiring dia-
grams.

On the snap type connectors pin numbers are

The connectors are conveniently located and not always identified on the connector moul-
provide ideal wmng break points for ding and in these instances reference should
performing continu ity tests of the vehicle be made to the colour codes on the wiring
wiring. diagrams.

2
-----------------------cHAPTER1-----------------------

Figure 2 Figure 3
Engine and Transmission to Instrument and Lighting Steering Console to Instrument and Lighting
Harness Connectors Harness Connectors

1. Plastic Locking Ring 1. Steering Console Harness

2. Instrument Lighting Harness 2. Screw Type Connector
3. Connectors (Screw Type) 3. Snap Type Connector
4. Plastic Locking Ring 4. Instrument and Lighting Harness
5. Transmission Disconnect Harness
6. Engine and Transmission Harness

Location of the main wiring harnesses con- frame models to the instrument and lighting
nectors are as follows:- harness.

The engine and transmission harness is con-

nected to the instrument and lighting harness
using two large screw type connectors
located beneath the cab floor, Figure 2.

The steering console harness is located

beneath the front console and connects to
the instrument and lighting harness using a
screw type and snap type connector as
shown in Figure 3.

Figure 4
Roof Harness to Instrument and Lighting Harness
Connectors
Two snap type connectors, Figure 4, located
1. Connector (6 Pin)
in the right hand control console at the base 2. Instrument and Lighting Harness
of the "B" pillar connect the roof harness for 3. Radio Feed
both with cab and roll over protection system 4. Connector (8 Pin)

3
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -
HARNESS ROUTING
Engine and Transmission Harness
The engine and transmission harness, Figure
5, is routed along the length of the engine
and connects the harness to the instrument
and lighting harness.
The engine and transmission harness con-
nects the following components to the elec-
trical system:
• P.T.O. Safety start switch
(Ford 455C with 8 x 8 transmission)
• Fuel tank level sender.
• Air cleaner restrictor switch.
• Water temperature warning switch.
• Water temperature switch.
• Starter motor solenoid.
• Starter motor.
• Fuel shut off solenoid.
• Horn.
• Oil pressure switch.
• Alternator.
• Tachometer sensor.
• Transmission control valve and solenoids.
• Transmission oil temperature sender:
• Thermostart.
• Air conditioning compressor clutch.
• Battery temperature sender.
• Battery.
4
Also connected to the engine/transmission
harness is the wiring for the hydraulic filter
pressure differential switch and transmission
disconnect buttons. On 555C and 655C
Units the wiring for the loader return to dig
system is also incorporated. A snap type
connector located in close proximity to the
loader control valve is used to connect this
wiring to the engine/transmission harness.
Steering Console Harness
The steering console harness, Figure 6, is
adaptable to suit both North American and
Canadian markets (NASO) and all markets
except North America and Canada (ISO)
lighting requirements. In order to achieve this
adaptability two turn indicator connectors
are provided in the harness, one for NASO
and a second for ISO requirements. When
the harness is connected only the appro-
priate connector for the vehicle build is used
and the remaining connector left disconnec-
ted. Similarly, where an electrical component
is not fitted the connector or wiring is also left
free beneath the console after ensuring any
bare wires are fully insulated to prevent a
short circuit from occurring.
The steering console harness connects the
following components to the electrical
system.
• Brake light switch.
• Transmission control lever.
• Transmission modulator.
• Indicator light panel.
• Stop light switch.
• Washer motor.
• Turn indicator switch.
• Accessory socket.
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER1----------------------•

Figure 5
Engine and Transmission Harness

1. Screw Type Connector (7 Pin) 11. Horn

2. Screw Type Connector (24 Pin) 12. Engine Temperature Sender
3. Safety Start Switch 13. Fuel Shut Off Solenoid
4. P.T.O. Safety Start Switch (with PTO) 14. Thermostart
5. Transmission Control Connector (with 4 x 4 Trans- 15. Air Cleaner Restriction Switch
mission) 16. Engine Temperature Warning Switch
6. Transmission Oil Temperature Sender 17. Starter Motor and Solenoid
7. Battery 18. Alternator
8. Battery Temperature Sensor 19. Fuel Tank Level Sender
9. Engine Oil Pressure Switch 20. Return to Dig, Hydraulic Filter and Transmission
10. Air Conditioning Compressor Disconnect Button Harness Connector.

5
- - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - -

Figure 6
Steering Console Harness Connections

1. Transmission Modulator 6. Stop Light Switch

2. Transmission Modulator Connector (8 Pin Grey 7. Accessory Supply
Plastic) 8. Turn Signal Switch (NASO)
3. Transmission Modulator Connector (8 Pin Black 9. Multi Function Switch (ISO)
Plastic) 10. Windscreen Washer Motor
4. Connection to Instrument and Lighting Harness 11. Indicator Lights
(22 Pin Screw Type) 12. Transmission Shuttle Lever
5. Connection to Instrument and Lighting Harness (9
Pin Snap Type)

Instrument and Lighting Harness The components directly attached to the

instrument and lighting harness are as
The instrument and lighting harness is the follows:-
main harness on the vehicle and is adaptable
to suit both NASO and ISO build standards. • Fuses and relays.
The harness is situated beneath the cab floor,
Figure 7, and inter connects the engine and • Front and rear side/indicator lights and
transmission, steering console and roof har- switches.
nesses into the electrical system.
• Hazard light switch.

• Work light switches.

• Fog light switch.

• Rotating beacon switch.

Where lighting regulations between NASO
and ISO markets are different two sets of • Fuel gauge.
connectors are provided in the harness and
only the appropriate connectors for the light- • Temperature gauge.
ing specification required is connected.
Similarly, where a build option or dealer • Hourmeter.
installed accessory is not fitted, appropriate
connectors are also not connected. • Tachometer.

6
----------------------cHAPTER1----------------------

Figure 7
Instrument and Lighting Harness Connections

1. Right Hand Fender Lights 11. Right Hand Front Light Cluster
2. Rear Horn 12. Hand brake Warning Buzzer and: Lighr Switch
3. Reversing Alarm (Where Fitted)
4. Rear Fog Light 13. Blower Motor Switch
5. Ploughlamp 14. Connection to Roof Harness
6. Trailer Socket 15. Radio Feed
7. Left Hand Fender Lights 16. Instrument Console
8. Left Hand Front Light Cluster 17. Hazard Flasher Unit (ISO)
9. Connection to Engine and Transmission Harness 18. Fuses, Relays and Warning Buzzer.s
10. Connection to Steering Console Harness

• Key start switch. Roof Harness

• Handbrake switch (where fitted). Two types of roof harness are available, one
for with cab models and a similar but simpler
version for Units built with the roll over
• Instrument warning buzzer (where
protection frame.
fitted).

• Front and rear windscreen wipers.

• Horn button.
Figure 8 illustrates the routing of the roof
• Reversing audible alarm. harness for with cab models and Figure 9, the
routing for roll over protection frame models.
• Headlights and switch. As with the other harnesses any connectors
supplied with the harness for options not
• Radio feed. fitted to the Unit are left disconnected.

7
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

11
Figure 8
Roof Harness Connections With Cab

1. Rear Work Light 9. Connection to Instrument and Lighting Harness

2. Rear Windscreen Motor 10. Air Conditioning
2. License Plate Light 11. Front Work Light
4. Rear Rotating Beacon 12. Front Rotating Beacon
5. Door Switch 13. Door Switch
6. Rear Window Fan 14. Front Windscreen Motor
7. Courtesy Light 15. Earth
8. Front Work Light

The electrical components connected by the • Door switches.

roof harness are as follows:-
• Courtesy light.

• Air conditioning unit.

With Cab Models
• Rear window ran.
• Front and rear work lights.

• Headlights and side lights. With Roll Over Protection Frame

Models
• Front and rear windscreen motors.
• Front and rear work lights.

• License plate light. • License plate light.

• Front and rear rotating beacons. • Front and rear rotating beacons.

8
----------------------CHAPTER1----------------------

Figure 9
Roof Harness Connections With Roll Over Protection Frame
1. Rear Work Light 6. Front Working Light
2. License Plate Light 7. Front Rotating Beacon
3. Rear Rotating Beacon 8. . Earth
4. Connection to Instrument and Lighting Harness 9. Rear Work Light
5. Front Work Light

FUSES AND RELAYS

The fusebox, Figure 10, is located at the rear
of the instrument console on the right-hand
side of the unit. To gain access to the fuses,
withdraw the retaining screws and remove
the fuse cover.

IR3-1-10 11
Figure 10
Fuses and Relays
The six relays used in the engine starting, 1. Warning Buzzer A Starter Relay
worklamp, air conditioning and warning 2. Relays B Warning Light Earthing Relay
3. Fuses C Air Conditioning Relay
buzzer circuits are positioned below the fuse D Front Work Lamp Relay
box assembly. Reference should be made to E Rear Work Lamp Relay
Figure 10 for relay identification. F Warning Buzzer Relay

9
- - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - -

There is provision for 24 fuses, although only

22 are fitted. The fuses are numbered and the
table and Figure 11 will permit rapid identifi-
I-1SA-I I-10A-I I-1SA-I
cation of the circuits they protect. 1

I -SA- I
2
0
19
7

I -SA- I
8
0
22
13

[ -10A-I
14

c::::::J I-1SA-I I-2SA-I

~
3 9 1S

I-1SA-I 20 CB
rn
23 I-2SA- I
4 10 16

Fuse Rating Chart I -SA- I I -SA- I I -5A- I

Fuse
No. Rating Colour Circuit
s

I-1SA-I
6
0
21
11

I-1SA-I
12
rn
24
17

I -SA- I
18
1 15A Blue Rotating Beacon
2 · 15A Blue Hazard Warning Lights IR3-1-11 Tr
3 - - Figure 11
4 15A Blue Headlight Switch Fuse Identification
5 5A Brown R.H. Side/Rear Lights
and Fog Lamp
6 15A Blue Headlight Dip Beam
7 10A Red Turn Signals INSTRUMENT CONSOLE
8 5A Brown Fuel Shut-Off
9 15A Blue Wipe/Washer The instrument console is illustrated in
10 5A Brown Radio Figure 12. The upper section of the console
11 5A Brown L.H. Side/Rear Lights contains two panels. The left-hand panel
and Instrument Lights contains two gauges and seven indicator
12 15A Blue Headlight Main Beam
lights which give warnings of a system
13 15A Blue Stop Lights
malfunction or provide operating infor-
14 10A Red Horn
15 25A Clear Heater Blower
mation.
16 25A Clear Air Conditioning
17 5A Brown Gauges The right-hand panel contains
18 5A Brown Transmission Shuttle
Valve EITHER:
19 5A Brown Return-to- Dig
20 25A Clear Thermostart
A proofmeter indicating engine speed in
21 5A Brown Interior Light
22 - - revolutions per minute, on an analogue type
23 25A Clear Rear Work Lamps display, sensed from the tractor alternator.
24 25A Clear Front Work Lamps Also incorporated within the proofmeter is an
electro-mechanical digital hourmeter which
records true time when the key-start/stop
switch is turned "ON".

OR
NOTE: Certain optional items of equipment
may not be installed on the Unit however, the
An electro-mechanical digital hourmeter
fuses are still installed and may be used as
without the proofmeter (tachometer)
spares.
installed.

Where necessary, the proofmeter may be

fitted to all units as a dealer installed
Do not replace a blown fuse with another of a accessory without any modifications to the
different rating. wiring harness.

10
----------------------CHAPTER1----------------------

I
®

--0

IR3-1-13 l1
Figure 12 Figure 13
Instrument Console Key-Start/Stop Switch

1. Proofmeter 1. Electrical equipment "OFF"

2. Hand throttle 2. Accessories "ON"
3. Horn push 3. Warning lights and instruments "ON"
4. Key-start/stop switch 4. Starting motor operates
5. Rocker switches
6. Gauges and indicator warning light panel

Rocker switches in the bottom left-hand In the event of a fault occurring in one of the
panel control the headlights, worklamps, above functions an audible alarm will sound
hazard warning lights, windscreen wipers until the malfunction is corrected or the
and windscreen wash. key-start/stop switch is turned off.

Certain tractor functions have been classed

as critical. They are:
• Engine coolant temperature.
NOTE: On Units where the parking brake
engagement audible alarm has been dis-
connected no attempt should be made to
reconnect the circuit even though the wiring
is still incorporated within the wiring
harness.

• Engine oil pressure.

• Transmission oil temperature.
In order to test the operation of the audible
alarm system the warning buzzer will also
sound when the key start/stop switch is
turned to the warning lights and instruments
"ON" position shown in Figure 13.

11
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

Engine Coolant Temperature Gauge

Indicates the temperature of the engine

coolant. If the needle enters the red sector
while the engine is running the audible alarm
will sound.

NOTE: When the key-start/stop switch is

turned off the gauge needle assumes a
random position.

Engine Oil Pressure Warning Light

Indicates low oil pressure and should

extinguish immediately after the engine
IR3-1-14 11 starts. Should the oil pressure drop below a
Figure 14 predetermined level the warning light will
Indicator Warning Light Panel illuminate and the audible alarm will sound.

1. Alternator Charge Warning Light

2. P.T.O. Engaged Warning Light (where fitted}
3. Fuel Level Gauge
Transmission Oil Temperature
4. Engine Coolant Temperature Gauge Warning Light
5. Engine Oil Pressure Warning Light
6. Transmission Oil Temperature Warning Light Should the transmission oil temperature
7. Parking Brake Warning Light (where fitted) exceed a predetermined level the warning
8. Hydraulic System Filter By- Pass Warning Light
light will illuminate and the audible alarm will
9. Air Cleaner Restriction Warning Light
sound. If the warning light illuminates, place
the transmission in neutral, check that the oil
level is correct and run the engine at
The function and operation of the instrument
1000-1200 rev/min. until the warning light
console switches and warning lights as
goes out and the audible alarm no longer
shown in Figures 13 & 14 are as follows.
sounds.
Alternator Charge Warning Light
Indicates the battery is not being charged Hydraulic System Filter By-Pass
and should extinguish when the engine Warning Light
speed is increased above idle.
Should the hydraulic system oil filter become
P.T.O. Engaged Warning Light (Ford blocked the warning light will illuminate to
455C with 8 x 8 Transmission only) indicate the filter requires servicing.
Indicates the P.T.O. lever is in the
NOTE: The warning light may stay
disengaged position. The lever must be
illuminated for a few minutes after engine
disengaged before starting the motor.
start up in cold ambient temperatures. Run
the engine until the light is extinguished
Fuel Level Gauge
before operating the tractor hydraulic
Indicates the level of fuel in the tank and is system.
only operative with the key-start/stop switch
in the "ON" position.
Air Cleaner Restriction Warning Light
NOTE: When the key-start/stop switch is
turned off the gauge needle assumes a Will illuminate when the air cleaner requires
random position. servicing.

12
-----------------------CHAPTER1 _____________________.._

Front Windscreen Wiper Switch (with

cab)

The two speed front windscreen wiper is

operated by a 3-way rocker type switch, the
rear position being off, the centre position
actuates the slow wiper speed and the fore-
most position actuating the fast speed. The
wiper arm is self-parking.

Tractor Lights Switch

The rocker switch is of the 3-way type and

operation of the switch differs between
NASO and ISO markets as follows:-
IR3-1-15 11
NASO markets: The bottom switch posi-
Figure 15 tion is off, the centre position actuates the
Rocker Switches rear tail and instrument panel lights and the
1. Thermostart switch
top position, the rear tail lights, front tractor
2. Blanks for ·dealer installed accessories lights and instrument panel lights.
3. Rear windscreen wiper switch
4. Front windscreen washer switch ISO markets: The bottom switch is off, the
5. Front windscreen wiper switch centre position actuates the side lights and
6. Tractor lights switch instrument panel lights. The top position
7. Hazard warning lights switch
actuates the side lights, headlights and
8. Front work lamp switch (where fitted)
9. Rear work lamp switch instrument panel lights. Selection of main or
dip beam is by means ofthe stalk-type switch
mounted on the steering column, refer to
Thermostart Switch Figure 17. When the headlight main beam is
selected the warning light will be illu-
The rocker switch is of the spring loaded minated.
type, depress and hold the front of the switch
to activate the thermostart. The thermostart Hazard Warning Lights Switch
switch should be used in conjunction with
the key-start/stop switch and reference The switch is internally illuminated and when
should be made to the Operator's Manual for actuated will flash in unison with all the
thermostart operating instructions. tractor turn signals, and the green warning
lights on the steering console.
Rear Windscreen Wiper Switch (with
The hazard warning lights on NASO tractors
cab)
will only operate with the key-start/stop
The single speed self-parking rear winds- switch turned "ON".
creen wiper is actuated when the front of the
switch is depressed. Front Worklamp Switch (ISO markets)

Front Windscreen Washer Switch The front worklamps will only operate with
(with cab) the tractor light rocker switch actuated for
headlight dip or main beam operation. When
The rocker switch is of the spring loaded the worklamp switch is depressed the
return type. Depress and hold the front of the headlight dip beam will extinguish leaving
switch to activate the electric windscreen the tractor side lights and worklamps illu-
washer. minated.

13
- - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - -
Rear Worklamp Switch
The switch is internally illuminated and when
actuated the rear worklamps will operate
independently of the side or headlights.
Key-Start/Stop Switch
Actuates the starting motor and stops the
engine.
H~nn Push
Press to actuate the horn. The horn will only
operate when the key-start/stop switch is
turned "ON".
Accessories
The blanking caps fitted in the panel may be
removed, and rocker switches installed to
operate dealer installed accessories such as a
rotating beacon, rear fog lamp etc. The
power feed for these accessories is fed direc-
tly to the rocker switches thr,()ugh the con-
nectors provided in the instrument and
lighting harness into which the switches
should be fitted.
STEERING CONSOLE
The steering console instrument controls
differ between NASO and ISO market
requirements as illustrated in Figures .15 &
16. The function and operation of the lights
and switches are as follows.
Turn Signal Indicator Lights
The turn signal indicator lights will flash in
unison with the turn signal lights.
14
Figure 16
Steering Console-· NASO
1. Turn signal indicator lights
2. Torque converter lock-up warning light - 8 x 8
transmission only
3. Power-reversing lever
4. Turn signal switch
Turn Signal Switch (NASO markets
only)
The turn signal indicator lights are operated
by the switch mounted on the steering con-
sole, Figure 16. When the switch is operated,
the turn signal light towards the turn will
flash while the opposite light burns conti-
nuously.
Multi-Function Switch (Ford 555C and
655C ISO markets)
The stalk-type switch is mounted on the
steering column, Figure 17 . The switch
operates the horn, turn signals and headlight
flash and is also used to select main or dipped
beam.
Pressing in the end of the stalk actuates the
horn. The stalk will operate the right-hand
turn signal if moved clockwise and the left-
hand turn signal if moved anti-clockwise.
The turn signal warning light (and trailer
lights, if connected), will also flash when the
turn signals are operated.
----------------------cHAPTER1 . . . . . . . . . . . . . . . . . . . . . ..

With the headlights switched on, push the

stalk downwards to select main beam. The
blue warning light on the instrument panel
will also illuminate. Pull the stalk back to the
central position to select dip beam.

Pull the stalk further back, against the spring

pressure, to flash the headlight main beam.
The stalk will automatically return to the
central, dip beam position when released.

Figure 17
Steering Console
Ford 555C and 655C-ISO

1. Turn signal indicator lights

2. Multi-function switch
NOTE: The horn, headlight flash and turn 3. Power-reversing lever
signals will only operate when the key-start/ 4. Headlight main beam warning light
stop switch is-turned "ON". 5. Trailer turn signal indicator lights

B. WIRING LIGHTS AND CONTROLS- FAULT FINDING AND REPAIR

General: IMPORTANT: Care should be exercised

No special tools are required to remove or
replace electrical components. Refer to the
appropriate section of this Repair Manual for
overhaul procedures to cover the starter
motor and alternator.
If an electrical fault is identified, check fuses
for capacity and rating before commencing
with stripdown and continuity testing of the
wiring harnesses.
when using the instrument. In particular,
resistance measurements MUST NOT be
made on the transmission control module.
When measuring the continuity of wiring, it
is necessary to isolate the transmission con-
trol module. When working with a mul-
timeter it is good practice to work from a
higher range downwards to avoid damaging
the instrument.

Where it is necessary to clean the multipin

Fault finding of electrical systems should be
carried out in a logical and methodical fash-
ion. A few minutes spent understanding the
system and analysing the concern can save
considerable time.
connectors a contact spray should be used.
DO NOT USE ANY OTHER METHOD FOR
CLEANING THE TERMINALS.

An essential piece of equipment for checking DO NOT use a cleaner that contains tricho-
electrical systems is a good quality mul- lorethylene which will dissolve the plastic
timeter with a high impedence which can connectors. It is preferable to use a cleaner
measure voltage, current and resistance. with a Freon TF base.

15
- - - - - - - - PART 3- ELECTRICAL S Y S T E M - - - - - - - -

Wiring Harnesses

The wiring harnesses contain wires which

are colour coded for identification. Each
harness can be removed and replaced
independently following established techni-
ques but certain precautions musts be obser-
ved as follows:

• Disconnect the battery, negative terminal

first, prior to disconnection or removal of
any wiring harness.

• Prior to removal, note the harness routing,

clamping positions and terminal connec-
tions.·
Figure 18
Ignition Switch Wiring
• On replacement, ensure the harness
routing and clamping is as specified and 1. Run Terminal- Yellow/White Wire
2. Start Terminal -Thin White/Yellow Wire
not in contact with sharp edges, the 3. Instrument and Alternator- Brown/Yellow Wire
exhaust system or moving parts. 4. Feed from Battery - Brown Wire

• Check connections for wire colour

matching (where applicable).
• Ensure all connectors are fully engaged
and no conductor is exposed.
When it is necessary to remove or partially
disconnect a wiring harness, label each con-
nector before removal from its mating instru-
ment. Labelling of connectors prior to
disassembly will greatly assist in reconnec-
ting the harness.

• Tape back unused connectors.

• Ensure ground connections are clean

with metal-to-metal contact. Use toothed
lock washers where specified.

• Ensure fuses are of the specified rating.

• Check the circuit current draw before

connecting power to the harness.

• Check polarity of the battery before con-

necting power to the harness.
CONNECT POSITIVE TO POSITIVE AND
NEGATIVE TO NEGATIVE.
Should the harness be inadvertently dis-
connected at either the instrument console or
ignition switch reference should be made to
Figures 1 8 and 1 9 to ensure that the wires are
reconnected to the correct terminals.

16
-----------------------cHAPTER1 ........................

Figure 19
Instrument Console Wiring Connectors

1. Hourmeter 12. Instrument Cluster

2. Rear Horn (Where Fitted) 13. Instrument Cluster
3. Horn Button 14. Hazard Warning Switch (NASO)
4. Ignition Switch 15. Hazard Warning Switch (ISO)
5. Fog Light Switch 16. Worklamp Bridging Connectors
6. Rotating Beacon Switch (Less Cab ISO Units)
7. Rear Windscreen Wiper Switch 17. Front Worklamp Switch (NASO)
8. Windscreen Washer Switch 18. Rear Worklamp Switch
s: Front Windscreen Wiper Switch 19. Thermostart Switch
10. Headlamp Switch (NASO) 20. Tachometer
11. Headlamp Switch (ISO)

In section C of this Chapter are a series of Reference should also be made to

circuit diagrams which detail the individual
harnesses and circuits used in the 455C,
555C and 655C vehicles. Reference to the
appropriate circuit diagram is essential in
tracing electrical concerns in the system.
Figures 2, 3 and 4 at the front of this
Chapter which identifies the location of the
main multipin connectors at which the
harnesses can be disconnected to perform
continuity tests.

17
- - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - -
IR-3-1-21 · Tl
Figure 20
Worklamp Bulb Replacement
1. Bezel Retaining Screws
BULB REPLACEMENT
Worklamp
To gain access to the bulb, extract the two
securing screws and remove the lamp
bezel and lens/reflector assembly, Figure
20. Release the spring clip and extract the
bulb from the back of the reflector assem-
bly. Detach the connector from the bulb.
Replacement of the bulb follows the
removal procedure in reverse.
NOTE: All headlights and work/amps have
halogen bulbs. Never touch a halogen
bulb with the fingers. Natural moisture in
the skin will cause the bulb to burn out
when the lamp is switched on. Always use
a clean cloth or tissue when handling
halogen bulbs.
Headlight- ISO Markets
To gain access to the bulb, extract the
three securing screws and remove the rear
cover assembly.
Detach the connectors, remove the rubber
cover and release the spring clip, Figure
21 . Extract the bulb from the lamp assem-
bly. Replacement of the bulb follows the
removal procedure in reverse.
18
Figure 21
Headlight Bulb Replacement
1. Wiring Connectors
2. Spring Clip
3. Rear Cover Retaining Screws
To gain access to the headlight beam
adjustment screws remove the headlight
rear cover as previously described.
The headlights are retained by three
spring-loaded screws. The beam may be
adjusted vertically or lateral~y by turning
one or more of the screws in or out, as
required.
Rear, Stop and Indicator Lights
All bulbs are accessible after the moulded
plastic lens assembly has been removed.
Insert a suitable screwdriver between the
lens and the lamp casing and pry the tangs
at either end of the lamp casing away from
the lens, refer to Figure 22. Remove the
lens assembly.
The bulbs have a bayonet cap fitting and
may be removed by depressing slightly and
rotating approximately 20• anti-clockwise.
Replacement of the bulb follows the
removal procedure in reverse. The lens is
replaced by positioning within the casing
and depressing until the tangs in the
casing lock onto the lens.
----------------------CHAPTER1----------------------

IR-3-1-24 11
Figure 22 Figure 23
Rear, Stop and Indicator Lights Rocker Switch Bulb Replacement

1. Tang 1. Bulb Retainer

2. Sprung Tang
3. Tang

Interior Lamp Instrument Panel Bulb

The interior lamp bulbs are accessible after The warning and panel light bulbs are
removal of the moulded plastic lens cover. removable from the front of the instrument
Depress the cover and rotate approximately panel. To gain access, remove the panel lens.
5° clockwise to remove. The bulb may be The bulb is of the capless type, rated at 1 .2W
removed by exerting outward pressure on and is a push fit in the retainer, Figure 24.
one of the retaining tangs and sliding the
opposite end of the bulb from its retaining
tang. Installation of the bulb and lens cover
follow the removal procedure in reverse.

Rocker Switch Bulb

Certain of the rocker switches are internally

illuminated, the bulb being removable from
the rear of the switch assembly. To gain
access, remove the instrument panel.

The switch assembly is retained by a sprung

tang at either end. Press in the tangs and
remove the swit~h assembly from the console.

To change a bulb, press in the tang using a

small screwdriver and pull the bulb retainer
from the back of the switch, refer to Figure 23.
The bulb is of the capless type, rated at 1 .2W
and is a push fit in the retainer. After changing rFIf===. f ~=f =t:TI
the bulb, push the retainer into the back of Figure 24
switch until the tang locates in the aperture. Instrument Panel Bulb Replacement

19
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

C CIRCUIT DIAGRAMS AND WIRING HARNESS

The circuit diagrams and wiring harnesses illustrated in this Section are as follows:-

Circuit 1 Basic Live Circuits.

Circuit 2 Key Start Switch Operated Circuits- Warning Lights and Instruments "ON".

Circuit 3 Key Start Switch Operated Circuits- Accessories "ON".

Circuit 4 Engine Cranking Circuit.

Circuit 5 Thermostart Circuit.

Circuit 6 Instrumentation Circuits.

Circuit 7 Alarm Protected Circuits.

Circuit 8 Turn Indicator and Hazard Warning Circuits (NASO).

Circuit 9 Turn Indicator and Hazard Warning Circuits (ISO).

Circuit 10 Loader Return To Dig Circuit.

Circuit 11 Transmission Control Circuits.

Circuit 12 Lighting Circuits.

Harness A Engine and Transmission Harness.

Harness B Steering Console Harness.

Harness C Instrument and Lighting Harness.

Harness D Roof Harness.

20
----------------------CHAPTER1----------------------

CD
:m_N
15
4 N

-
L------------------------------N~~--

Circuit 1
Basic Live Circuits

1. Fuse Box
2. Starter Relay
3. Keystart Switch
4. Main Under Floor Connector (7 Pin)
5. Alternator
6. Starter Motor Solenoid
7. Battery

WIRING COLOUR CODES

B - Black p - Purple
G - Green R - Red
K - Pink s - Grey
LG- Light Green u - Blue
N - Brown W- White
0 - Orange y - Yellow

21
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

0 0
N/Y

12V

..,.,

Circuit 2
Key Start Operated Circuits - Accessories "On"

1. Fuse Box
2. Keystart Switch
3. Main Under Floor Connector (24 Pin)
4. Alternator
5. Instrument Panel Connector
6. Instrument Cluster
7. Instrument Panel Connector

Fuses Supplied by Keystart Switch

Fuse
No. Circuit
9. Wipers and Washer
10. Radio
14. Horn
15. Heater Blower

22
----------------------CHAPTER1----------------------

N/Y

12V

Circuit 3
Key Start Operated Circuits- Warning Lights and Instruments "On"

1. Fuse Box
2. Keystart Switch

Fuses Supplied by Keystart Switch

Fuse
No. Circuit
7. Turn indicators
8. Fuel Shut Off Solenoid
13. Stop Lights
16. Air Conditioning
17. Gauges and Warning Lights
18. Transmission Control
19 Return to Dig
20 Thermostart

23
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

~7

~
0
~
W/R W/R

~
~
~1 W/Y

®
'1? 12V

W/Y 23 W/Y

..,
..,
1..!!!.!!'-+oe>f-!!'~-..f...;'-<>-lf.!!W~/R_---1~117 W/R

w0
Circuit 4
Engine Cranking Circuit

1. Instrumentation Earthing Relay

2. Main Under Floor Connector (24 Pin)
3. Safety Start Switch
4. Safety Start Switch
5. Connecting Loop
6. Starter Motor Solenoid
7. Main Under Floor Connector (7 Pin)
8. Key Start Switch
9. Starter Relay

NOTE: 455C models with 8 x 8 transmission have a PTO safety start switch incorporated in the
engine cranking circuit and not the connecting loop (item 5) as shown.

24
----------------------CHAPTER1----------------------

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Circuit 5
Thermostart Circuit

1. Fuse Box
2. Rocker Switch
3. Main Under Floor Connector (7 Pin)
4. Thermostart

NOTE: Key Start Switch MUST be ON when operating the thermostart cold start.

25
- - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - -

R/K
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Circuit 6
Instrumentation Circuits

1. Fuse Box 9. Engine Oil Pressure Switch

2. Instrumentation Earthing Relay 10. Main Under Floor Connector (24 Pin)
3. Starter Relay 11. Handbrake Switch
4. Transmission Dump Switch/Return to Dig 12. Instrument Panel Connector
Connector 13. Instrument Cluster
5. Fuel Tank Sender 14. Instrument Panel Connector
6. Engine Temperature Sender 15. Hourmeter
7. Hydraulic Filter Bypass Switch 16. Engine Tachometer
8. Alternator 17. Connector

26
. . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER1 . . . . . . . . . . . . . . . . . . . . . ....

@
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Circuit 7
Alarm Protected Circuits

1. Fuse Box
2. Buzzer
3. Diode - Transmission Temperature
4. Diode - Engien Oil Pressure
5. Diode- Engine Temperature
6. Main Under Floor Temperature Sender
7. Transmission Oil Temperature Sender
8. Engine Oil Pressure Switch
9. Engine Temperature Switch
10. Instrument Panel Connector
11. Instrument Cluster
12. Instrument Panel Connector

27
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

~ G·R

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Circuit 8
Turn Indicator and Hazard Warning Circuits- NASO

1. Right Hand Rear Light Cluster 7. Hazard Flasher and Turn Indicator Switch
2. Trailer Socket and Connector (NASO)
3. Left Hand Rear Light Cluster 8. Right Hand Front Light Cluster
4. Hazard Switch (NASO) 9. Indicator Lights
5. Main Underfloor Connector (24 Pin) 10. Steering Console Connector (9 Pin)
6. Left Hand Front Light Cluster 11. Fuse Box

28
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER1----------------------•

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Circuit 9
Turn Indicator and Hazard Warning Circuits- ISO

1. Flasher Unit (ISO)

2. Right Hand Rear Light Cluster
3. Trailer Socket and Connector
4. Left Hand Rear Light Cluster
5. Hazard Switch (ISO)
6. Main Under Floor Connector (24 Pin)
7. Connector
8. Left Hand Front Light Cluster
9. Indicator Turn/Main Beam/Horn Switch
10. Hazard Flasher (NASO)
11. Right Hand Front Light Cluster
12. Indicator Lights
13. Steering Console Connector (9 Pin)

29
- - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - -

N/W

...
N/W
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Circuit 10
Loader Return to Dig Circuit- Ford 555C and 655C Only

1. Fuse Box
2. Main Under Floor Connector (24 Pin)
3. Transmission Control Switch and Return
to Dig Connector
4. Cylinder Mounted Switch
5. Bucket Spool Solenoid

30
----------------------cHAPTER1----------------------

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Circuit 11
Transmission Control Circuits

1. Fuse Box
2. Buzzer
3. Buzzer Relay
4. Transmission Control Connector
5. Torque Convertor Lock Up Solenoid (8 x 8 only)
6. Transmission Control Solenoids
7. Steering Console Connector (22. Pin)
8. Handbrake Warning Circuit Diodes
9. Connector
10. Transmission Dump Switch/
Return to Dig Co.nnector
11. Transmission Control Lever and Switch Assembly
12. Gear Lever Switch
13. Connector
14. Transmission Control Module
15. Connector
16. Loader Lever Switch
17. Steering Console Connector (9 Pin)
18. Handbrake Switch (where fitted)
19. Main Under Floor Connector (24 Pin)

31
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

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Circuit 12
Lighting Circuits

1. Roof Connector 8. Front Work Light/Headlight Selector Switch

2. Fuse Box (ISO)
3. Rotating Beacon Switch 9. Headlight Switch (NASO)
4. Plough Lamp Connection 10. Headlight Switch (ISO)
5. Rear Work Light Relay 11 . Left Hand Door Switch
6. Front Work Light Relay 12. Cab Interior Light
7. Rear Work Light Switch 13. Right Hand Door Switch

NOTE: Fuse 5 supplies right hand side lights.

Fuse 11 supplies left hand side lights and instrumentation lights.
Blue coded wire from 'switch 8' feeds to steering column mounted headlight dip
switch; fuse 6 (15A) protects dip beam; fuse 12 (15A) protects main beam.

32
-----------------------cHAPTER1------------------------

A. ENGINE AND TRANSMISSION HARNESS

B. STEERING CONSOLE HARNESS
C. INSTRUMENT AND LIGHTING HARNESS
D. ROOF HARNESS

33
- - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - -

34
D. ROOF HARNESS

WIRING COLOUR CODES

B - Black p - Purple
G - Green R - Red
K Pink s Grey
LG - Light Green u - Blue
N - Brown w- White
0 - Orange y - Yellow
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D. ROOF HARNESS

1. Rear Screen Defrost Connector

2. Rear Screen Wiper Motor and Connector
3. Rear Worklight and Connector
4. Licence Number Plate Light & Connector
5. Rear Flashing Beacon Connector
6. Connector (8 Pin)
7. Left Hand Door Switch
8. Cab Interior Light
9. Front Worklight & Connector
10. Front Screen Wiper Motor & Connector
11. Front Worklight & Connector
12. Front Flashing Beacon Connector
13. Optional Air Conditioning Unit
14. Right Hand Door Switch
15. Connector (6 Pin)
16. Rear Worklight & Connector
A. ENGINE AND TRANSMISSION HARNESS

WIRING COLOUR CODES

B Black p - Purple
G Green R - Red
K - Pink s - Grey
LG - Light Green u - Blue
N - Brown w- White
0 - Orange y - Yellow
A. ENGINE AND TRANSMISSION HARNESS

1. Main Underfloor Connector (7 Pin)

2. Main Underfloor Connector (24 Pin)
3. Safety Start Switch (except 8 x 8 Transmission)
4. Safety Start Switch (all Transmission)
5. Connector
6. Loop Connector (less P.T.O.)
7. P.T.O. Safety Start Switch (with P.T.O.)
8. Transmission Connector
9. Torque Convertor Lock Up Solenoid (8 x 8 Transmission)
10. Transmission Control Valve
11. Transmission Temperature Sender
12. Battery Temperature Sender
13. Fuel Tank Level Sender
14. Engine Oil Pressure Switch
15. Air Conditioning Compressor Clutch
16. Alternator
17. Horn
18. Temperature Gauge Sender
19. Thermostart
20. Air Cleaner
21. Temperature Switch
22. Fuel Shut Off Solenoid
23. Starter Solenoid
24. Starter Motor
25. Battery
26. Connector (5 Pin)- Tranmission Control Switches/Return to Dig
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B. STEERING CONSOLE HARNESS

WIRING COLOUR CODES

B - Black p - Purple
G - Green R - Red
K - Pink s - Grey
LG - Light Green u - Blue
N - Brown w - White
0 - Orange y - Yellow
B. STEERING CONSOLE HARNESS

1. Steering Console Connector (9 Pin)

2. Steering Console Connector (22 Pin)
3. Handbrake Warning Diodes
4. Socket
5. Connector
6. Stoplight Switch
7. Transmission Control Switch/Lever Assembly
8. Multifunction Switch
(Horn/Turn Indicators/Headlight Dip & Flasher)
9. Connector
10. Screen Washer Motor
11. NASO Switch Connector (6 Pin)
12. NASO Flash Switch
13. Control Module Connector (8 Pin) (Grey Plastic)
14. Transmission Control Module
15. Control Module Connector (8 Pin) (Black Plastic)
16. Indicator Lights
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C. INSTRUMENT AND LIGHTING HARNESS

WIRING COLOUR CODES

B - Black p - Purple
G - Green R - Red
K - Pink s - Grey
LG - Light Green u - Blue
N - Brown w - White
0 - Orange y - Yellow
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C. INSTRUMENT AND LIGHTING HARNESS

1. Left Hand Rear Light Cluster 28. Hazard Switch (:\IASO)

2. Rear Horn (Optional) 29. Front Screen Washer Switch
3. Reverse Alarm 30. Hazard Switch (ISO)
4. External Work Light Connector 31. Front Wiper Switch
5. Fog Lamp Connector 32. Headlight Switch (NASO)
6. Trailer Socket 33. Headlight Switch (ISO)
7. Right Hand Rear Light Cluster 34. Heater Fan Assembly
8. Connector 8 Pin (to Roof Harness) 35. Main Underfloor Connector (24 Pin)
9. Connector 6 Pin (to Roof Harness) 36. Steering Console Connector (22 Pin)
10. Fusebox 37. Left Hand Light Cluster
11. Buzzer 38. Right Hand Light Cluster
12. Diode (Trans. Temperature) 39. Steering Console Connector (9 Pin)
13. Diode (Engine Oil Pressure) 40. Main Underfloor Connector (7 Pin)
14. Diode (Engine Temperature) 41. Heater Fan Switch
15. Warning Buzzer Relay 42. Stoplight Switch
16. Air Conditioning Relay 43. Instrument Panel Connector
17. Rear Work Lamp Relay 44. * Instrument Cluster Assembly
18. Warning Light Earthing Relay 45. Fuel Gauge
19. Starter Relay 46. Temperature Gauge
20. Front Worklamp Relay 47. Instrument Panel Connector
21. Key Start Switch 48. Hourmeter
22. Thermostart Switch 49. Engine Tachometer
23. Rotating Beacon Switch 50. Horn Connector
24. Rear Worklight Switch 51. Radio Connector
25. Fog lamp Switch 52. Option Horn Lead
26. Front Worklight/Headlight 53. Flasher Unit (ISO)
Selector Switch
27. Rear Screen Wiper Switch

* Warning Light Identification

1. Engine Oil Pressure 5. Air Cleaner Restriction
2. Trans. Oil Temperature 6. Alternator Charge
3. Handbrake 7. 8x8only
4. Hydraulic Filter Bypass
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 PART3
ELECTRICAL SYSTEM

Chapter2
BATTERY
Section Page

A. BATTERY- DESCRIPTION AND OPERATION 1

B. BATTERY- MAINTENANCE AND TESTS 2

A. BATTERY- DESCRIPTION AND OPERATION

The lead acid type storage battery is

installed in a compartment on the side of
the left hand sub-frame. The battery
provides a 12 volts system and is rated
at 128 ampere hours. The battery is
constructed with 6 cells, each cell producing
2.1 volts to produce a total battery output of
12.6 volts. The battery compartment is of
robust construction to protect the battery
from damage. The heavy lid, when closed,
forms part of the step for gaining access to
the cab.

The battery has three major functions:

• To provide a source of current for

starting lighting and instrumentation.
Figure 1
• To help control the voltage in the Battery Location
electrical system.
1. Hold Down Clamp
2. Foot Step/Compartment Front
• To provide current when the electrical 3. Negative Terminal
demands exceed the alternator output. 4. Positive Terminal

1
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

Battery construction is such that each cell Each positive plate is composed of a lead
contains positive and negative plates grid with a lead peroxide coating while the
alternately placed next to each other. Each negative plates are composed of a lead grid
positive plate is separated from a negative with a spongy lead pasted into the grid
by a non-conducting porous separator openings.
which prevents the plates touching each
other. If any positive or negative plates
touch each other within a cell that cell will
short circuit and will no longer be useful.

All the positive plates are welded to a post The liquid electrolyte in the battery is
strap to form a positive group while the comprised of sulphuric acid and water
negative plates are connected to a similar mixed together to form a sulphuric acid
strap for the negative group. solution.

B. BATTERY- MAINTENANCE AND TESTS

REMOVAL SPECIFIC GRAVITY

With reference to Figure 1:

The specific gravity of battery electrolyte

indicates the state of charge. Fully charged
1. Remove the battery compartment lid. the specific gravity of the electrolyte is
approximately 1.280.

2. Disconnect the negative cable, then the

positive.
When a battery discharges, sulphuric acid
in the electrolyte combines chemically with
the plates, and this action lowers the
3. Remove the hold down clamp.
specific gravity of the solution.

4. Remove the combined foot step/

compartment front.
A battery hydrometer, Figure 2, will
determine the specific gravity of the
electrolyte in a cell, and the amount of
5. Lift out the battery from the unused sulphuric acid in the solution is a
compartment. measure of the degree of charge of that cell.

2
- - - - - - - - - - - CHAPTER2 - - - - - - - - - - -

The lower temperature at which a battery is

required to operate the more necessary it is
that the battery is maintained in a fully
charged, condition. For example a battery
with a low specific gravity of 1.225 at 2JCC
(80°F) will operate the starting motor at
warm ambient temperatures but may fail,
due to lower battery efficiency at a low
temperature.

The following table lists the effect of

temperature on the efficiency of a typical Figure2
battery. Battery Hydrometer

Temperature . Efficiency of a Fully

Charged Battery
When serv1cmg a battery the following
26SC (80°F) 100% steps should be observed:
10.0°C (50°F) 82%
-1.0°C (30°F) 64%
-6SC(20°F) 58%
-12.0°C (10°F) 50%
-17.0°C ( 0°F) 40%
-23.0°C (-10°F) 33%

1. Maintain the electrolyte to the

recommended level which is generally
approximately 0.25 in. (5.0 mm) above
the plates otherwise the acid will reach a
high concentration that will damage the
separators and impair the performance
of the plates.
CHARGING

Maximum battery life can be obtained when

the correct care and periodic inspection is
given. It is important that output capacity
should not be exceeded by constant and
excessive overloading, and that charging
requirements be maintained. 2. Use only distilled water for topping up.

3
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -
3. Always keep the battery at least three-
quarters charged otherwise the plates
will become sulphated and loss of
efficiency will result with probable
damage from freezing during cold
temperatures.
4. Avoid overcharging the battery as
excessive charging will create high
internal heat that will expand and warp
the plates or distort the battery case.
5. When fast charging ensure the battery
temperature does not exceed 51.5°C
(125°F).
6. Do not add sulphuric acid to a cell
unless the electrolyte has been lost
through spilling. Before replenishing
ensure the solution is at the correct
specific gravity.
A slow charge is the only method to be
employed to fully charge a battery. A high
rate charger can be used to quickly boost
the battery capacity but this must be
followed by a slow charge rate to bring the
battery to full capacity.
4
Before charging a battery:
1. Thoroughly clean the battery casing,
cell covers and terminals.
2. Check the level of the electrolyte in each
cell and add distilled water as
necessary.
3. With a slow charger use a rate of 3 to 4
amperes for the time necessary to bring
the battery to full charge. This may take
24 hours or more ifthe battery is heavily
sulphated. A severely sulphated battery
might not accept a charge. When the
battery is fully charged the cells will gas
freely and the specific gravity will
remain constant. Remove the charger
after three consecutive hydrometer
readings taken at hourly intervals
indicate that the specific gravity has
stopped rising.
4. When using a fast or high rate of charge
carefully follow the manufacturer's
instructions. High rate charging raises
the temperature of the electrolyte and,
unless a charger is equipped with an
automatic time or temperature device,
the electrolyte temperature could
exceed 51SC (125°F) which may cause
violent battery gassing.
WARNING: When a battery is being
charged an explosive gas is produced. Do
not smoke or use an exposed flame when
checking the electrolyte level.
- - - - - - - - - - - CHAPTER2 - - - - - - - - - - -
TESTS
Before commencing battery tests check the
battery for clogged vents, corrosion, raised
cell covers or a cracked case. The following
tests are performed using a hydrometer, a
battery starter tester (high-rate discharge
tester) and a battery charger.
SPECIFIC GRAVITY: This test will determine
the state of battery charge. Proceed as
follows:
1. With the float in the vertical position
take the reading at the level of the
bottom of the curved portion of the
liquid.
2. Adjust the hydrometer reading for
electrolyte temperature variations by
subtracting four points (0.004 specific
gravity) for every 5SC (10°F) below the
temperature at which the hydrometer is
calibrated and by adding four points
(0.004 specific gravity) for every 5.5°C
(1 0°F) above this temperature.
The following are examples using a determine if the battery has sufficient
hydrometer calibrated at 30°C (86°F).
Example 1:
Temperature below 30°C (86°F)
Electrolyte temperature 19°C (66°F)
Hydrometer reading 1.270
Subtract 11.00 x 0.004 0.008
5.5
Corrected Specific Gravity 1.262
Example2:
Temperature above 30°C (86°F)
Electrolyte temperature 40°C (104°F)
Hydrometer reading 1.270
Add 10.0 X 0.004 0.007
5.5
Corrected Specific Gravity 1.277
5
3. Use the table under to determine the
state of charge.
State of Charge Corrected Specific
Gravity
100% 1.280
75% 1.230
50% 1.180
25% 1.130
Discharged 1.080
NOTE: Specific Gravity should not vary
more than 0.025 points between cells.
4. If the specific gravity is 1.280 or more,
the battery is fully charged.
5. Should the corrected specific gravity be
below 1.280, charge the battery and
inspect the charging system to
determine the cause of low battery
charge.
NOTE: If distilled water has recently been
added the battery should be put to work
for a short period otherwise accurate
hydrometer readings will not be obtained.
CAPACITY: The battery capacity test is to
discharge capacity for the load imposed by
the electrical accessories while turning the
engine. The voltage reading obtained is
used to determine the battery condition.
Prior to testing ensure the electrolyte level
is correct and the specific gravity of each
cell is 1.225 or more. As required the
batteries may be tested on or off the
vehicle.
1. Set the current control switch of the
battery starter tester (high rate
discharge tester) to the 'off' position,
and the voltage selector switch equal to
or slightly higher than the rated battery
voltage. Connect the tester positive
leads to the battery positive terminal
and the negative leads to the negative
battery terminal.
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

2. Turn the current control knob until the 5. After three minutes at this fast charge
ammeter reading is three times the take the voltmeter reading.
ampere-hour rating of the battery and
take the voltage reading.

If the total voltage is over 15.5 volts, the

• If the reading is 9.6 volts or more the
battery has an acceptable output
capacity and will readily accept a
normal charge.
battery is unsatisfactory and is probably
sulphated or worn out and should be
replaced.

• If the total voltage is under 15.5 volts,

• If however the reading is below 9.6, test
charge the battery as described, and
repeat the capacity test.
test individual cell voltages (if battery
has external cell connections) with the
charge still operating on fast charge. If
cell voltages are uneven replace the
battery.

IMPORTANT: Do not leave the high

discharge load on the battery for periods • If the individual cell voltages are even,
longer than 15 seconds. within 0.1 volt, test the specific gravity
of each cell and re-charge the battery to
the following scale:

TEST CHARGING: This test is designed only

for batteries that have failed the previous
Capacity Test.
Specific Gravity Fast Charge Up To:

1.150 or less 60 Minutes

1. Attach the battery starter tester (high 1.151 to 1.175 45 Minutes
rate discharge tester) positive leads to 1.176 to 1.200 30 Minutes
the battery positive terminal and the 1.201 to 1.225 15 Minutes (Slow
negative leads to the battery negative charge only)
terminal.

NOTE: When battery trouble is experienced

2. Connect the battery charger positive the fan belt tension and the complete
lead to the battery positive terminal and charging system should be checked.
the negative lead to the battery negative
terminal

INSTALLATION

3. Turn the charger timer past a '3 1. Installation of the battery is the removal
minutes' charge indication, and then procedure in reverse.
back to the '3 minutes' mark.

2. When connecting the battery leads

4. Set the charging rate as close as ensure the positive terminal is
possible to 75 amperes. connected first.

6
 PART3
ELECTRICAL SYSTEM

Chapter 3
STARTING SYSTEM

Section Page

A. STARTING SYSTEM- DESCRIPTION AND

OPERATION 1
B. STARTING MOTOR- OVERHAUL 3

A. STARTING SYSTEM- DESCRIPTION AND OPERATION

The starting system consists of a starting

motor, starting relay, key starting switch
and heavy duty circuit wiring, Figure 1. An
optional solenoid operated ether spray
device which injects ether into the inlet
manifold to assist the starting system
during extreme cold weather is available.
The ether spray can only be operated when
the starter motor is turning.

The starting motor is a 5 in. (127 mm)

diameter four pole four brush type using an
integral solenoid contactor and positive
engagement drive assembly, Figure 2.
IR-3-3-01 11

Figure 1
The 5.0 in. (127 mm) starting motor Starting System- Schematic Form
solenoid incorporates two windings
connected in parallel. One winding is the 1. Battery 5. Safety Start Switch
low resistance 'pull-in' coil, grounded 2. Key Start Switch 6. Starting Motor Relay
3. P.T.O. Safety Start 7. Instrumentation Earth
through the motor, while the other is the
Switch (455C) Relay
high resistance 'hold-in' coil, grounded via 4. Safety Start Switch 8. Starting Motor
the solenoid body. 9. Starting Motor Relay

1
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

Figure2
Starting Motor- Exploded View

1. Lever Assembly 6. Armature Assembly 11. Brake

2. Collar and Ring 7. Brush Assembly 12. Solenoid Plate
3. Drive Assembly 8. Brush Spring 13. Solenoid Assembly
4. Plate 9. Brush Plate Assembly
5. Field Coil Assembly 10. Brush Holder

When the key start switch is closed, with the

transmission in neutral, the solenoid coils
are energized and the solenoid plunger is
magnetically attracted into the solenoid
core. This movement, transmitted through
a pivoted linkage mechanism, forces the
drive pinion into mesh with the flywheel
ring gear. On full engagement, the solenoid
plunger closes a set of contacts to give a
direct feed from the battery to all four field
coils, providing full power to the starting
motor.

At this point, one end of the 'pull-in' coil is

connected to battery positive through the
starter switch circuit, while the other end is
connected to positive through the solenoid
Tl
contacts. The 'pull-in' coil is thus by-passed,
drawing no current, and the 'hold-in' coil Figure3
alone keeps the solenoid plunger engaged. Solenoid Operation- Schematic Form

The starter incorporates a single set of 1. Key Starter Switch

contacts and a two-piece solenoid plunger, 2. Safety Start Switch
3. Field Coils
which completely closes the contacts even
4. Armature
if the pinion and ring gear teeth are 5. Pull-in Coil
misaligned. When this happens, an 6. Starting Motor Solenoid
engagement spring is compressed which 7. Hold-in Coil
forces the pinion into full engagement as 8. Contacts
soon as the starter begins to turn. 9. Battery

2
 CHAPTER3 - - - - - - - - - - -

When the key start switch is released,
power to the solenoid and motor is
removed. The solenoid return spring,
acting through the pivoted linkage
mechanism, pulls the drive pinion out of
mesh and reopens the solenoid contacts.
Incorporated in the drive pinion assembly is
a roller clutch device. This device prevents
the armature from rotating excessively if
the pinion remains in mesh with the
flywheel ring gear after the engine has
started.

B. STARTING MOTOR-OVERHAUL

STARTING SYSTEM TEST Starting Motor Circuit Current Draw

For easier and rapid diagnosis and for most 1. Disconnect the battery ground
conclusive test results, it is recommended (negative) cable from the battery.
that a battery-starter tester (high-rate
2. Disconnect the battery positive cable
discharge tester) incorporating a 0-20 volt
from the starter solenoid. Connect the
voltmeter and a 0-500 amp ammeter be
ammeter positive lead to the battery
used to diagnose starting system problems.
positive terminal and the ammeter
negative lead to the solenoid input
terminal.
When using test equipment, follow the
manufacturer's recommended test
procedures. If test equipment is not
available, comply with the following test
procedures and refer to ·starting system
specifications. See "Specifications"
Chapter 5. Using a standard voltmeter (0-20
volts) and ammeter (0-500 amps) the
starting motor can be checked for proper
operation without removing it from the
engine, by using the following procedure.

Before testing:

• Check that the battery is fully charged.

. IR-3-3-04 11
• Check the complete starting system
wiring circuit for frayed or broken wires Figure4
Circuit Current Draw Test
or for loose connections,
1. Ammeter 3. Battery
• Check the engine is not seized. 2. Voltmeter 4. Starting Motor

3
- - - - - - - - • PART 3- ELECTRICAL S Y S T E M - - - - - - - - -
3. Reconnect the battery ground (negative)
cable to the battery negative terminal.
4. Connect the voltmeter positive lead to
the battery positive terminal and the
voltmeter negative lead to the battery
negative terminal.
5. Disconnect the wire from the fuel
injection pump shut-off solenoid.
6. Crank the engine while observing the
voltmeter and ammeter readings. See
'Specifications'- Chapter 5.
• If the current draw is within
specifications, the starting motor is
functioning properly. Proceed to
'Starting System Circuit Resistance'.
• If the current draw is greater than
specified, check the circuit as outlined
below. If the starting system circuit tests
are satisfactory . the starting motor is
defective and must be disassembled to
determine the cause.
• If the current draw is less than specified,
the starting motor is defective and must
be disassembled to determine the
cause.
Starting System Circuit Resistance
(Voltage Drop)
If there is an excessive current draw, the
circuit should be checked by recording
voltage drops across the individual
components in the circuit.
IMPORTANT: Disconnect the fuel injection
pump fuel shut-off solenoid wire.
Battery Positive Cable:
1. Connect the voltmeter positive lead to
the battery positive terminal.
2. Connect the voltmeter negative lead to
the starting motor solenoid battery
terminal.
4
3. Crank the engine while observing the
voltmeter reading. If the voltage
exceeds 0.2 volt, check and tighten the
cable connections. Recheck the voltage;
if still excessive install a new cable
assembly.
Starting Motor Ground Connections:
1. Connect the voltmeter positive lead to
the starting motor frame.
2. Connect the voltmeter negative lead to
the engine block.
3. Crank the engine while observing the
voltmeter reading. If the voltmeter
reading exceeds 0.2 volts check the
ground connections between the
starting motor flange and the rear
engine plate.
Battery Ground Cable:
1. Connect the voltmeter positive lead to
the engine block.
2. Connect the voltmeter negative lead to
the battery negative terminal.
3. Crank the engine while observing the
voltmeter reading. If the reading
exceeds 0.2 volt, check and tighten the
ground cable connections. Recheck the
voltage; if it is still excessive, install a
new ground cable assembly.
REMOVAL
If a starting motor failure is suspected,
perform the starting motor tests, as
outlined in this Chapter, before removing
the starting motor. To remove the starting
motor, proceed as follows:
With reference to Figure 5:
1. Disconnect the battery ground
(negative) cable from the battery.
- - - - - - - - - - - - CHAPTER 3

2. Disconnect the starting motor ground

cable from the starting motor brush end
plate.

3. Disconnect the positive battery cables

from the solenoid and the solenoid coil
feed wire.

4. Remove the starting motor mounting

bolts and remove the starting motor.

DISASSEMBLY

With reference to Figure 6:

1. Support the starting motor in a soft

jawed vice. Do not overtighten the vice.
FigureS
Starting Motor Assembly
2. Remove the copper link connecting the
solenoid terminal S2 to the motor
1. FeedtoWiringHarness
casing mounted terminal. Remove the
2. Safety Start Wire
3. Negative Ground Cable flexible link connecting the solenoid S1
4. Retaining Bolts terminal to the first part field coil inside
5. Positive Feed to Solenoid the casing.

FigureS
Starting Motor- Exploded View

1. Lever Assembly 8. Brush Spring

2. Collar and Ring 9. Brush Plate Assembly
3. Drive Assembly 10. Brush Holder
4. Plate 11. Brake
5. Field Coil Assembly 12. Solenoid Plate
6. Armature Assembly 13. Solenoid Assembly
7. Brush Assembly

5
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -
3. Remove the solenoid retaining stud
nuts and washers and withdraw the
solenoid. Note that the plunger will
remain in the drive engagement lever.
4. Remove the solenoid plunger from the
drive engagement lever by gripping the
plunger and lifting up the front end and
releasing it from the drive engagement
lever.
5. Remove the sealing grommet which is
wedged between the drive end housing
and motor casing.
6. Remove the motor casing, end plate and
drive end housing through bolts and
also remove the two recessed screws
from the end plate which retain the
brush gear assembly to the inner face of
the end cover.
7. The commutator end cover assembly
consisting of a sealing ring, brake shoe
assembly, steel thrust washer, fibre
packing washer and bearing brush can
now be removed leaving the brush gear
in its operating position on the
commutator.
NOTE: At this stage of disassembly, inspect
the brushes and commutator and
determine if these are the cause of failure.
Further inspection details follow.
8. Pull the commutator end of the
armature shaft from the casing until the
brush gear and commutator are fully
exposed. Using a wire hook lift the
brush springs and remove the brushes
from the brush carriers. Remove the
brush gear assembly.
9. Withdraw the motor casing from the
armature and drive end bracket.
10. Unscrew the drive engagement lever
eccentric pivot pin from the drive end
housing.
6
11. Remove the drive assembly and inner
plate retaining snap ring from the
armature shaft by driving the securing
thrust collar squarely off the snap ring
with a suitable diameter tube, and then
levering the snap ring from the groove.
12. Remove any packing shims that may
have been installed on the armature
shaft between the drive end housing
and armature core. These shims control
the armature end float.
INSPECTION AND REPAIR BENCH
TEST
With a standard voltmeter (0-20 volts)
proceed as follows:
1. Inspect the surface of the commutator
for· burned spots. If burned spots are
evident, install a new armature.
Testing Armature for Short Circuits:
In order to test the armature for short
circuits, use suitable armature testing
equipment or a 'growler' and follow the
manufacturer's instructions on how to test
for short circuits.
Testing Armature for Grounded Circuits:
1. Attach the voltmeter negative lead to
the battery negative terminal.
2. Attach a jumper lead to the battery
positive terminal.
3. Touch the armature core with the
jumper lead while at the same time
touching a commutator segment with
the voltmeter positive lead. Test each
segment of the commutator in this
manner.
4. Observe the voltmeter and note if a
voltage reading occurs. If voltage is
evident; the armature windings are
grounded and a new armature must be
installed.
 CHAPTER3
Testing Field Coils for Open Circuits
1. Connect the voltmeter positive lead to
the starting motor field terminal.
2. Connect the voltmeter negative lead to
the battery negative terminal.
3. Attach a jumper lead between the
battery positive terminal and to one of
the insulated brushes. The voltmeter
should indicate battery voltage.
4. Repeat the complete test with the
jumper lead connected to the other
insulated brush. The voltmeter should
indicate battery voltage.
5. Disconnect the voltmeter positive lead
from the starting motor field terminal
and connect it to the eyelet wire.
Connect the jumper lead between the
battery positive terminal and, in turn, to
each of the insulated brushes. The
voltmeter should indicate battery
voltage.
NOTE: If no voltage is indicated in Steps 3, 4
and 5, an open circuit exists in the field coils
and new coils must be installed.
Testing Field Coils for Grounded Circuits
1. Connect and voltmeter positive lead to
the starting motor field terminal.
2. Connect the voltmeter negative lead to
the battery negative terminal.
3. Attach a jumper lead between the
battery positive terminal and the
starting motor frame.
4. The voltmeter reading should indicate
zero voltage. If a reading is indicated,
the field coils are grounded and new
coils must be installed.
7
Brush Inspection
To gain access to the brushes, complete
steps 1 to 7 ofthe disassembly procedure.
1. Check the movements of the brushes in
their holders. If the brushes are sticking,
clean them with a suitable solvent and if
necessary, smooth the sides of the
brushes with a fine abrasive or a
smooth file.
2. Check the brushes for wear, if they
are worn to less than the length
specified, install new brushes see
'Specifications'- Chapter 5.
3. Check the brush spring tension by
positioning a spring scale hook under
the brush spring. Pull the spring scale
radially. Install new springs if the
tension is less than specified. See
'Specifications'- Chapter 5.
4. Install a new brush end plate assembly
if the insulators between the field brush
holders and the end plate are defective.
Brush Removal and Installation
1. Unsolder the field brush leads from the
field coils.
2. Unsolder the ground brush leads from
the brush holders.
3. Install the new brushes, soldering the
leads using a 300 watt soldering iron
and resin core solder.
4. Ensure the new brushes move freely in
the holders. If necessary, smooth the
sides of the brushes with a fine abrasive
or a smooth file.
Armature Assembly and Armature
Bushing
1. Inspect the armature for damage to the
core and wire areas. If damaged install a
new armature; do not attempt to
machine the core.
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -
2. Using 'Vee'-blocks and a dial indicator
check the armature shaft runout. Install
a new armature if the runout is greater
than that specified or if the shaft is badly
worn. See 'Specifications'- Chapter 5.
3. Examine the armature shaft bushing in
the brush end plate. If the bushing is
worn or scored install a new bushing.
4. Inspect the brake shoes in the brush end
plate. If worn or damaged, install new
parts.
5. Inspect the bushing in the inner plate. If
worn or scored, install a new bushing.
6. Inspect the bushing in the drive end
housing. If the bushing is worn or
scored, install a new bushing.
7. Clean the commutator with a suitable
solvent and inspect the surface for pits
and burned spots.
8. Using 'Vee'-blocks and a dial indicator,
check the commutator runout. If the
runout is more than specified, turn
down the commutator using a lathe and
sharp cutting tool. Rotate the armature
at a high speed and take light cuts with
the tool. Then polish the surface with
fine glasspaper or emery cloth. See
'Specifications'- Chapter 5.
NOTE: Do not reduce the diameter of the
commutator to less than the dimension
specified or a new armature must be
installed. The insulation slots must not be
undercut.
9. Perform the armature ground test.
Field Coils
Check the field coils for open or grounded
circuits. lffaulty install new coils as follows:
1. Unsolder the field coil leads from the
field terminal.
2. Unsolder the eyelet cable from the field
coil connection.
8
3. Remove the pole shoe screws.
4. Remove the insulation band.
5. Remove the pole shoes and field coils
from the starting motor frame.
6. Position the new field coils over the pole·
shoes and place the coils in the starting
motor frame.
7. Place the insulation band in position.
8. Install the pole shoe retaining screws.
While tightening the screws, tap the
starting motor frame with a soft-faced
hammer to align and set the pole shoes.
Once installed, stake the screws to
prevent them from loosening.
9. Resolder the field coil leads to the
starting motor field terminal using resin
core solder.
10. Resolder the eyelet cable connections.
11. Check the field coils for grounding.
Drive Assembly
Check the operation of the roller clutch. The
pinion should rotate clockwise only. If the
pinion is stuck or rotates in both directions,
or if the pinion teeth are damaged, install a
new drive assembly.
If damaged pinion teeth are evident, check
the flywheel ring gear teeth. See PART 1,
'ENGINE SYSTEM'.
RE-ASSEMBLY
1. Re-assembly of the starting motor
follows the disassembly procedure in
reverse.
NOTE: Before the drive end housing can be
firmly seated, the slot in the inner plate
must be aligned with the pin on the drive
end housing and the slot in the starting
motor casing.
Prior to installation, the pm1on clearance,
armature end play and starting motor no
load function must be tested.
 CHAPTER3

Setting the Pinion Clearance- Setting the Armature End Play-

1. Secure the starting motor in a vice
equipped with soft jaws.
1. Secure the starting motor in a vice
equipped with soft jaws and attach a
dial indicator to the drive end housing
flange. Locate the dial indicator pointer
on the end of the armature shaft.

2. Using a 6 volt source, connect a jumper

lead through an open switch between
the source and the solenoid switch
terminal (spade connector). Connect
another lead from the source to the
starting motor ground terminal.

3. Measure the pm1on clearance by 2. Move the armature shaft forward by

inserting a feeler gauge, of the specified pressing on the stop collar. Set the
thickness, between the pinion gear and indicator dial to zero.
the armature shaft collar then close the
switch. Lightly press the pinion towards
the 'armature to take up any slack in the
drive linkage and check the clearance.
For the correct pinion clearance, see
'Specifications'- Chapter 5.

4. If the clearance is incorrect, loosen the

drive lever eccentric pivot pin locknut 3. Push the armature shaft rearwards and
and turn the pin clockwise to increase record the gauge reading.
the clearance or counterclockwise to
reduce the clearance.

NOTE: Ensure the head of the arrow

marked on the pivot pin is set between the
arrows cast on the drive end housing. If this
condition cannot be achieved, renew the
drive linkage assembly.
4.
5. After setting the clearance hold the
pivot pin in position with a screwdriver
and tighten the locknut to the correct
torque, see 'Specifications'- Chapter 5.
If the end play is greater than specified,
see 'Specifications' Chapter 5,
disassemble the starting motor and
install shims between the armature
core and the centre bearing plate. The
shims are available in thicknesses of
0.005 in. (0.127 mm) and 0.010 in.
(0.254mm).

9
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

2. Connect the battery negative cable to

the starting motor mounting flange.

Connect a short jumper lead between

the solenoid battery and solenoid
switch terminals.

3. Connect the voltmeter positive lead to

· the battery positive terminal, the
IR-3-3-07 . voltmeter negative lead to the battery
11.
negative terminal, the ammeter positive
Figure 7 lead to the battery positive terminal and
Starting Motor No-Load Test
the ammeter negative lead to the
1. Ammeter
solenoid battery or starting motor
2. Variable Load Resistor terminal.
3. Voltmeter
4. Jumper Cable
5. Hand Tachometer
6. Jumper Lead

4. Hold a hand tachometer on the end of

the armature shaft. Actuate the starting
motor by adjusting the carbon pile to
give 12 volts. When the armature
Starting Motor No-Load Test
rotates between 5500 and 7600 rev/min.
the maximum current draw should not
With reference to Figure 7.
exceed 110 amperes.

NOTE: A fully-charged battery and a battery

starter tester (high rate-discharge tester)
with a carbon pile (variable load resistor)
should be used to perform this test.
5. If the starting motor does not perform to
specification, check for grounded field
1. Secure the starting motor in a vice coils, a rubbing armature or a distorted
equipped with soft jaws. armature shaft.

10
 PART 3
ELECTRICAL SYSTEMS
Chapter 4
CHARGING SYSTEM- A127 55 AMP ALTERNATOR
WITH INTEGRAL REGULATOR

Section Page

A. CHARGING SYSTEM- A127 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR- DESCRIPTION AND OPERATION 1
B. CHARGING SYSTEM- A127 55 AMP ALTERNATOR WITH
INTEGRAL REGULATOR- SERVICE PRECAUTIONS,
PRELIMINARY CHECKS, INITIAL TESTS AND ALTERNATOR
COMPONENT TESTS 6
c. CHARGING SYSTEM- A127 55 AMP ALTERNATOR WITH
INTEGRAL REGULATOR- OVERHAUL 16

A. CHARGING SYSTEM- A127 55 AMP ALTERNATOR WITH INTEGRAL

REGULATOR- DESCRIPTION AND OPERATION

Ford Tractors feature a negative ground, Unlike a direct current generator, the
alternating <;:urrent charging system alternator does not require a commutator and
compnsmg an alternator, alternator can be run safely at higher speeds.
regulator, storage battery and the necessary
wires to connect the circuit.

Alternators provide a higher maximum

output than the equivalent direct current This Chapter concerns the overhaul and
generators and also increased charge rates at repair of the A 127 55 Amp alternator which
lower engine speeds. features an integral regulator.

1
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -

Figure 1 Figure 2
Alternator Installed on Tractor Alternator Terminal Identification

1. Output Lead 1. Main Output Terminal ( + ve)

2. Charge Indicator Lead 2. IND (Charge Indicator) Terminal
3. Battery Temperature Sensor Lead 3. Battery Temperature Sensing Terminal
4. Regulator and Brushbox 4. Regulator and Brushbox
5. Tachometer Pick Up Lead 5. Radio Interference Suppressor (where fitted)
6. Phase (Tachometer Pick Up) Terminal

The alternator is mounted at the front of the ROTOR

engine being belt driven from the crankshaft
pulley, Figure 1. The rotor and brushgear provide the
magnetic field of the alternator unlike a direct
current generator where the field is
stationary.
The alternator terminals are identified in
Figure 2.
The rotor is belt driven from the engine
through a pulley clamped to the rotor shaft
With reference to Figure 3, the alternator which runs in heavy-duty sealed roller
comprises principally: bearings. An integral fan, adjacent to the
pulley, draws cooling air through the
alternator.
• Rotor
Current is supplied to, and returned from, the
rotor field coil via two carbon brushes which
bear against slip rings on the rotor shaft.
• Stator

As current passes through the copper wire of

the rotor field coil a magnetic field is
• Rectifier Pack
produced arid contained within an armature
formed into pole shoes. The configuration of
the pole shoes ensures concentration of the
• Regulator/Brush Box magnetic field.

2
--------------------•CHAPTER4---------------------

J
Figure 3
Alternator Components

1. Rotor 9. Bolt 17. Rear End Bracket 25. Spacer

2. Insulator 10. Nut 18. Insulator 26. Washer
3. Washer 11. Washer 19. Stator 27. Through Bolt
4. Spring Washer 12. Regulator/Brushbox 20. Rectifier 28. Fan
5. Nut 13. Bearing 21. Insulator 29. Double Spacer
6. Suppressor 14. Nut 22. Nut 30. End Bracket
7. Washer 15. Washer 23. Washer
8. Nut 16. Insulator 24. Pulley

STATOR Because alternating current is generated in a

The stator contains the windings into which
current is induced by the revolving magnetic
field of the rotor.
The stator is fabricated from laminations of
thin steel pressings onto which three
separate wires are wound. The laminations
are specially formed to concentrate and
collect the magnetic field.
During each complete revolution of the rotor, all
three stator windings have induced currents
passing first in one direction and then the other;
in other words a 3-phase alternating current.
series of pulsations, the rotor features six
pairs of poles to provide an overall smoother
output. For every revolution of the rotor the
output characteristic of each stator winding
completes six cycles.
Alternating current (A.C.) is unsuitable for
charging the battery, which requires pure
direct current (D. C.). Therefore, the three
stator windings are connected to a rectifier
pack which rectifies or converts the
alternator output to direct current.

3
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -

As the rotor revolves, the diodes rectify or

convert the alternating current of the stator to
a direct current which may be used to
effectively charge the battery.

The three field diodes are contained within

the field diode module, each of the three
stator output wires connects to one of these
diodes.

Figure 4
Rectifier Assembly
The field diodes supply direct current to the
1. Field Diode Module rotor field winding.
2. IND (Indicator) Terminal
3. Alternator Output Terminal ( +ve)
4. Positive Plate Diodes
5. Negative Plate
6. Positive Plate Diodes
7. Radio Interference Suppressor Terminal

RECTIFIER

The rectifier consists of a pack of six output

REGULATOR AND BRUSHES
diodes and a module containing three field
diodes, Figure 4.
The regulator controls and maintains the
alternator output voltage at a safe working
level.

NOTE: A diode is basically an electronic

'check valve' which allows current to flow in
one direction only.
The regulated voltage level is established in
manufacture and cannot be adjusted in
service: The regulator components are
housed in a sealed assembly which is integral
with the alternator brush box.

Three ofthe six output diodes are mounted in

a positive plate and three in a negative plate.
The two plates are separated and terminal
links enable each of the three stator output Individual brush box and regulator
wires to connect to a different diode in each components are not serviceable and have to
plate. be replaced as a complete assembly.

4
--------------------•CHAPTER4---------------------

R.3.655
Figure 5
Alternator Charging Circuit
(With Battery Temperature Compensation)

A. To Starter Motor 3. Battery Temperature Sensor 7. Stator Output Windings

B. To Load 4. Rotor Field Winding 8. Rectifier Pack
1. Solenoid 5. Regulator 9. Charge Indicator Light
2. Battery 6. Frame 10. Key Start Switch

ALTERNATOR OPERATION This action results in an ever-increasing

magnetic influence of the rotor along with an
With reference to Figure 5. associated rapid rise in generated output
current and voltage.

When the key start switch is turned on a small

During the rise in generated output voltage
current flows from the battery through the
(reflected at terminal IND) the brilliance of
rotor field winding. The circuit is made via
the warning light is reduced and when the
the charge indicator warning light, alternator
voltage at the IN D terminal equates to that at
terminal IND, the rotor field winding, the
the battery side of the warning light the lamp
alternator regulator and ground.
is extinguished.

At this stage the warning light is illuminated The voltage continues to rise until the
and the rotor partially magnetised. predetermined regulated voltage level is
reached.

When the engine is started and the partially

m.agnetised rotor revolves within the stator
windings a 3-phase alternating current is
generated. A constant portion of the
generated current . is converted ·to direct
current by the three field diodes incorporated
in the rectifier pack.
This direct current is fed back to supplement
the current flowing through the rotor field
winding.
In the event of drive belt breakage the voltage
will not build up within the alternator and so
the charge indicator light will remain on to
indicate failure.
Where a tachometer is installed on the
vehicle the engine speed is sensed using the
phase terminal on the alternator. Electrical
pulses from the alternator which are
proportional to engine speed are converted
by the tachometer to display engine speed.

5
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -

BATTERY TEMPERATURE
COMPENSATION

Because charging systems are directly

affected by changes in battery temperature
and loading, the alternator charging system
features combined battery temperature and
system voltaged sensing.

A circular temperature sensing pad is located

in contact with the side of the battery, Figure
6.

The sensor detects any changes in battery Figure 6

temperature and relays this information to Battery Temperature Sensor
the voltage regulator which adjusts the
1. Battery
charge rate accordingly. 2. Serisor

B. CHARGING SYSTEM- A127 55 AMP ALTERNATOR WITH INTEGRAL

REGULATOR- SERVICE PRECAUTIONS, PRELIMINARY CHECKS,
INITIAL TESTS AND ALTERNATOR COMPONENT TESTS

SERVICE PRECAUTIONS • ALWAYS disconnect the battery ground

cable when installing or removing the
To avoid damage to the components of the alternator.
alternator charging system, service
precautions must be observed as follows:

• ALWAYS disconnect the battery ground

cable (negative) when charging the
battery in the tractor using a battery
charger.

• NEVER make or break any of the

charging circuit connections, including
the battery, when the engine is running.
• ALWAYS observe correct polarity when
installing the battery or using a slave
battery to start the engine.

• NEVER short any of the charging CONNECT POSITIVE TO POSITIVE

components to ground. AND NEGATIVE TO NEGATIVE

6
--------------------•CHAPTER4---------------------
3. Check the Warning Light

Turn on the key start switch and check the

warning light is fully illuminated.

If the warning light is not fully illuminated,

13-19mm
check the bulb. If the bulb is not the cause of
(0.50-0.75in)
the fault, carry out the Alternator Output
Lead Test as detailed under "Initial Tests" in
this Chapter.
Figure 7
Drive Belt Deflection

PRELIMINARY CHECKS

Prior to electrical testing, thoroughly inspect

the charging and electrical system. If the warning light is illuminated, start the
engine and run above the idling speed when
the warning light should be extinguished.

Check all leads and connections for

continuity and tightness.

If the warning light does not go out, stop the

engine and remove the charge indicator lead.
If the warning light is extinguished a faulty
1. Check the Battery temperature sensor or alternator component
is indicated. Conduct the "Battery
With an hydrometer, check the battery is at Temperature Sensor Circuit Test" and
least 70% charged and in good condition. "Alternator Components Tests" as detailed
in this Chapter.

2. Check the Drive Belt

Ensure the alternator drive belt and pulley are

in satisfactory condition. Allow 0.50-0.75 If the warning light remains illuminated,
in. (13- 19 mm) deflection when moderate check for a shorting to frame in the area
finger pressure is applied to the longest run between the charge indicator lead and the
of the belt, Figure 7. warning light.

7
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -

INITIAL TESTS

The initial tests may be performed without

removing any of the charging circuit
components from the tractor and enable the
following items to be checked:

• Alternator Output Lead

• Battery Temperature Sensor Circuit

• Alternator Charging Current and

Controlled Voltage
Figure 8
Alternator Plug Connections Test

1. Output Lead
• Alternator Charging Circuit Voltage Drop 2. Voltmeter (0-30 Volts)
3. Alternator Frame

• Alternator Maximum Output Performance

1. Alternator Output lead Test

With reference to Figure 8

Test equipment required:

• Voltmeter (0-30 Volts Moving Coil Type)

• Millivoltmeter (0-1 Volt) 1. Turn the key start switch on but do not
start the engine.

• Ammeter (0-70 Amperes Moving Coil

Type)

2. Remove the output lead from the

• 1 .5 Ohm 70 Amperes Variable Load
Resistor
• Jumper Lead (0.25in. [6.35mm] Male to
Female Blade Terminal)
alternator and connect a voltmeter
between the output lead and the
alternator frame (negative side of
voltmeter to frame). Battery voltage
should be registered.

NOTE: Most commercial test equipment If battery voltage is not registered, a

incorporates several testing devices within a continuity fault in the external cable circuitry
single unit. Use such equipment according to must be traced and remedied, refer to the
the manufacturer's instructions. circuit diagram shown in Figure 5.

8
--------------------•CHAPTER4---------------------

Figure 9 Figure 10
Battery Temperature Sensor Circuit Test Connection of 205 Ohm Test Resistor

1. Battery Temperature Sensor Lead 1. 205 Ohm Resistor

2. Voltmeter (0-30 Volts) 2. Harness to Sensor Plug
3. Alternator Frame 3. Battery Tray
4. Temperature Sensor

3. Connect one end of a jumper lead to the 2. Battery Temperature Sensor

charge indicator lead and the other end to Circuit Test
the alternator frame. The warning light
should be illuminated. With reference to Figure 9.

1 . Remove the sensor lead from the

alternator battery temperature sensing
terminal which protrudes from the
regulator box on an orange fly lead.

4. Disconnect the jumper lead and

reconnect the indicator lead to the 2. Connect a voltmeter between the sensor
alternator· "I NO" terminal. lead and the alternator (negative side of
voltmeter to frame). Battery voltage
should be registered.

If battery voltage is not registered,

NOTE: If the warning light fails to illuminate
when the lead is reconnected to the
alternator, a fault is indicated in the alternator
regulator or rotor circuits. Ensure the
alternator "IND" terminal is clean and then
conduct the "Alternator Component Tests"
as detailed in this Chapter.
disconnect the harness to sensor plug and
connect a 205 ohm resistor across the plug
terminal, Figure 10.
NOTE: It is recommended that a permanent
test piece be made by removing the plug and
leads from an old sensor unit and connecting
a 205 ohm resistor as shown in Figure 10.

9
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -

If battery voltage is now registered, the

sensor unit is faulty (open circuit) and must
be replaced.

If battery voltage is not registered a

continuity fault in the external circuitry must
be traced and rectified. Reconnect the sensor
and confirm battery voltage is registered.

NOTE: It is very difficult to test prove the

Figure 11
effective resistance of a temperature sensor. Charging Current and Controlled Voltage Tests
If such a unit is suspected of being faulty it
should be replaced and proved in service. 1. Output Lead
2. Ammeter
3. Alternator Frame
4. Main Output Terminal
5. Voltmeter (0-30 Volts)

3. Charging Current and Controlled

Voltage Tests

With reference to Figure 11.

4. Connect a voltmeter between the
alternator output terminal and the frame
(negative side to frame).
1. Ensure all tractor electrical components
are switched off and the key start switch
is in the "off" position.

5. Reconnect the battery and turn the key

start switch to the "on" position.

2. Disconnect the battery ground cable

(negative) and remove the main output
lead from the alternator.
6. Start the engine and increase the speed
to 2000 rev/min. and observe the
ammeter and voltmeter readings.

3. Securely connect an ammeter negative

side to the connector plug main terminal
and positive side to the alternator output If the ammeter registers a charging current
terminal. stop the engine.

10
--------------------•CHAPTER4---------------------
If the ammeter registers zero amperes a faulty
alternator component is indicated. Turn off
the engine and conduct the "Alternator
Component Tests" as detailed in this
Chapter.

7. Disconnect the harness to sensor plug

and connect a 205 ohm resistor across
the plug terminals. Refer to Figure 1 0.

8. Restart the engine and increase the speed Figure 12

to 2000 rev/min. Observe the ammeter Insulated- side Volt Drop Test
and voltmeter readings. (Inset showing connection of Millivoltmeter
and Variable Load Resistor to Battery)

1. Output Lead
2. Ammeter
3. Main Output Terminal
4. Millivoltmeter (0-1 Volt)
The voltmeter should register in excess of 5. Variable Load Resistor
the battery voltage and when the
ammeter reading falls below 10 amperes,
the voltmeter reading should stabilise at
13.6-14.4 volts. 4. Charging Circuit Volt Drop Tests
(a) Insulated-side Volt Drop Tests

With reference to Figure 12.

If the voltmeter reading exceeds 14.4

volts, the alternator regulator must be
replaced as described in this Chapter.
1. Ensure the key start switch is in the "off"
(When a new regulator has been
position.
installed, conduct Tests 4 and 5).

2. Disconnect the battery ground cable

If the voltmeter reading is below 13.6 (negative) and remove the output lead
volts a faulty alternator component or a from the alternator.
high resistance fault in the external
connections of the charging system is
indicated.

3. Connect a millivoltmeter between the

battery pos1t1ve terminal and the
alternator output lead (positive side to
9. Stop the engine. lead).

11
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -

4. Securely connect an ammeter between

the main output terminal of the alternator
and the output lead (negative side to
lead).

5. Re-connect the battery earth cable and

connect a variable load resistor, with the
slider in the minimum current draw
position (maximum resistance), across
the battery terminals.

6. Start the engine and increase the speed Figure 13

to 2000 rev/min. Ground-side Volt Drop Test
(Inset showing connection of Millivoltmeter
and Variable Load Resistor to Battery)

1. 9utput Lead
2. Ammeter
7. Slowly increase the current loading of 3. Main Output Terminal
the resistor (decrease resistance) until 4. Millivoltmeter (0-1 Volt)
the ammeter registers 55 amperes. 5. Variable Load Resistor

(b) Ground-side Volt Drop Test

8. Observe the millivoltmeter reading which With reference to Figure 13.

should not exceed 400 millivolts.

1. Ensure the key start switch is in the "off"

If the reading is in excess of 400 millivolts, a
position.
high resistance fault is indicated in the
external circuitry.

2. The circuit is the same as that used in the

If the required alternator output cannot be
achieved, and the millivoltmeter reading is
less than 400 millivolts, then a faulty
alternator component is indicated. Conduct
the "Alternator Component Tests" as
detailed in this Chapter.
previous test except for the millivoltmeter
which is now connected between the
battery negative terminal and the
alternator frame (negative side to frame).

NOTE: Ensure the variable load resistor is in

the minimum current draw position
9. Stop the engine. (maximum resistance).

12
--------------------•CHAPTER4---------------------
3. Start the engine and increase the speed
to 2000 rev/min.

4. Slowly increase the current loading of

the resistor (decrease resistance) until
the ammeter registers 55 amperes.

5. Observe the voltmeter reading which

should not exceed 200 millivolts.

Figure 14
If the reading is in excess of 200 millivolts, a
Maximum Output Performance Test
high resistance fault is indicated in the (Inset showing connection of Variable Load
external circuitry. Resistor to Battery)

1. Output Lead
2. Voltmeter (0-30 Volts)
3. Main Output Terminal
If the required alternator output cannot be 4. Ammeter
achieved, and the millivoltmeter reading is 5. Variable Load Resistor
less than 200 millivolts, then a faulty
alternator component is indicated. Conduct
the "Alternator Component Tests" as 3. Securely connect an ammeter negative
detailed in this Chapter. side to the connector plug main terminal
and positive side to the alternator output
terminal

6. Stop the engine.

5. Alternator Maximum Output

Performance Test
4. Connect a voltmeter between the
alternator output terminal and the frame
With reference to Figure 14.
(negative side to frame).

1. Ensure the key start switch is in the "off"

position.

5. Disconnect the harness to battery sensor

2. Disconnect the battery ground cable plug and connect a 205 ohm resistor
(negative) and the output lead from the across the plug terminals. Refer to Figure
alternator. 12.

13
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -
6. Reconnect the battery and turn the key
start switch to the "on" position.
7. Start the engine and increase the speed
to 2000 rev/min.
8. Slowly increase the current loading of
the resistor (decrease resistance) until
the ammeter registers 55 amperes.
9. Observe the voltmeter reading which
should not fall below 13.6 volts.
If the reading falls below 13.6 volts a faulty
alternator component is indicated. Conduct
the "Alternator Component Tests" as
detailed in this Chapter.
ALTERNATOR COMPONENT TESTS
The component tests, which should only be
conducted if the INITIAL TESTS have
indicated a faulty alternator component,
enable the following items to be checked:
• Regulator
• Rotor Field Winding Continuity
• Brushes-and-Springs and Rotor Slip
Rings
14
NOTE: The component tests may be
performed without removing the alternator
from the tractor. Testing of any other
alternator components will necessitate
removal of the alternator from the tractor.
Refer to "Overhaul - Electrical Tests" as
detailed in this Chapter.
IMPORTANT: Prior to removal of the
output lead from the alternator ensure the
key start switch is in the "off" position and
the battery ground cable (negative) is
disconnected.
Test equipment required:
• 12 Volt Battery
• 12 Volt 2.2 Watt Test Lamp
1. Regulator and Rotor Field Circuit
Test
With reference to Figure 1 5.
1 . Connect a 1 2 volt battery and a 2.2 watt
test lamp in series between the "IND"
(indicator) terminal and the alternator
frame (negative side to frame).
2. Connect a 205 ohm resistor between the
positive terminal of the battery and the
sensor terminal.
---------------------CHAPTER4---------------------

Figure 15 Figure 16
Regulator and Rotor Field Circuit Test Rotor Field Winding Continuity Test

1. 2.2 Watt Test Lamp 1. Rotor

2. IND (Indicator) Terminal 2. Slip· Rings
3. 12 Volt Battery 3. Ohmmeter
4. 205 Ohm Resistor
5. Sensor Terminal

The test lamp should be illuminated. 2. Connect an ohmmeter between the two
slip rings. The resistance should read 3.2
ohms.

If the test lamp is not illuminated, a fault is

indicated in the rotor circuit. Check brushes,
slip rings and continuity of rotor field
windings.
If the resistance is outside of the
specification renew the rotor as detailed in
the following Overhaul Section.

If examination indicates these parts are ·

satisfactory the regulator is suspect.

3. Brushes and Rotor Slip Rings

1. Remove the regulator and brushbox

2. Rotor Field Winding Continuity assembly as described in this Chapter.
Test

With reference to Figure 16.

2. Ensure the brushes and slip-rings are

clean and check for freedom of
1. Remove the regulator and brushbox movement of the brushes in the brush box
assembly as described in this Chapter. moulding.

15
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -

3. Check the brush spring pressure with a

push type spring gauge and record the
spring pressure when the brush end face
is flush with the moulding. Install a new
regulator and brushbox assembly if the
pressure is less than specified. See
"Specifications".

If the visible length of the brushes in the free

position is less than 0.25 in. (5 mm) this is a
probable cause of non-continuity in the field
circuit and the regulator and brushbox
assembly should be renewed Figure 17.

A.3:1217 ..,
Figure 17
NOTE: The brushes are an integral part of the Regulator and Brushbox Assembly
regulator and brushbox assembly and cannot
be replaced as individual items. 1. Brushes

C. CHARGING SYSTEM- A127 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR- OVERHAUL

REMOVAL

1. Disconnect the battery ground cable

(negative).

2. Remove the engine side panel.

3. Disconnect all leads to the alternator.

Refer to Figure 18.

Figure 18
Alternator Installed on Tractor

1. Output Lead
4. Withdraw the adjustment and mounting 2. Charge Indicator Lead
bolts and remove the alternator from the 3. Battery Temperature Sensor Lead
tractor. 4. Regulator and Brushbox
5. Tachometer Pick Up Lead

16
--------------------•CHAPTER4---------------------

7
Figure 19
Alternator Components

1. Rotor 9. Bolt 17. Rear End Bracket 25. Spacer

2. Insulator 10. Nut 18. Insulator 26. Washer
3. Washer 11. Washer 19. Stator 27. Through Bolt
4. Spring Washer 12. Regulator/Brushbox 20. Rectifier 28. Fan
5. Nut 13. Bearing 21. Insulator 29. Double Spacer
6. Suppressor (where fitted) 14. Nut 22. Nut 30. End Bracket
7. Washer 15. Washer 23. Washer
8. Nut 16. Insulator 24. Pulley

DISASSEMBLY 4. Mark the alternator front end bracket,

stator, and rear end bracket to ensure
With reference to Figure 19.
correct alignment on re-assembly.
1. Remove the nut from the alternator
throughbolt, allowing the radio 5. Unscrew and remove the remaining three
interference suppressor (where fitted) to nuts from the alternator through bolts.
be disconnected and removed. With a soft mallet tap the threaded end of
the through bolts to release the spline at
2. Remove the nut from the battery
hexagon head end.
temperature sensor terminal.
3. Remove the three securing bolts and 6. Gently tap the rear face of the alternator
withdraw the regulator/brushbox front end bracket to separate the front end
assembly. Separate the wiring bracket and rotor assembly from the rear
connection to the regulator. end bracket, stator and rectifier assembly.

17
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -

Figure 20 Figure 21
Soldering and Unsoldering Diode Connections Output Diode Test
Using Pliers as a Heat Guard

1. Diode 1. Diode Connecting Pin

2. Stator Output Wire 2. 2.2 Watt Test Lamp
3. Pliers Placed Between Diode and Solder Point 3. 12 Volt Battery
4. Soldering Iron

7. Remove the nuts, washers and insulators COMPONENT TEST

from the stud terminals on the alternator
rear end bracket, and the two rectifier The following electrical equipment is
retaining screws. Remove the stator and required to test the rotor, stator windings and
rectifier from the rear end bracket. rectifier diodes.

• 12 Volt Battery

• Test Lamp (12 Volts 2.2 Watts)

8. Unsolder the stator leads from the tags on
the rectifier, using a pair of pliers as a heat
sink to prevent the diodes from becoming
overheated. Figure 20.
• Test Lamp (12 Volts 36 Watts Minimum)
• 110 Volt Insulation Tester or 250V
Megohm Meter

Rectifier Assembly- Positive/Negative

Diodes

9. Remove the nut, washer, pulley spacer,
washer, fan and double spacer from the
rotor shaft.
10. Press the rotor shaft out of the front end
bracket bearing.
Test each of the six diodes separately as
follows:
1. Connect a 12 volt battery and a 2.2 watt
test lamp in series with one of the diodes.
One test lead is applied to the diode
connecting pin and the other lead to the
plate into which the diode is mounted.
Figure 21.

18
--------------------•CHAPTER4--------------------•

M.{).

..,
Figure 22 Figure 23
Field Diode Test Stator Winding Insulation Test

1. IND (Indicator) Terminal 1. Stator Laminations

2. 2.2 Watt Test Lamp 2. Stator Output Wires
3. 12 Volt Battery 3. 11 OV Insulation Tester or 250V Megohm Meter
4. Field Diode Connections

2. Note if the lamp lights. 2. Note if the lamp lights.

3. Reverse the test lead connections.

3. Reverse the test lead connections.

The lamp should light during one half of this

The lamp should light during one half of this test only. If any one diode fails this test, the
test only. If any one diode fails this test, the complete rectifier assembly must be -
complete rectifier assembly must be renewed.
renewed.

STATOR
Rectifier Assembly - Field Diodes Winding Insulation Test
Three separate field diodes are contained
With reference to Figure 23.
within the field diode module. Test each
diode separately as follows:

1. Using a 11 OV insulation tester or 250V

1. Connect a 12 volt battery and a 2.2 watt
test lamp in series with the field diode
module. Apply the negative test lead to
the "IND" indicator terminal and the
other lead in turn to each of the field
diode module connections. Figure 22.
megohm meter test the insulation
between each of the three stator output
leads and the stator laminations.
If the test results prove unsatisfactory the
stator assembly must be renewed.

19
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -

1. Ensure the slip rings are clean and

smooth. If necessary the slip rings may be
cleaned with a petrol-moistened cloth. If
the slip rings are burnt and require re-
finishing use very fine glass paper (not
emery cloth) and wipe clean.

NOTE: Ensure the re-finishing glass paper is

sufficiently fine to produce a highly polished
_slip ring surface otherwise excessive brush
wear will occur.

2. If the slip rings are excessively worn a

Figure 24 new rotor must be installed.
Stator Winding Continuity Test

1. Stator Windings
2. Stator Output Wires Field Winding Continuity/Resistance
3. 12 Volt Battery Test
4. 36 Watt Test Lamp

With reference to Figure 25

Windings Continuity Test

With reference to Figure 24. 1 . Connect an ohmmeter between the two

rotor slip rings. Check that the rotor field
winding resistance is within acceptable
toleri;lnces, see "Specifications"
1. Connect any two of the three stator Chapter 5.
output wires in series with a 12 volt
battery operated test lamp of not less
than 36 watts. The test lamp should light.
If the test result proves unsatisfactory, the
rotor must be renewed.

2. Transfer one of the test lamp leads to the

third wire. The test lamp should light.
Field Winding Insulation Test

With reference to Figure 26.

If the test results prove unsatisfactory the
stator assembly must be renewed.
Using a 11 OV insulation tester or 250V
megohm meter test the insulation between
each of the slip rings and the rotor poles.
ROTOR

Prior to performing component tests on the

rotor the following slip ring inspection If the test results prove unsatisfactory the
should be carried out. rotor assembly must be renewed.

20
--------------------•CHAPTER4---------------------

Mil
80

3
R3.12.26
Figure 25 Figure 26
Field Winding Continuity/Resistance Test Field Winding Insulation Test

1. Rotor 1. Rotor Pole

2. Slip Rings 2. Slip Rings
3. Ohm Meter 3. 11 OV Insulation Tester or 250V Megohm Meter

INSPECTION AND REPAIR 5. Clean and examine all components.

1. Inspect the rotor poles and stator for

signs of rubbing. Areas of rubbing
indicate both bearings are excessively
worn and need replacing.

2. If the front (drive) end bearing is

defective the complete housing (front
end bracket) and bearing assembly must
be renewed.

3. Inspect the roller bearing located in the

rear (slip ring) end bracket for wear and
damage.

R.3.12.27 1
4. If bearing replacement is necessary Figure 27
Rear End Bearing Removal
support the housing (rear end bracket)
and, using a suitable size mandrel, 1. Bearing
carefully drive out the bearing, Figure 27. 2. Housing (Rear End Bracket)

21
- - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - -

RE-ASSEMBLY

l
1. Re-assembly of the alternator follows the
disassembly procedure in reverse.

On re-assembly observe the following

,.,...c::::=============:J...._Gfl requirement:

• To avoid misalignment of the end

brackets, install the stator assembly in the
drive end bracket then assemble the slip
ring end bracket to the stator laminations.

INSTALLATION

Figure 28 1. Installation of the alternator is the

Rear End Bearing Installation removal procedure in reverse.
1. Housing
2. Bearing On installation observe the following
3. Bearing Protrusion requirement:

• Ensure the battery ground (negative)

6. Press the new bearing into the housing.
The bearing should be positioned
0.50-0.70 mm (.020- .028 in) proud of
the inner face of the bearing boss,
Figure 28.
cable is disconnected from the battery
when installing the alternator.
• Adjust the alternator drive belt tension as
previously described in this Chapter.

22
--------------------•CHAPTER4---------------------
D. CHARGING SYSTEM A127/55 AMP ALTERNATOR WITH INTEGRAL
REGULATOR- SPECIFICATIONS

Alternator Type A127 /45

Ground Polarity Negative
Nominal Voltage 12V
Maximum Alternator rev/min. 15,000
Maximum Output {Hot) at Maximum Engine Speed 55 A
Regulator Controlled Voltage 13.6 -14.4V
Rotor Field Winding Resistance 3.2 ohms
Stator Winding Resistance {per phase) 0.18 ohms
New Brush. Length {mm) 17 mm
Renew Brushes at 5mm
Brush Spring Pressure 1.3- 2.7N {4.7- 9.8 oz)

TORQUE SPECIFICATIONS

lb:ft Nm kgfm
Alternator Through Bolts 4.0 5.5 0.55
Shaft Nut 44.0 60.0 6.08
Rectifier Attaching Screws 2.5 3.5 0.35
Regulator and Brushbox Screws 2.0 2.5 0.28
Main Output Terminal Nut {6mm) 3.0 4.0 0.41
Phase Terminal Nut {5mm) 3.0 4.0 0.41
Mounting Bolt 18.0 25.0 2.5
Tension Adjusting Bolt 8.0 11.0 1.10

23
 PART3
ELECTRICAL SYSTEM
Chapter 5
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS

Section Page

A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 5
C. SPECIAL TOOLS 7

A. TROUBLE SHOOTING

INSTRUMENT AND EQUIPMENT TROUBLE SHOOTING GUIDE

PROBLEM POSSIBLE CAUSES

Warning Lights and Gauges
Inoperative
Temperature Gauge or Fuel Gauge
Erratic or Inoperative
Oil Pressure or Charging Lights
Inoperative
1. Key Start switch faulty
2. Fuse(s) burnt out
1. Loose or broken wiring
2. Defective gauge
3. Defective sender unit
1. Loose or broken wiring
2. Bulb burnt out
3. Defective sender unit

1
- - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - -

PROBLEM POSSIBLE CAUSES

Front and Rear Work Lights, Front 1. Fuse burnt out
and Rear Light Clusters 2. Bulb burnt out
3. Loose or broken wires
4. Relay(s) inoperative
Heater Motor, Front and Rear Wiper 1. Fuse burnt out
Motors 2. Defective
3. Loose or broken wiring
Individual Warning Lights, Control 1. Loose or corroded terminals
Console Lights, Work Lights Burn out 2. Alternator output regulator faulty
Repeatedly 3. Light relay inoperative

ENGINE STARTING PROBLEM

PROBLEM POSSIBLE CAUSES

Engine Will Not Crank and Solenoid 1. Battery discharged
Does Not Engage 2. Key Starting Switch inoperative
3. Starting motor relay inoperative
4. Starting circuit open or has high
resistance
5. Safety Start Switch inoperative
Engine Will Not Crank but Solenoid 1. Battery discharged
Engages 2. Defective starting motor
3. Defective starting motor connection or
loose battery connections
4. Engine seized
5. Burnt solenoid contacts
Starting Motor Turns but does not 1. Defective starting motor drive assembly
Crank Engine 2. Defective flywheel ring gear
Engine Cranks Slowly 1. Discharged battery
2. Excessive resistance in starting circuit
3. Defective starting motor or solenoid
4. Tight engine

2
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTERS . . . . . . . . . . . . . . . . . . . . . .. .

CHARGING SYSTEM TROUBLE SHOOTING GUIDE

PROBLEM POSSIBLE CAUSES

Battery Low in Charge 1. Poor Battery Condition will not accept
or hold a charge, Electrolyte level low
2. Loose or worn alternator drive belt
3. Excessive resistance due to loose
charging system connections
4. Defective temperature sensor
5. Defective alternator
Alternator Charging at High Rate 1 . Defective battery
(Battery Overheating) 2. Defective temperature sensor
3. Defective alternator
No Output from Alternator 1 . Alternator drive belt broken
2. Loose connection or broken cable in
charging system
3. Defective alternator
Intermittent or Low Alternator 1. Alternator drive belt slipping
Output 2. Loose connections or broken cables in
charging system
3. Defective temperature sensor
4. Defective alternator

ALTERNATOR TROUBLE SHOOTING GUIDE

PROBLEM POSSIBLE CAUSES

Warning Light Dims and/or Battery Faulty:
Low 1. External charging circuit connections
2. Rotor slip rings or brushes

Warning Light Goes Out- Becomes 1. External charging circuit connections

Bright with Speed 2. Rectifier
Warning Light Normal but Battery 1. Regulator
Boiling 2. Battery temperature sensor

Warning Light Normal but Flat 1. Regulator

Battery 2. Stator
3. Rectifier

3
- - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - -

ALTERNATOR TROUBLE SHOOTING GUIDE (CONT'D)

PROBLEM POSSIBLE CAUSES

Warning Light Illuminated 1. Temperature sensor
Continuously and/or Flat Battery 2. Rotor, slip rings or brushes
3 Regulator
4. Stator
5. Rectifier
Warning Light Extinguished 1. Warning light bulb
Continuously and/or Flat Battery 2. Alternator internal connections
3. Regulator
4. Rotor, slip rings or brushes
5. Stator
Warning Light Flashes Intermittently 1. External charging circuit
2. Alternator internal connections
Warning Light Dims Continuously 1. Rotor, slip rings or brushes
and/or Flat Battery 2. Regulator

4
----------------------cHAPTERs----------------------

B. SPECIFICATIONS

BATTERY

Capacity/ Amp/Hour 128

Voltage 12

Ground Terminal Negative

ALTERNATOR - A127/55 AMP ALTERNATOR WITH INTEGRAL REGULATOR

Alternator Type A127 /55

Ground Polarity Negative

Nominal Voltage 12V

Maximum Alternator rev/min. 15,000

Maximum Output (Hot) at Maximum Engine

Speed 55A

Regulator Controlled Voltage 13.6 -14.4V

Rotor Field Winding Resistance 3.2 ohms

Stator Winding Resistance (per phase) 0.18 ohms

New Brush Length (mm) 17 mm

Renew Brushes at 5mm

Brush Spring Pressure 1.3- 2.7N (4.7- 9.8 oz)

STARTING SYSTEM

No-Load Current Draw (Maximum) at 12

volts and 5500-7500 starter rev /min. 120 amps

Current Draw (Starter installed on Warm

Engine) at 12 volts and 150-200 Engine
rev/min. 250-300 amps

Brush Length Minimum 0.31 in. (7.9 mm)

Brush Spring Tension with New Brush

(Minimum) 55 oz (1559g)

Commutator Diameter (Minimum) 1.57 in. (39.878 mm)

Armature Shaft End Play (Maximum) 0.012 in. (0.305 mm)

Armature Shaft Runout (Maximum) 0.004 in. (0.102 mm)

Drive Pinion Clearance (Engaged) 0.012-0.060 in. (0.3G-1.50 mm)

5
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M - - - - - - - - -

FUSE RATING CHART

·fuse No. Rating Colour Circuit

1 15A Blue Rotating Beacon

2 15A Blue Hazard Warning Lights

3 - -

4 15A Blue Headlight Switch

5 5A Brown R.H. Side/Rear Lights and Fog Lamp

6 15A Blue Headlight Dip Beam

7 10A Red Turn Signals

8 5A Brown Fuel Shut-Off

9 15A Blue Wipe/Washer

10 5A Brown Radio

11 5A Brown L.H. Side/Rear Lights and Instrument

Lights

12 15A Blue Headlight Main Beam

13 15A Blue Stop Lights

14 10A Red Horn

15 25A Clear Heater Blower

16 25A Clear Air Conditioning

17 5A Brown Gauges

18 5A Brown Transmission Shuttle Valve

19 5A Brown Return-to-Dig

20 25A Clear Thermostart

21 5A Brown Interior Light

22 - -

23 25A Clear Rear Work Lamps

24 25A Clear Front Work Lamps

NOTE: Certain optional items of equipment may not be installed on the Unit however, ihe fuses
are still installed and may be used as spares.

6
-----------------------cHAPTERs------------------------

TORQUE VALUES

Alternator

Lbf.ft Nm Kgfm
Alternator Through Bolts 4.0 5.5 0.55
Shaft Nut 44.0 60.0 6.08
Rectifier Attaching Screws 2.5 3.5 0.35
Regulator and Brushbox Screws 2.0 2.5 0.28
Main Output Terminal Nut (6mm) 3.0 4.0 0.41
Phase Terminal Nut (5mm) 3.0 4.0 0.41
Mounting Bolt 18.0 25.0 2.5
Tension Adjusting Bolt 8.0 11.0 1.10

The following general nut and bolt installation torque requirements (lubricated) apply to any
operation .not previously listed.

Size Lbf.ft. Nm Mkg.

METRIC BOLTS
M4 2 2.7 0.28
M5 4.0-4.5 5.0-6.2 0.55-0.62
M6 6-8 8.5-10.6 0.9-1.1
M8 16-18.5 21-25 2.2-2.5
M10 30-37 41-51 4.2-5.1
M12 52-66 70-90 7.2-9.1

INCH BOLTS
6-32 1 1.4 0.14
6-40 1 1.5 0.15
8-32 1.5-2.0 2.1-2.9 0.21-0.28
8-36 1.5-2.0 2.1-3.1 0.21-0.28
10-24 2-3 3.0-4.2 0.28-0.41
10-32 2.5-3.5 3.3-4.8 0.35-0.48
1/4-20 5-7.5 6.8-10.1 0.7-1.0
1/4-28 6-8 7.8-11.6 0.8-1.1
5/16-18 11 -15 15-20 1.5-2.0
5/56-24 12-16 17-21 1.6-2.2
3/8-16 20-26 28-35 2.8-3.5
3/8-24 21-29 29-39 2.9-4.0

C. SPECIAL TOOLS

CHURCHILL NUDAY
DESCRIPTION TOOL NO. TOOL NO.

Pulling Attachment (Small) 951 9190

Pulling Attachment {large) 952 9526
Puller- Reversable Arm (Small) 1001 9196
Step Plate Adaptors 630S 9210

7
 1\EW HOLLAI\0

40045531 393 Printed in U.S.A.

FORD
Service Manual

Tractor Loader Backhoe

455C, 555C, 655C
Section 4 - Transmission
Section 5 - Rear Axle and Brakes
Section 6 - Power Take-Off
Section 7 - Steering and Front Axle
Vol. 2

40045531
Reprinted
 PART4
POWER REVERSING
TRANSMISSION

Chapter 1
4x4 FULLY SYNCHRONISED
POWER REVERSING TRANSMISSION

Section Page
A. POWER REVERSING TRANSMISSION- 1
DESCRIPTION AND OPERATION
B. INTRODUCTION TO OVERHAULING THE TRANSMISSION 20
C. GEARSHIFT LEVER, MODULATOR UNIT AND
SOLENOID CONTROL VALVE- OVERHAUL 21
D. FRONT END OVERHAUL 25
E. COMPLETE OVERHAUL 31
F. COMPONENT OVERHAUL 41

Chapter 2
8 x 8 FULLY SYNCHRONISED
POWER REVERSING TRANSMISSION

Section Page
A. POWER REVERSING TRANSMISSION-
DESCRIPTION AND OPERATION 1
B. INTRODUCTION TO OVERHAULING THE TRANSMISSION 22
C. GEARSHIFT LEVER, MODULATOR UNIT, LOCK-UP VALVE AND
SOLENOID CONTROL VALVE- OVERHAUL 23
D. FRONT END OVERHAUL 28
E. COMPLETE OVERHAUL 34
F. COMPONENT OVERHAUL 46

(i)
 Chapter 3
TROUBLE SHOOTING SPECIFICATION AND SPECIAL
TOOLS

Section Page
A. TROUBLE SHOOTING
B. SPECIFICATIONS 6
C. SPECIAL TOOLS 11

(ii)
 PART4
POWER REVERSING
TRANSMISSION

Chapter 1
4x4 FULLY SYNCHRONISED
POWER REVERSING TRANSMISSION

Section Page
A. . POWER REVERSING TRANSMISSION- 1
DESCRIPTION AND OPERATION
B. INTRODUCTION TO OVERHAULING THE TRANSMISSION 20
c. GEARSHIFT LEVER. MODULATOR UNIT AND
SOLENOID CONTROL VALVE- OVERHAUL 21
D. FRONT END OVERHAUL 25
E. COMPLETE OVERHAUL 31
F. COMPONENT OVERHAUL 41

A. FULLY SYNCHRONISED POWER REVERSING TRANSMISSION-

DESCRIPTION AND OPERATION

The transmission, Figure 1, consists of a forward and~reverse clutches during shifting

torque converter, an internal rotor-type
hydraulic pump, an oil distributor, a solenoid
control valve assembly, two hydraulically
operated clutches in a single housing, a
4-speed synchromesh gearbox, a disconnect feature to rapidly disengage the
transmission case and cooler tubes.
Incorporated with the transmission is an
electrically operated modulator unit which is
installed in the cab or ROP's steering
console. The function of the modulator unit
is to provide a cushioned engagement for the
at high engine speeds, thereby preventing
sudden changes in direction of travel and
reducing shock loads on the transmission
components. It also provides a transmission
transmission from the engine to release
engine power for the loader hydraulics.
The transmission case serves as an oil reservoir
for the torque converter and hydraulic clutch
assemblies. A conventional clutch is not used
with this transmission.

1
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I

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m
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N :::c
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z
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z
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s:
en
en
0
z
IR-4-1-0 1 11
Figure 1
4 x 4 Fully Synchronised Power Reversing Transmission
1. Shift Cover and Lever 4. 3rd/4th Fork and 7. Forward Clutch Pack 10. Hydraulic Pump 13. Rear Input Shaft 16. Rear Clutch Hub
2. 1st/2nd Fork and Synchroniser 8. Pump Inlet Filter 11. Torque Converter 14. Stator Support 1 17. Safety Start Switch
Synchroniser 5. Reverse Idler Gear 9. Pump Drive Gear 12. Front Input Shaft 15. Solenoid Control 18. Gear Shift Rail Detent
3. Output Shaft 6. Reverse Clutch Pack Valve
----------------------•CHAPTER1----------------------•
Figure 2
Transmission Shift Levers
1. Gearshift Lever
2. Power Reversing Lever
The gearbox receives power from the engine
by means of oil reaction in the torque
converter and hydraulic clutch assemblies.
The front clutch provides power for forward
travel and the rear clutch power for reverse
travel. Engagement of the front and rear
clutch is controlled by the operator through
the movement of the hand operated power
reversing lever, shown in Figure 2.
The power reversing lever is linked to the
modulating unit in the steering console by a
wiring harness. A neutral lock is incorporated
in the power reversing lever which prevents
inadvertent engagement of the transmission
and requires that the power reversing lever
must be lifted upwards prior to selecting
forward or reverse travel.
3
1 3
2 4
R-4-1-03 11
Figure 3
Gearshift Pattern
The gearshift lever, shown in Figure 2, is
used to select any one of four synchronised
gear ratios for forward or reverse travel.
Figure 3 illustrates the gearshift pattern. In
any gear ratio the operator need only move
the power reversing lever to change direction
of travel.
However, as a clutch is not used between the
engine and the transmission, the power flow
from the engine to the transmission must be
interrupted to shift from one gear ratio to
another. This is accomplished by using a
transmission disconnect switch.
Two finger operated button type switches
are provided, Figure 4, one on the gearshift
lever knob, primarily to change gear ratios.
The second on the loader control lever knob
should be used during loader operations to
divert full engine power to the backhoe/
loader hydraulic pump for faster loader
operations.
- - - - - • PART 4- POWER REVERSING TRANSMISSION------
Figure 4
Transmission Disconnect Switches
1. Loader Control Lever Button
2. Gearshift Lever Button
Easy upward and downward gear changes
may be made with the fully synchronised
gearbox, simply by depressing the trans-
mission disconnect button on the gearshift
lever whilst moving the lever from one ratio
to another.
As a safety feature the transm1ss1on
incorporates two safety start switches, wired
in series with the starting circuit. The
switches allow the engine to start only when
the gearshift lever is in the neutral position.
TORQUE CONVERTER
The main parts of the torque converter are the
impeller (pump), the turbine, the stator and
the front and rear covers, Figure 5. The
impeller is integral with the rear cover and is
driven by the engine flywheel by means of a
drive plate.
4
Figure 5
Torque Converter
1. Rear Cover and Impeller
2. Stator
3. Turbine
4. Front Cover
The turbine, splined to the front input shaft, is
splined to a stationary shaft (stator support)
through a one-way clutch that permits the
stator to rotate only in the same direction as
the impeller. All of the converter parts are
enclosed in an oil-filled housing. The front
and rear cover, being welded together, form
the housing.
When the engine is running, the oil in the
converter flows from the impeller to the
turbine and back to the impeller through the
stator. This flow produces a maximum torque
increase of about 2.23:1 to 1 when the
turbine is "stalled". When enough oil flow is
developed by the impeller, the turbine begins
to rotate, driving the front input shaft. The
torque multiplication gradually decreases as
turbine speed approaches impeller speed,
and becomes 1 to 1 when the turbine is being
driven at nine tenths impeller speed.
NOTE: North America only. The torque
converter installed in tractors for the North
American market have a torque
multiplication of 3.15:1 to 1.
----------------------•CHAPTER1----------------------•

When the turbine is rotating at approximately

nine tenths impeller speed, the converter
stops multiplying torque because the oil is
now acting on the rear face of the stator
blades. The action of the oil on the rear face of
the stator unlocks the one-way clutch,
permitting the stator to rotate in the same
direction as the turbine and impeller. Through
this action the converter becomes an efficient
fluid coupling by transmitting engine torque
from the impeller to the turbine.

When the turbine is rotating less than nine

tenths impeller speed, the converter is
IR-4-1-07
multiplying torque through the action of the
stator. This action, produced by oil acting on Figure 6
Oil Distributor
the front face of the stator blades, tends to
rotate the stator in the opposite direction of 1. Oil Distributor Housing 4. Hydraulic Pump
the impeller and turbine. However, the 2. Regulating Valve 5. Stator Support
one-way clutch prevents this opposite 3. Bypass Valve 6. Control Valve
rotation and allows the stator to direct oil
back to the impeller, thereby producing
torque multiplication.
The bypass valve, working in conjunction
with the pressure regulating valve, bypasses
oil back to sump thereby limiting the
maximum oil pressure for the torque
converter.

The pressure regulating valve regulates oil

pressure to the control valve which, in turn,
directs this pressure regulated oil to the
hydraulic clutch assemblies.
OIL DISTRIBUTOR

The oil distributor, Figure 6, consists of a

pressure regulating valve, a bypass valve, the
hydraulic pump and a series of oil passages
for oil distribution.

TRANSMISSION HYDRAULIC PUMP

Oil from the hydraulic pump enters the
distributor, under pressure through the inlet
passage, and is directed to the pressure
regulating valve and bypass valve by means
of internal passages. Additional passages
then direct the oil to the solenoid control
valve and torque converter.
The transmission hydraulic pump, Figure 7,
is positioned in the lower section of the oil
distributor assembly and consists of a driven
gear, an inner and outer rotor, a pump plate
and a pump body.

5
-----•PART4-'POWER REVERSING TRANSMISSION------

IR-4-1-06
Figure 7 Figure 8
Transmission Hydraulic Pump Pressure Regulating Valve and Bypass Valve

1. Distributor Housing 5. Inner and Outer Rotors 1. Regulating Valve 5. Bypass Valve Sleeve
2. Pump Plate 6. Pump Body 2. Regulating Valve 6. Bypass Valve Ball
3. Regulating Valve 7. Drive Gear Shim 7. Gallery to Torque
4. Bypass Valve 8. Stator Support 3. Regulating Valve Converter
Plug 8. Gallery to Control Valve
4. Bypass Valve Shim 9. Return to Sump

A gear on the stator support, driven by the rear
hub of the torque converter, drives the driven
gear. The driven gear incorporates a splined
shaft which drives the inner rotor of the pump.
The area of land "B" is greater than land "A";
therefore when the· pressure between the
lands reaches approximately 95 lbf/in2 (6.5
bar), the spring force acting on the valve is
overcome, causing the valve to move down.

Oil is picked up from the sump, via an internal

filter, through the inlet section of the pump
plate by the action of the rotors, and is forced
through the outlet section of the pump plate
to the oil distributor.
PRESSURE REGULATING VALVE AND
BYPASS VALVE
This downward movement allows the valve to
direct oil into the converter passage while
maintaining a minimum pressure of 95 lbf/in2
(6.5 bar). A pair of flats on the circumference
of land "C" causes the valve to move further
down as pump flow increases, which causes
regulated pressure to increase with engine
speed.

Oil from the transmission hydraulic pump

enters the valve bore area of the pressure
regulating valve between lands "B" and "C",
Figure 8. The area of the lands being equal,
the valve will not move; however, land "B"
incorporates a drilled passage or orifice that
allows oil to enter the valve bore between
lands "A" and "B".
Because pressure to the solenoid control
valve is higher than the pressure required for
converter operation, the bypass valve must
function to limit maximum pressure in the
converter at high pump flow.

6
------------------------CHAPTER1----------------------•

The bypass valve will open at approximately

75 - 80 lbf/in2 (5.2 - 5.5 bar) to bypass oil
back to sump; thereby preventing excessive
pressure in the converter. Oil leaking past
land "A!' of the regulating valve also returns
to sump.

SOLENOID CONTROL VALVE

The solenoid control valve is mounted on top

of the distributor assembly, Figure 9, and
consists of two identical spools, two
identical solenoids, a return spring and a
valve body.

Fig u re 9
The function of the solenoid control valve is
Solenoid Control Valve to direct the pressure regulated oil from the
1. Forward Solenoid 3. Reverse Solenoid
hydraulic pump to one of the two clutch
2. Control Valve packs.

IR-4-1-10 0

Figure 10
Oil Flow - In Neutral
Pressure Oil D Torque Converter Pressure Oil CJ Torque Converter Return Oil
CJ Lubrication Oil - Reservoir and Exhaust Oil
1. Forward Solenoid 6. Oil Pump Outlet 10. Reverse Clutch Oil Gallery
2. Forw ard Clutch Oil Gallery 7. Oil Pump Inlet 11 . Rev erse Solenoid
3: Feed Port to Oil Cooler 8. Return from Oil Cooler 12. Reverse Spool
4. Regulating Valve 9. Cooler Bypass Valve 1 3. Forward Spool
5. Bypass Valve

7
- - - -- -PART 4- POWER REVERSING TRANSMISSION------

IR-4 -1-11 0
Figure 11
Oil Flow in Forward

D Pressure Oil c=J Torque Converter Pressure Oil 0 Torque Converter Return Oil

D Lubrication Oil ~ Reservoir and Exhaust Oil

1. Forward Solenoid 6. Oil Pump Outlet 10. Reverse Clutch Oil Gallery
2. Forward Clutch Oil Gallery 7. Oil Pump Inlet 11. Reverse Solenoid
3. Feed Port to Oil Cooler 8. Return Port from Oil Cooler 12. Reverse Spool
4. Regulating Valve 9. Cooler Bypass Valve 13. Forward Spool
5. Bypass Valve

With the power reversing lever in neutral the
modulator unit will not signal the control
valve solenoids to actuate the spools.
With the solenoid control valve in neutral,
Figure 1 0, the pressure regulated oil is
directed, via passages in the distributor, to
the control valve and is trapped between the
end two lands of the forward and reverse
spools.
Pressure regulated oil is constantly delivered
to the forward and reverse spools. With the
spools held in neutral the forward and
reverse clutch pack oil galleries are
connected to exhaust via the forward and
reverse spools in the control valve.
With no pressure regulated oil directed to the
clutch packs no power is delivered to the
transmission gearbox, therefore the tractor
will remain stationary.
When selecting forward travel w ith the
power reversing lever a signal is sent from the
modulating unit to the control valve forward
solenoid. The solenoid is energised and
moves the forward spool across to align the
forward clutch pack oil gallery with the oil
gallery from the pressure regulating valve,
Figure 11 . The pressure regulated oil is
directed to the forward clutch pack, while the
reverse spool remains connected to exhaust.
With the forward clutch pack engaged power
is delivered to the transmission gearbox via
the rear input shaft.

8
----------------------•CHAPTER1----------------------•

0
Figure 12
Oil Flow in Reverse

CJ Pump Pressure Oil c:::::::J Torque Converter Pressure Oil c:::::::J Torque Converter Return Oil

CJ Lubrication Oil Reservoir and Exhaust Oil

1. Forward Solenoid 6. Oil Pump Outlet 10. Reverse Clutch Oil Gallery
2. Forward Clutch Oil Gallery 7. Oil Pump ll'}let 11 . Reverse Solenoid
3. Feed Port to Oil Cooler 8. Return Port from Oil Cooler 12. Reverse Spool
4. Regulating Valve 9. Cooler Bypass Va lve 13. Forward Spool
5. Bypass Valve

Selecting reverse travel sends a signal from MODULATOR UNIT

the modulating unit to the reverse solenoid of
the control valve. The operation of the
reverse section of the control valve is the
same as the forward section, however, now
the pressure regulated oil is directed to the
reverse clutch pack, Figure 12, and power is
delivered to the transmission gear box via the
rear input gear (reverse clutch hub).
The function of the modulator unit. Figure
13, is to provide a cushioned engagement for
the forward and reverse clutches during
changes in direction of travel. and to
disconnect the clutch packs when either
transmission disconnect button is depressed.

The modulator unit contains a

De-energised the forward solenoid moves microprocessor which ensures that the
back to the neutral position under spring voltage supplied to the forward and reverse
pressure and the spool aligns the forward control valve solenoids rises at a
clutch pack oi l gallery with the exhaust port. predetermined rate.

9
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION - - - - - •
Figure 13
Modulator Unit
1. Modulator Unit 3. Steering Motor
2. Connector
The cushioned engagement is accomplished
by regulating the oil pressure supplied to the
clutch packs, from the solenoid control valve,
in proportion to the voltage rise in the signal
from the modu lator unit to the control valve
solenoids.
When the power reversing lever is moved to
select forward travel the modulator unit
signals the forward solenoid to move the
control valve forward spool. The spool will
move in proportion to the voltage rise of the
signal to the solenoid, which requires
approximately 1 - 2.5 seconds to engage
fully, and the oil pressure to the clutch pack
will rise by the same proportion until
regulated pressure · is achieved after 2.5
seconds.
Selecting reverse travel with the power
reversing lever, the modulator unit cuts the
current to forward solenoid and signals the
reverse solenoid to move the reverse spool.
The operation of the reverse solenoid and
spool is the same as for forward engagement.
10
However, as the reverse spool moves to
direct pressure regulated oil to the reverse
clutch pack the forward spool is moved to
neutral by the return spring and reverse spool
pressure, thereby disengaging the forward
clutch pack.
The transmission disconnect feature allows
the transmission to be rapidly disengaged
from the engine, thereby releasing all engine
power to drive the backhoe/loader hydraulic
pump or enable the operator to make a gear
ratio change.
If, for example, a loading function is being
performed, and at the point of "tear out" and
lift the transm1ss1on can be rapidly
disengaged then all engine power becomes
immediately available to power the loader
hydraulic system, thereby increasing lift
speed and cycle times.
The transm1ss1on disconnect is accom-
plished by depressing the button on the
gearshift lever knob or the button on the
loader control lever knob, either will
disconnect the transmission.
Depressing the button on either of the levers
interrupts the current to the modulator unit
and thereby the current to the control valve
solenoids. Removing the electrical supply
will have the effect of cutting the flow of
hydraul ic oil to the clutch packs as the
solenoid and spool return to neutral. In
neutral the clutch pack oil galleries are open
to exhaust and the pressure regulated oil is
trapped between the end two lands of the
spool.
----------------------•CHAPTER1 . . . . . . . . . . . . . . . . . . . . . ..

IR-4-1-14 11
Figure 14
Hydraulic Clutch Assemblies

1. Transmission Rear Input Shaft 5. Transmission Front Input Shaft

2. Reverse Clutch Pressure Plate 6. Forward Clutch Hub
3. Reverse Clutch Piston 7. Clutch Housing
4. Forward Clutch Piston 8. Reverse Clutch Hub and Gear

When the button is released, the electrical
supply is restored to the modulator unit and
the control valve will direct pressure regu-
lated oil to the appropriate clutch pack in
proportion to the voltage supplied from the
modulator unit.
When hydraulic pressure is applied to the
front clutch for forward travel, the piston is
actuated, locking the steel plates to the
bronze plates. The steel plates, being driven
by the clutch housing, transmit power to the
bronze plates. The bronze plates then drive
the front hub which~ in turn, drives the rear
input shaft, thereby transmitting power to the
countershaft through the forward gear.

HYDFIAULIC CLUTCH ASSEMBLIES

The hydraulic clutch assemblies incorporate
a housing, a hub, and a series of bronze and
steel plates that are engaged through the
action of the forward or reverse pistons when
hydraul.ic pressure is applied.
The forward clutch hub, Figure 14, is splined
internally to the transmission rear input shaft
and externally to the bronze plates of the
forward clutch assembly.
When hydraulic pressure is applied to the
rear clutch for reverse travel, the plates in the
rear clutch are locked together to drive the
rear hub (reverse idler input), Figure 14. The
rear hub is not splined to the rear input shaft;
however, it does mesh with the reverse idler
gear that is· in turn meshed with the reverse
gear on the countershaft. It is through this
reverse idler gear that power is transmitted to
the countershaft.

11
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

'IR-4-1-15 11
Figure 15
Transmission Oil Flow Circuit Diagram

1. Torque Converter 5. Transmission Lubrication 9. Oil Pump

2. Oil Cooler 6. Hydraulic Clutch 10. Regulating Valve
3. Line Filter 7. Solenoid Control Valve 11. Bypass Valve
4. Cooler Line Bypass Valve 8. Inlet Filter 12. Plate on Distributor Casing

Because the countershaft is being driven by
the reverse idler gear and not the rear input
shaft, the countershaft will rotate in the
opposite direction as it does for foward
travel.
Oil from the torque converter then flows back
to the distributor between the stator support
and the front input shaft. It is then picked up
by the cooler tube on the left-hand side of the
transmission case and directed to the cooler,
Figure 17. The cooler is located in front of the
engine coolant radiator with the backhoe/
loader hydraulic·oil cooler, Figure 1.9.

Oil from the cooler is returned to the trans-

OIL FLOW
Transmission oil flows from the reservoir to
the distributor then to the solenoid control
valve assembly as previously described. Oil
from the bypass valve flows between the
stator support and the torque converter hub
into the converter, Figure 16.
mission via a tube on the left- hand side of the
tractor to the oil filter then over the trans-
mission housing and through a tube on the
right-hand side of the transmission case,
Figure 18. The· tube directs the oil via the
distributor to the lubrication passages in the
rear input shaft rear clutch hub and the
output shaft for lubrication of bearings
Figure 16.

12
-------------------------CHAPTER1-------------------------

Figure 16
Transmission Lubrication Oil Flow

D Torque Converter Pressure Oil D Lubrication Oil

c:J Torque Converter Return Oil - Reservoir and Exhaust Oil

1. Lubrication Gallery 4. Feed to Torque Converter 7. Forward Clutch

2. Reverse Clutch Gallery 5. Return from Torque Converter 8. Reverse Clutch
3. Forward Clutch Gallery 6. Return from Oil Cooler

The lubrication passages, being smaller than

the return tube, will act as an orifice and
cause a pressure build - up. When the
pressure reaches approximately 33 lbf/in 2
(2.26 bar) a bypass valve in the distributor
housing will open allowing oil to return to
sump.

OIL COOLER
The transmission cooling system, Figures 17
to 19, consists of a filter, a cooling unit and IR-4-1-17 11
tubes and fittings. The oil is filtered after Figure 17
Transmission Cooling System
leaving the cooler. The filter incorporates a
bypass valve that is st to open at 7 to 9 lbf/ in2 1. Filter Return Pipe 4. Pressure Test Point
(0.5 to 0.6 bar) should the filter become 2. Filter 5. Cooler Inlet Line
clogged. 3. Temperature Switch 6. Cooler Outlet Line

13
 - - - - - - P A R T 4- POWER REVERSING TRANSMISSION------
IR-4-1-18 - Tl
Figure 18
Transmission Cooling System
1. Adaptor
2. Filter Return Pipe
Oil from the torque converter enters the
cooler inlet tube, Figure 17, on the left side of
the transmission case, passes through the
cooler and filter, and is returned to the
lubrication circuit and sump through the
return fitting on the right side of the case
Figure 18.
POWER FLOWS
Power for al l four forward gear ratios is
transmitted from the front hydraulic clutch to
the rear input shaft. The rear input shaft then
transmits power to the countershaft forward
gear and the countershaft in turn transmits
power to the output shaft. Figures 20 and 21
illustrate the power flows.
14
Figure 19
Oil Cooler Assembly
1. Inlet Connection
2. Transmission Oil Cooler
3. Outlet Connect ion
Power flow for all four reverse gear ratios is
the same as for all four forward gear ratios
except that the rear clutch is engaged to
transmit power to the reverse idler gear. The
reverse idler gear in turn transmits power to
the reverse gea r on the countershaft.
Because power is being transmitted through
the reverse idler gear, the countershaft and
output shaft will rotate in the opposite
direction as for forward gear ratios. The rear
input shaft will also rotate in the opposite
direction.
----------------------•CHAPTER1----------------------•

1st Gear 3rd Gear

2nd Gear 4th Gear

Figure 20
Power Flows in Forward

1. Output Shaft 5. 2nd Gear- Drive Gear 9. 1st/2nd Synchroniser

2. 3rd Gear- Drive Gear 6. Forward Gear 10. 1st Gear - Driven Gear
3. Countershaft 7. 2nd Gear- Drive Gear 11. 3rd/4th Synchroniser
4. 4th Gear- Drive Gear 8. Rear Input Shaft 12. 3rd Gear - Driven Gear

15
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION------

1st Gear 3rd Gear

2nd Gear 4th Gear

Figure 21
Power Flows in Reverse

1. Output Shaft 5. 2nd Gear- Drive Gear 9. 1st/2nd Synchroniser

2. 3rd Gear- Drive Gear 6. Reverse Gear 10. 1st Gear- Driven Gear
3. Countershaft 7. Reverse Idler Gear 11. 3rd/4th Synchroniser
4. 4th Gear- Drive Gear 8. Rear Clutch Hub 12. 3rd Gear- Driven Gear

16
----------------------•CHAPTER1----------------------•

SYNCHRONISER
The synchronised 4 x 4 power reversing
transmission incorporates two cone type syn-
chronisers on the output shaft. One between
the 3rd and 4th gears, the other between the
2nd and 1st gears, Figure 22. The two syn-
chronisers operate in an identical way,
however, the synchroniser ring for the 3rd and
4th gears is engaged to the gear via a retainer,
Figure 24, while the synchroniser ring for the
1st and 2nd gears is engaged directly to the
gears, Figure 23.
The cone type synchroniser, Figure 24, for
the 3rd and 4th gears consists of a sliding
sleeve splined to the output shaft. Six balls
IR-4-1-22 11 and springs are positioned in radial drillings
Figure 22 in the sliding sleeve so that the balls are
Synchroniser Assemblies pressed into ·v· shaped recesses on the tangs
1. 1st Gear 5. 3rd Gear
of the two outer cones- three per outer cone.
2. Output Shaft 6. Front Roller Bearing The outer cones are positioned either side of
3. Rear Roller Bearing 7. 4th Gear the sliding sleeve and locate through win-
4. 1st/2nd Synchroniser 8. 3rd/4th Synchroniser dows in the sleeve.

Figure 23
1st/2nd Synchroniser Exploded View

1. Inner Cone Drive Pins (4) 5. Inner Cone

2. 1st Gear 6. 2nd Gear
3. Synchroniser Ring 7. Syrichroniser Ring Locating Pins (3)
4. Coupler Hub and Outer Cones 8. Detent Ball and Spring (6)

17
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

IR-4-1-24
Figure 24
3rd/4th Synchroniser Exploded View

1. Inner Cone Drive Pins 6. Intermediate Cone Locator

2. Inner Cone 7. 3rd Gear
3. 4th Gear 8. Synchroniser Ring Locating Pins (3}
4. Coupler and Outer Cones 9. Detent Ball and Spring (6}
5. Synchroniser Ring

Transmission gears are mounted on the
output shaft either side of the synchroniser
assembly. Splined to the gears are retainers
which engage the synchroniser rings to the
gears. The synchroniser rings are positioned
between the two outer cones and two inner
cones. The two inner cones are engaged to
the sliding sleeve by four (long) pins which
locate within the cut-outs in the cones. Three
thicker (short) pins limit the travel of the
sliding sleeve in relation to the outer cone.
The operation of the synchroniser, Figure 25,
is as follows:- · Further
In the neutral position the sliding sleeve and
outer cone are locked together by the balls
and springs positioned in the sleeve and
tangs of the outer cone.
The inner cone is engaged to the sliding
sleeve by the four (long) pins and rotates
with the sleeve and outer cone as an
assembly.
The synchroniser ring, engaged to the gear
via the retainer, and the gear are free to rotate
on the output shaft.
As the sliding sleeve is moved from neutral
towards the gear to be selected the outer
cone also moves and compresses the
synchroniser ring between the outer and
inner cones.
shift pressure causes the
synchroniser ring and the inner and outer
cones to rotate at the same speed. The
synchroniser ring and gear now rotating in
synchronisation with the sleeve permits the
chamfered teeth on the internal
circumference of the sleeve to engage the
teeth on the gear.

18
----------------------•CHAPTER1----------------------•

DISENGAGED

SYNCHRONISING

ENGAGED

IR-4-1-25

Figure 25
Synchroniser Operation

1. 3rd Gear 5. Synchroniser Ring

2. Synchroniser Ring Locator 6. Inner Cone
3. Inner Cone Pins (Long) 7. Outer Cone
4. Synchroniser Ring Pins (short)

Further shift pressure causes the outer cone
to depress the balls and springs in the sliding
sleeve and allow the sleeve to fully engage
the gear.
The cone type synchroniser, Figure 23, for
the 1st and 2nd gears operates in an identical
way to the 3rd and 4th gear synchroniser,
however, as previously described the 1st and
2nd gear synchroniser rings are engaged
directly to the gears and do not use a retainer
as in the 3rd and 4th gear synchroniser.

19
-------------------------CHAPTER1-------------------------

B. INTRODUCTION TO OVERHAULING THE TRANSMISSION

GENERAL CONDITION 3

The arrangement of the procedures in this Assemblies Serviced with Complete

chapter permits servicing the 4-speed power Overhaul: Refer to Section E.
reversing transmission with minimum dis-
assembly.
• Gearshift Mechanism
The procedures are separated into four
groupings as covered below. Each grouping
includes the components that can be • Output Shaft Bearing Retainer and Oil
serviced under the conditions established. Seal

In the case of Condition 3 it is necessary to

follow the procedures in each of the pre- • Output Shaft and Countershaft Gear
ceding groups to completely disassemble the Assemblies
transmission.

The fourth grouping covers detailed service • Countershaft Pre- Load

procedures for the inspection and repair of
sub-assemblies. Chapter 3 covers trouble
shooting, specifications and special tools.
• Output Shaft Pre- Load

CONDITION 1

Assemblies Serviced with Transmission

CONDITION 4
Installed: Refer to Section C.
Component Inspection and Repair (Sub-
• Gearshift Lever Assembly Overhaul): Refer to Section F.

• Modulator Unit
When serv1c1ng the transm1ss1on, always
• Solenoid Control Valve work in clean surroundings and with clean
tools. Thoroughly clean the transmission
case to prevent dirt entry. Use lint free towels
when wiping parts or your hands. Lay
CONDITION 2 cleaned parts out on clean paper so a
thorough inspection can be made.
Assemblies Serviced with Transmission
Front End Overhaul: Refer to Section D.
When installing the transmission components,
• Torque Converter do not use force. If the parts do not assemble
freely, examine them for the cause of difficulty,
afld coat them with a film of petroleum jelly or
• Transmission Hydraulic Pump and Oil
transmission fluid to facilitate assembly. Also
Distributor
lubricate all shafts, bearings, oil seals and gears
with a film of transmission oil before installing
• Front Input Shaft and Clutch Housing them in the transmission.

20
------------------------CHAPTER1----------------------•

C. GEARSHIFT LEVER, MODULATOR UNIT AND

SOLENOID CONTROL VALVE- OVERHAUL

Figure 26 Figure 27
Transmission Access Plate Removal Gearshift Lever Removal

1. Retaining Bolts 1. Gearshift Lever

2. Differential Lock Pedal 2. Retaining Nut and Pin
3. Cup Retaining Bolts
4. Safety Start Switches

GEARSHIFT LEVER 6. Lift the gearshift lever and lever spigot

REMOVAL
1. Remove the cab floor mat and the rubber
gaiter from around the gearshift lever.
from the transmission top cover and
remove through the aperture in the cab
floor.

2. Remove the steering console lower panel

situated in front of the gearshift lever.

DISASSEMBLY
3. Remove the bolts securing the trans-
mission access plate to the cab floor, 1. Remove the gearshift lever to lever spigot
Figure 26, and lift off the plate. retaining pin and nut.

4. Disconnect the transmission dump 2. Remove the snap ring from the spigot to
switch wire at the bottom of the gearshift release the spring, cup and spigot from
lever. the support. Remove the '0' ring seal
from the lever spigot.

5. Remove the three gearshift lever spigot

support retaining bolts from the trans- 3. Remove the pin and rubber shield from
mission top cover, Figure 27. the lever support, Figure 28.

21
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

IR-4-1-28 11
Figure 28 Figure 29
Gearshift Lever Components Safety Start Switches Removal

1. Lever Spigot 5. Cup 1. 3rd/4th Shift Rail Safety Switch

2. Support 6. '0' Ring 2. Wiring Harness
3. Rubber Shield 7. Spring 3. 1st/2nd Shift Rail Safety Switch
4. Pin 8. Snap Spring

ASSEMBLY 2. Install the gearshift lever through the cab

floor aperture and over the lever spigot.
1. Install the pin into the support then slide
the lever spigot into the support.
3. Retain the lever to the spigot with the pin
and nut, tighten-to the specified torque,
see Specifications - Chapter 3.
2. Install the rubber shield over the lever
spigot and onto the support.
4. Re-connect the dump switch wire and
install the transmission access plate to
3. Install the '0' ring seal to the lever spigot the cab floor.
then install the cup, spring and retain
with the snap ring.
5. Install the steering console panel,
gearshift lever gaiter and floor mat.

INSTALLATION
SAFETY START SWITCHES
1. Install the lever spigot assembly and
retaining bolts to the transmission top REMOVAL
cover. Apply thread sealant to the bolts
prior to installation see 1. Remove the fuel tank as described in Part
"Specifications" - Chapter 3. 2 "Fuel Systems" - Chapter 1.

22
----------------------•CHAPTER1----------------------•
-
IR-4-1-30 .
Figure 30
Safety Start Switch Test
1. Switch
2. Bulb
3. Battery
2. Remove the safety start switches from
the transmission top cover, Figure 29,
and then remove the switch plungers
from the transmission housing.
INSPECTION
1. Inspect the conical ends of the switch
plungers for nicks or burrs. If nicks or
burrs exist that cannot be removed by
polishing, install a new plunger.
2. Check the safety start switches for
operation by connecting the switch to a
suitable bulb and battery as illustrated in
Figure 30.
3. Depress and then release the operating
button. The switch is operating correctly
if the light comes on when the button is
depressed and goes out when the button
is released. If the switch is faulty, install a
new switch.
23
Figure 31
Solenoid Control Valve Removal
1. Solenoid Control Valve Assembly
2. Oil Distributor
3. Gasket
INSTALLATION
1. Install a new ·o· ring seal onto the safety
start switches, then install into the trans-
mission top cover and tighten to the
specified torque- see "Specifications" -
Chapter 3.
2. Install the fuel tank as described in Part 2
"Fuel Systems"- Chapter 1.
SOLENOID CONTROL VALVE
REMOVAL
1. Remove the fuel tank as described in Part
2 "Fuel Systems"- Chapter 1.
2. Remove the solenoid control valve
access plate retaining bolts and lift the
plate from the transmission.
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

3. Remove the solenoid control valve

wiring harness retaining clips then
withdraw the connectors from the
control valve solenoids.

4. Withdraw the solenoid control valve

retaining bolts and lift the solenoid
control valve from the distributor
housing, Figure 31.

NOTE: The solenoid valve is serviced as an

assembly, therefore, the only check that is
possible is to confirm the spool moves freely.
Refer to Section F for solenoid control valve
inspection.

Figure 32
Modulator Unit Installation
INSTALLATION
1. Modulator Unit
1. Install the solenoid control valve with a 2. Harness Connector
new gasket onto the distributor housing 3. Steering Motor
and secure with the retaining bolts.
Tighten the bolts to the specified torque,
see "Specifications" - Chapter 3.

2. Reconnect the wiring harness to the 2. Withdraw the retaining bolts and remove
solenoids and retain in position with the the modulator unit, Figure 32.
retaining clips.

3. Install the solenoid control valve access

plate onto the transmission housing and
secure with the retaining bolts. Tighten
the bolts to the specified torque, see INSPECTION
"Specifications" - Chapter 3.
See 'Trouble Shooting" - Chapter 3 for the
4. Install the fuel tank as described in Part 2 modulator unit inspection.
"Fuel Systems" - Chapter 1 .

MODULATOR UNIT
INSTALLATION
NOTE: The modulator unit is serviced as an
1. Install the modulator unit and secure in
assembly and the only checks possible are of
position tightening the retaining bolts to
continuity and voltage checks.
the specified torque, see "Specifications"
-Chapter 3.

REMOVAL 2. Install the steering console lower panel

and tighten the retaining bolts to the
1. Remove the steering console lower panel specified torque, see "Specifications" -
situated in front of the gearshift lever. Chapter 3.

24
----------------------•CHAPTER1----------------------•

D. FRONT END OVERHAUL

ASSEMBLIES SERVICED WITH

TRANSMISSION SEPARATED FROM
ENGINE

• Torque Converter.

• Transmission Hydraulic Pump and Oil

Distributor.

• Front Input Shaft and Clutch Housing.

Figure 33
Torque Converter to Flywheel

1. Torque Convertor Assembly

2. Drive Plate Assembly
3. Flywheel to Drive Plate Bolts
SEPARATING THE TRANSMISSION 4. Flywheel
FROM THE ENGINE 5. Reinforcing Plate
6. Drive Plate to Torque Converter Bolts
1. Drain the oil from the transmission by
removing the drain plug.
3. Normally, it is not necessary to remove
the converter pilot hub. However, if the
2. Separate the transm1ss1on from the pilot hub is damaged it can be removed
engine as described in PART 1 0 by removing the self-locking bolts.
'Separating the Unit'.

CAUTION: The bolts securing the converter

pilot hub to the flywheel also hold the
flywheel to the crankshaft. Before removing
DISASS.EM BLY the bolts, make sure the flywheel is
sufficiently supported to prevent it from
TORQUE CONVERTER falling.

1. Remove the torque converter and drive

plate from the stator support, Figure 33.

2. Remove the drive plate from the

converter by removing the attaching 4. Refer to Section F for servicing the torque
bolts and washers. converter.

25
 - - - - - • PART 4- POWER REVERSING TRANSMISSION------
Figure 34
Front View of Transmission Case
1. Solenoid Connection 4. Return Line
2. Test Port Line 5. Return Line
3. Test Port Line 6. Solenoid Connection
\
TRANSMISSION HYDRAULIC PUMP
AND OIL DISTRIBUTOR HOUSING
1. Disconnect the oil cooler return pipe and
elbow at the transmission case, Figure
34. Disconnect the return pipe at the oil
distributor housing and remove the pipe
from the transmission case.
2. Disconnect the pressure test port feed
pipe and elbow at the transmission case.
Disconnect the feed pipe at the oil
distributor housing and remove the pipe
from the transmission case, Figure 34.
3. Disconnect the wiring harness from the
solenoid control valve and remove from
the transmission case; note the colour
and the position of the two connectors.
26
Figure 35
Solenoid Control Valve Removal
1. Solenoid Control Valve Assembly
2. Oil Distributor
3. Gasket
4. Remove the solenoid control valve
securing bolts and remove the solenoid
control valve from the distributor
housing, Figure 35.
Refer to Section F for the disassembly of
the solenoid control valve assembly.
5. Remove the distributor housing retaining
bolts. Obtain two M8 jacking bolts,
approximately 30 mm (1 .25 in.) long.
Screw the bolts into the housing as
shown in Figure 36, then continue to
tighten until the distributor housing is
freed from the transmission case. Lift the
housing from the transmission and
remove the jacking bolts.
NOTE: The distributor housing is heavy, care
should be exercised when removing the
housing from the transmission case.
----------------------•CHAPTER1----------------------•

Figure 36 Figure 38
Distributor Housing Removal Removal

1. Upper Jacking Bolt 1. Clutch Housing Snap Ring

2. Lower Jacking Bolt 2. Rear Input Shaft

Refer to Section F for disassembly of the FRONT INPUT SHAFT AND CLUTCH
distributor housing and hydraulic pump. HOUSING

1. Remove the front input shaft and bearing

assembly from the clutch housing by
removing the snap ring, Figure 37.

2. Pull the forward clutch hub, along with

the thrust washer, from the rear input
shaft, Figure 37, then remove the forward
clutch plates.

The clutches have five steel and five

graphite bronze plates. All the plates are
"flat". The friction plates are available in
thicknesses of 0.090 in. (2.30 mm),
0.096 in. (2.44 mm) and 0.1 0 in.
(2.60 mm).

Figure 37
Front Input Shaft Removal
3. Remove the snap ring, Figure 38, then
1. Snap Ring 3. Forward Clutch Hub pull the clutch housing from the rear
2. Front Input Shaft 4. Forward Clutch Plates input shaft.

27
- - - - - • PART 4- POWER REVERSING TRANSMISSION------
Figure 39
Reverse Idler Input Gear Removal
1. Reverse Idler Input Gear (Rear Clutch Hub)
2. Rear Input Shaft
4. Remove the reverse idler input gear,
thrust washer, needle bearings and shims
from the rear input shaft, Figure 39, if not
removed with the clutch housing.
5. Refer to Section F for disassembly of the
rear clutch.
ASSEMBLY
FRONT INPUT SHAFT AND CLUTCH
HOUSING
1. Assemble the rear clutch as described in
Section F.
2. Install the partially assembled clutch
housing, Figure 40, over the rear input
shaft while exercising care to prevent
damaging the roller bearings. Make sure
the spacer, shim and thrust washer are
installed on the rear input shaft.
28
Figure 40
Clutch Housing Installation
1. Clutch Housing
2. Reverse Idler Input Gear
3. Retain the clutch on the shaft . by
installing the appropriate snap ring,
Figure 38.
4. Place the clutch hub and thrust washer,
Figure 37, on the rear input shaft, then
install the ten clutch plates, one by one,
starting with a steel plate then a bronze
plate.
5. Coat the sealing rings on the front of the
rear input shaft with petroleum jelly to
hold them in position. Then, carefully
install the front input shaft, Figure 37.
Secure the shaft to the clutch housing
with the snap ring.
IMPORTANT: Do not force the front input
shaft over the rear input shaft, Figure 37. If
difficulty is encountered, one of the sealing
rings could have dropped out of position. If
necessary, remove the front input shaft and
reposition the sealing rings.
----------------------•CHAPTER1----------------------•
Figure 41
Oil Distributor Housing Installation
1. Oil Distributor
2. Stator Support
TRANSMISSION HYDRAULIC PUMP
AND OIL DISTRIBUTOR HOUSING
1. Assemble the oil distributor as described
in Section F.
2. Apply gasket sealant, see Specification-
Chapter 3, to the portion of the new
gasket between the lower two bolt holes,
then install the gasket to the transmission
casing.
3. Install the oil distributor housing onto the
transmission casing, Figure 41, and
secure with the retaining bolts. Exercise
care when installing the oil distributor to
prevent the sealing rings on the front
input shaft from being damaged or
dislodged. Tighten the retaining bolts to
the specified torque, see 'Specifications'
-Chapter 3.
29
4. Assemble the solenoid control valve
assembly as described in Section F.
5. Install a new solenoid control valve
gasket to the distributor housing. Install
the solenoid control valve onto the oil
distributor housing and secure with the
retaining bolts. Tighten the retaining
bolts to the specified torque, see
'Specifications' - Chapter 3.
6. Prior to installing the oil cooler return and
the pressure test port feed elbows apply
thread sealant to the threads, see
'Specifications' - Chapter 3. Install the
elbows to the transmission casing.
7. Install the pressure test feed port pipe and
tighten to the specified torque, see
"Specifications" - Chapter 3.
8. Install the oil cooler return pipe and
tighten to the specified torque, see
"Specifications" - Chapter 3.
9. Thread the wiring harness through the
transmission casing and connect to the
solenoid control valve. Ensure that the
connectors are matched to the
connectors on the control valve, i.e. grey-
to-grey and black-to-black. Secure the
harness with the clip installed to the top
distributor housing bolt.
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

Figure 42 Figure 43
Torque Convertor to Flywheel Assembly Starting Motor Aperture

1. Torque Convertor Assembly 1. Flywheel

2. Drive Plate Assembly 2. Flywheel to Drive Plate Bolts
3. Flywheel to Drive Plate Bolts 3. Engine Back Plate
4. Flywheel 4. Torque Converter
5. Reinforcing Plate
6. Drive Plate to Torque Convertor Bolts

TORQUE CONVERTER 2. Install the transmission to engine

1. Secure the drive plate to the torque
converter, Figure 42, with the six
attaching bolts and flat washers. Tighten
the bolts to the specified torque, see
"Specifications" - Chapter 3.
attaching bolts and washers.
3. Rotate the flywheel until the eight holes
in the drive plate, align with the holes in
the flywheel.

2. Install the torque converter drain plug, if

not previously installed, then push the
4. Working through the starting motor
assembled converter over the stator
aperture, Figure 43, install the attaching
support. Exercise care to prevent
bolts and washers finger tight. Rotate the
damaging the oil seal on the front input
flywheel as required until all eight bolts
shaft. Rotate the converter so the splines
and washers are installed.
on the hub engage with the splines on
the front input shaft.

5. Rotate the flywheel approximately two

CONNECTING THE TRANSMISSION
TO THE ENGINE
1. Carefully move the engine towards the
transmission making sure the converter
pilot hub is aligned with the pilot of the
torque converter.
full turns to centre the drive plate, then
tighten the eight drive plate attaching
bolts to the specified torque, see
"Specifications" - Chapter 3.
6. Complete the connection as described in
Part 10 "Separating the Unit".

30
----------------------•CHAPTER1----------------------•

E. COMPLETE OVERHAUL

Assemblies serviced with transmission

removed from the tractor.

NOTE: Although it is possible to service the

gearshift mechanism and the output shaft
bearing retainer and oil seal by separating the
transmission from the rear axle, it is
recommended that these items are serviced
with the transmission removed from the
tractor.

• Output Shaft and Countershaft Gear

Assemblies

• Countershaft Pre-Load
Figure 44
• Rear Cover Transmission Top Cover

1. Gear Lever Spigot

• Output Shaft Pre- Load 2. Oil Filler and Dipstick
3. Top Cover
4. Safety Start Switches
• Gearshift Components

2. Ensure the gearshift lever is in neutral and

remove the cover plate retaining bolts
SEPARATING THE TRANSMISSION then remove the cover plate and gasket,
FROM THE ENGINE AND REAR AXLE Figure 44.

1 . Separate the transmission from the

engine and rear axle, as described in
PART 10, "Separating the Unit".

3. Remove the detents, springs and balls

COMPONENT REMOVAL from the bores in the top of the trans-
mission case, Figure 46. If the balls will
1. Remove the transmission hydraulic not lift out with a magnet, the balls may
pump and oil distributor as described in be removed after the shift rails have been
Section D. removed from the transmission case.

2. Remove the front input shaft and clutch

housing as described in Section D.

GEARSHIFT COMPONENTS 4. Using a suitable pin punch, remove the

spring pins retammg the 1st/2nd
1. Remove the dipstick from the gearshift gearshift gate and the gearshift fork,
cover plate. Figure 45.

31
- - - - - • PART 4- POWER REVERSING TRANSMISSION------
Figure 45
Gearshift Component Removal
1. 1st-2nd Shift Fork
2. 3rd-4th Shift Fork
3. 3rd-4th Shift Rail Roll Pins
4. 3rd-4th Shift Rail Gate
5. 1st-2nd Shift Rail Gate
6. 1st-2nd Shift Rail Roll Pins
5. Remove the gearshift rail plugs from the
rear end of the transmission case, then
extract the gearshift rail rearwards,
retrieving the gearshift gate and fork as
the rail is removed from the transmission
case. If the detent ball was not previously
removed, exercise care to prevent the ball
from falling into the transmission.
6. Using a suitable pin punch remove the
spring pins retaining the 3rd/4th
gearshift gate and gearshift fork, Figure
45.
7. Extract the gearshift rail by sliding the rail
rearwards retrieving the gearshift gate
and fork as the rail is removed from the
transmission case.
32
Figure 46
Gearshift Detents and Plungers
1. 1st-2nd Shift Rail Detent
2. 3rd-4th Shift Rail Detent
3. Interlock Plug and Plunger
4. Safety Start Switch Plungers
NOTE: In certain countries tractors are
limited to a maximum speed of 20km/ h when
travelling on the public highway. In order to
comply with this speed regulation the 4th
gear is blocked out. These tractors then have
a 3 x 3 transmission.
When servicing this type of transmission it is
necessary to retrieve the block collar,
positioned on the 3rd/4th gearshift rail
between the gearshift gate and the trans-
mission inner wall, as the 3rd/4th gearshift
rail is being extracted from the transmission
housing.
8. Remove the interlock detent plug from
the left-hand side of the transmission
case and extract the interlock detent,
Figure 46, which is positioned between
the 1st/2nd and 3rd/4th gearshift rails.
----------------------•CHAPTER1----------------------·

Figure 47 Figure 48
Gear Backlash Check Rear Cover Plate Removal

1. Gear Backlash Bracketry 1. Rear Cover

2. Dial Indicator 2. Jacking Bolts
3. Stylus 3. Output Shaft

REAR COVER PLATE OUTPUT SHAFT AND COUNTER-

1. If transmission gear wear is suspected
then prior to removing the rear cover and
output shaft bearing retainer check the
gear backlash. Position a dial indicator
gauge on the transmission casing as
shown in Figure 47 and measure the
backlash on output shaft gears.
SHAFT GEAR ASSEMBLIES
1. Release the cord retaining the output
shaft and countershaft assemblies
together then lift the output shaft
assembly rearwards from the trans-
mission case as shown in Figure 49.

2. Prior to removing the rear cover and

output shaft bearing retainer tie the
output shaft and countershaft together
with a suitable length of cord.

3. Remove the rear cover retammg bolts

then screw two jacking bolts into the rear
cover as shown in Figure 48. Tighten the
two jacking bolts equally until the rear Figure 49
Output Shaft Removal
cover is free of the transmission case.
Remove the two jacking bolts and 1. Rear Input Shaft 3. Countershaft
remove the rear cover assembly. 2. Output Shaft

33
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

Figure 50 Figure 52
Countershaft Removal Reverse Gear Idler Components

1. Rear Input Shaft 1. Gear 5. Shaft

2. Countershaft Assembly 2. Thrust Washer 6. Roller Bearing
3. Shaft Locating Bolt 7. Thrust Washer
4. Seal 8. Snap Ring

2. Remove the rear input shaft assembly 3. Lift the countershaft assembly Figure 50
from the transmission case through the and remove from the rear end of the
gearshift cover plate aperture. transmission case.

4. Remove the reverse gear idler shaft

retaining bolt from the left-hand side of
the transmission case.

5. Remove the snap ring from reverse gear

idler shaft, Figure 51, and slide the shaft
rearwards from the transmission case
retrieving the gear, bearing and thrust
washers as the shaft is removed, Figure
52.

Figure 51
Reverse Gear Idler Removal
6. Refer to Section F for disassembly of
1. Gear 3. Shaft the output shaft and countershaft
2. Shaft Spigot 4. Snap Ring assemblies.

34
----------------------•CHAPTER1-----------------------

Figure 53 Figure 54
Countershaft Installation Countershaft Pre-Load Check

1. Rear Cover 4. Countershaft 1. Pull Scale

2. Rod Assembly 2. Cord
3. Bearing Cap 5. Point to Wrap Cord

INSTALLATION 3. Install the assembled countershaft and

COUNTERSHAFT PRE-LOAD CHECK
1. If any of the following parts have been
renewed then it will be necessary to
check the countershaft pre-load.
4. Ensure the countershaft bearing cap
• Taper roller bearings.
gear assembly through the rear of the
transmission case and position in such a
way that the rear bearing just protrudes
from the rear of the case.
attaching bolts are tightened to the
specified torque, see "Specifications" -
Chapter 3.

• Countershaft.
5. Remove the bearing cap plug and insert a
suitable rod through the hole in the cap
• Thrust washers. into the countershaft, Figure 53.

The pre-load is checked with all components

removed from the transmission case except 6. Position the rear cover to the trans-
the countershaft. To determine the shims mission case while lifting the
required to give the specified pre-load, see countershaft with the rod.
"Specifications" - Chapter 3, proceed as
follows:
7. Secure the rear cover to the transmission
case and tighten the retaining bolts to the
2. Assemble the countershaft and gear specified torque, see "Specifications" -
assembly as described in Section F. Chapter 3.

35
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

Figure 55 Figure 56
Countershaft Bearing Cap and Shims Rear Input Shaft Installation

1. Taper Rolling 3. Shims 1. Transmission Case Inner Wall

Bearing 4. Bearing Cap 2. Output Shaft
2. Countershaft 3. Rear Input Shaft

8. Rotate the countershaft assembly until OUTPUT SHAFT PRE-LOAD CHECK

the bearings run smoothly.
1. The pre-load on output shaft must be
checked if any of the following
components have been renewed.
9. Using a suitable length of cord and a pull
scale as shown in Figure 54, wrap the
cord around the countershaft just ahead
of the helical gear, Figure 53. Ensure that • Taper roller bearings.
the cord does not overlap. • Output shaft.
• Thrust washers.
• Rear input shaft.

1 0. If the pull required to rotate the

countershaft is outside the specified
The pre-load must tie checked with all
limits, see "Specifications" - Chapter 3,
components removed from the transmission
remove the rear cover and bearing cap
case except for the output shaft and rear
and add or delete shims as required
input shaft. It will be necessary, therefore, to
Figure 55 and repeat the procedure.
remove the countershaft if previously
installed.

NOTE: When installing the bearing cap,

apply a thread sealant to the retaining bolts 2. Assemble the output shaft and gear
prior to installation, see "Specifications" - assembly as described in Section F.
Chapter 3, for specified thread sealant.

3. Install the rear input shaft into the trans-

11. When the pre-load check is complete mission case and rest across the trans-
remove the rear cover. mission case inner wall, Figure 56.

36
----------------------•CHAPTER1-----------------------
Figure 57
Output Shaft Installation
1. Output Shaft
2. Rear Cover
3. Wooden Block
4. Output Shaft Rear Bearing
4. Install the output shaft into the trans-
mission case from the rear end and mate
up with the rear input shaft. Temporarily
support the output shaft with a suitable
wooden block, Figure 57.
5. Install the rear cover plate to the trans-
mission case while removing the wooden
block from the casing. Install and tighten
the cover retaining bolts to the specified
torque, see "Specifications"- Chapter 3.
6. Ensure that the output shaft bearing cap
retaining bolts are tightened to the
specified torque, see "Specifications" -
Chapter 3.
7. Rotate the output shaft several times to
ensure the bearings are seated correctly.
37
Figure 58
Output Shaft Pre- Load Check
1. Scale
2. Output Shaft
3. Bearing Cap
4. Retaining Bolts
8. Wrap a suitable length of cord around the
output shaft splines, Figure 58. Ensure
that the cord does not overlap. Attach a
pull scale to the cord and measure the
pull required to rotate the output shaft.
9. If the pull required to rotate the output
shaft is outside the specified limits, see
"Specifications"- Chapter 3, remove the
rear bearing cap and cover assembly. Add
or delete shims as required and repeat the
pre-load procedure.
NOTE: When installing the bearing cap
apply a thread sealant to the retaining bolts
prior to installation, see "Specifications" -
Chapter 3 for the specified thread sealant.
10. When the pre-load check is correct
remove the rear cover assembly, the
output shaft assembly and the rear input
shaft from the transmission case.
- - - - - - P A R T 4- POWER REVERSI,NG TRANSMISSION------

Figure 59 Figure 60
Reverse Gear Idler Components Reverse Gear Idler Installation

1. Gear 5. Shaft 1. Gear 3. Shaft

2. Thrust Washer 6. Roller Bearing 2. Shaft Spigot 4. Snap Ring
3. Shaft Locating Bolt 7. Thrust Washer
4. Seal 8. Snap Ring

OUTPUT SHAFT, COUNTERSHAFT 3. Install the countershaft and gear

AND REAR COVER ASSEMBLIES assembly into the transmission case from
the rear end so that the front end taper
1. Install the reverse gear idler shaft into the roller bearing rests in the bearing cup.
transmission casing and assemble the
component parts for the assembly in the
following sequence with reference to
Figure 59.

• Thrust washer.
• Reverse idler gear and needle bearing.
• Thrust washer.
• Collar
• Snap Ring.

NOTE: Ensure that the thrust washers are

installed with the oil grooves facing the
reverse idler gear.

2. Install the reverse idler shaft retaining

bolt into the transmission case ensuring Figure 61
Output Shaft Installation
the bolt aligns with the shaft. Tighten the
bolt to the specified torque, see 1. Rear Input Shaft 3. Countershaft
"Specifications" - Chapter 3. 2. Output Shaft

38
----------------------•CHAPTER1----------------------•
Figure 62
Rear Cover Plate Installation
1. Output Shaft Bearing Cap
2. Suitable Rod
3. Plug Hole
4. Rear Cover Plate
4. Install the rear input shaft into the trans-
mission case and rest across the trans-
mission case inner wall.
5. Install the output shaft and gear assembly
into the transmission case from the rear
end and position onto the countershaft
and gear assembly just behind the rear
input shaft, Figure 61.
6. Engage the rear input shaft with the
output shaft and gear assembly, then
engage with the countershaft and gear
assembly so that the taper roller bearings
rest in the respective bearing cups.
7. If not previously removed, remove the
countershaft bearing cap plug.
8. Apply gasket sealant to the rear cover
face, see "Specifications"- Chapter 3 for
the specified sealant, then position the
cover over the output shaft until the
output shaft taper roller bearing contacts
the respective bearing cap.
39
Figure 63
Countershaft Bearing Cap Plug
1. Access Plug
2. Bearing Cap
9. Insert a suitable rod through the
countershaft bearing cap plug hole into
the countershaft, Figure 62. Lift the
countershaft while positioning the rear
cover plate onto the transmission case,
Figure 62.
1 0. Secure the rear cover plate assembly to
the transmission case with the retaining
bolts. Tighten the retaining bolts to the
specified torque, see "Specifications" -
Chapter 3.
11 . Apply thread sealant, see
"Specifications" - Chapter 3, to the
countershaft bearing cap plug and install
the plug into the cap, Figure 63. Tighten
the plug to the specified torque, see
"Specifications" - Chapter 3.
1 2. Rotate the gear train to ensure all gears
turn smoothly.
- - - - - • PART 4- POWER REVERSING TRANSMISSION------
Figure 64
Gearshift Component Installation
1. 1st-2nd Shift Fork
2. 3rd-4th Shift Fork
3. 3rd-4th Shift Rail Roll Pins
4. 3rd-4th Shift Rail Gate
5. 1st-2nd Shift Rail Gate
6. 1st-2nd Shift Rail Roll Pins
GEARSHIFT COMPONENTS
1. Install the 1st/2nd and 3rd/4th gear shift
forks into the respective synchroniser
assemblies, Figure 64.
2. Insert the 1st/2nd gearshift rail into the
transmission case from the rear end of the
transmission. Slide the rail through the
1st/2nd gearshift fork then install the
1st/2nd gearshift gate onto the rail.
Continue sliding the rail until it is in
approximately the neutral position,
Figure 64.
3. Insert the interlock detent into the drilling
on the left-hand side of the transmission
case. Install the interlock detent plug and
tighten to the specified torque, see
"Specifications" - Chapter 3.
4. Insert the 3rd/4th gearshift rail into the
transmission case from the rear end of the
transmission. Slide the rail through the
3rd/4th gearshift forks, then install the
3rd/4th gearshift gate onto the rail.
Continue sliding the rail until it is in
approximately the neutral position.
40
Figure 65
Gearshift Detents and Plungers
1. 1st-2nd Shift Rail Detent
2. 3rd-4th Shift Rail Detent
3. Interlock Plug and Plunger
4. Safety Start Switch Plungers
NOTE: If difficulty is encountered sliding the
3rdI 4th gearshift rail into the neutral position
check to ensure that the 1st/2nd gearshift rail
is positioned in the neutral and the interlock
detent is positioned correctly to the 1st/2nd
gearshift rail. The interlock detent will pre-
vent the 3rd/4th gearshift rail from entering
the transmission case if the 1st/2nd gearshift
rail is not in neutral.
5. Align the spring pin holes in the gearshift
gate forks and rails then drive the spring
pins into the holes.
6. Insert the safety start switch plungers
into their respective bores, Figure 65.
Insert the gearshift rail balls, springs and
detents into their respective bores, Figure
65.
7. Install the two blind covers into the
gearshift rail bores at the rear end of the
transmission case cover plate.
----------------------•CHAPTER1----------------------•

COMPONENT INSTALLATION 2. Install the distributor housing as

described in Section D.
1. Install the front input shaft and clutch
housing as descibed in Section D.

F. COMPONENT OVERHAUL

• Torque Converter 4. Remove the drain plug and the plug from
the hub opening. Drain the solvent' from
• Transmission Hydraulic Pump and Oil the converter.
Distributor Assembly
5. Repeat Steps 1 to 4, as required, until the
• Control Valve solvent that is drained from the converter
is clean.
• Front Input Shaft and Hydraulic Clutch
6. Install the drain plug.
• Reverse Idler Gear Assembly

• Rear Input Shaft INSPECTION

• Output Shaft and Gear Assembly Inspect the splines Figure 66 on the
converter hub for wear or damage and the
• Countershaft and Gear Assembly weld joints for cracks. If the hub is worn or
damaged and/or the weld joints cracked, a
new converter should be installed. A new
TORQUE CONVERTER drive plate should also be installed if it is
warped.
The torque converter, Figure 66, is a welded
unit and cannot be disassembled. The only
maintenance performed on the converter,
other than the stall test covered in Chapter 3,
is cleaning and visual inspection. A
commercial torque converter cleaner may be
used to clean the converter. However, if a
commercial cleaner is not available, the
converter should be cleaned as outlined
below.

1. If not previously drained, remove the

drain plug, Figure 66 and drain as much
oil as possible from the converter by
tilting the converter in all directions.

2. Install the drain plug, then fill the

converter about half full, through the
hub, with paraffin base solvent or any Figure 66
Torque Converter and Drive Plate
cleaning solvent specified for cleaning
transmissions. 1. Torque Convertor Assembly
2. Drive Plate Assembly
3. Flywheel to Drive Plate Bolts
3. Plug the opening in the hub, then
4. Flywheel
circulate the solvent inside the converter 5. Reinforcing Plate
by shaking. 6. Drive Plate to Torque Converter Bolts

41
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

1-1gure D Figure 68
Front Cover Plate Removal Pump Drive Gear Removal

1. Jacking Bolt 1. Stator Support 5. Driven Gear

2. Oil Distributor 2. Oil Distributor 6. Bearing
3. Jacking Bolt 3. Drive Gear 7. Front Cover Plate
4. Front Cover Plate 4. Transmission Pump 8. Thrust Washer

TRANSMISSION HYDRAULIC PUMP

AND OIL DISTRIBUTOR ASSEMBLY

DISASSEMBLY

1. Install the two jacking bolts, previously

used to remove the oil distributor
assembly from the transmission case,
into the cover bolt holes, Figure 67.
Tighten the two bolts equally until the
front cover is released from the housing.
Remove the two bolts.

2. Strike the front cover plate with a suitable

soft faced mallet to release the hydraulic
pump driven gear from the housing,
Figure 69.

Figure 69
3. Slide the gear from the stator support. Pump Drive Gear Removal
Remove the stator support retaining bolts
1. Drive Gear Splines 4. Bearing
then remove the support from the oil 2. Bearing 5. Thrust Washer
distributor housing, Figure 68. 3. Driven Gear

42
----------------------•CHAPTER1----------------------•

IR-4-1-71 ll
Figure 70 Figure 71
Oil Distributor Housing Components Transmission Pump Components

1. Distributor Housing 5. Pump Rotors 1. Pump Body 4. End Plate Screws

2. Pump End Plate 6. Pump Body 2. Inner Rotor 5. End Plate
3. Regulating Valve 7. Pump Drive Gear 3. Outer Rotor
4. By-Pass Valve 8. Stator Support

4. Remove the hydraulic pump retaining INSPECTION

bolts and lift the pump assembly from the
distributor housing, Figure 70.
1. Thoroughly clean all the transmission
hydraulic pump and oil distributor
components with a suitable solvent and
allow to dry. Use compressed air to clean
the oil passages in the distributor
housing.

5. Remove the by-pass valve plug and

extract the shim, spring ball and valve
seat, Figure 70.

2. Inspect the hydraulic pump driven gear

and the bearings either side of the gear
for wear or damage.
6. Remove the regulating valve plug and
extract the spring, shim and spool.

3. Inspect the front cover thrust washer for

7. Remove the '0' ring seals from the valve wear or scoring. If damaged, remove by
plugs and discard. Install new '0' rings prying the washer from the cover, do not
on assembly. remove if undamaged.

43
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION------
IR-4+72 11
Figure 72
Transmission Hydraulic Valves
1. By-Pass Valve
2. Regulating Valve
3. Lubrication Valve
4. Inspect the front cover torque convertor
oil seal for damage. Do not remove the oil
seal unless the seal is damaged. If
damaged, remove the snap ring and drive
the seal from the cover with a suitable
punch and hammer.
5. Inspect the stator support gear and
bearing for wear or damage. Check the
seal rings for wear, nicks or other
damage.
6. Disassemble the hydraulic pump, if not
already disassembled, and inspect the
inner and outer rotors for scratching and
scoring or excessive wear.
7. Inspect the by-pass valve seat and ball
for scratches and pitting, Figure 72. If
scratch marks cannot be removed by
polishing, install new parts during
44
Figure 73
Transmission Pump Connections
1. Suction Tube
2. Seal
3. Pressure Tube Connections
4. Distributor Housing
assembly. Check the spring and if suspect
measure the spring, see "Specifications" -
Chapter 3.
8. Inspect the regulating valve spool, Figure
72 for excess wear, grooves or scratches
that may cause the spool to malfunction.
If scratch marks cannot be removed by
polishing, install new parts during
assembly. Check the spring and if
suspect, measure spring dimensions, see
"Specifications" - Chapter 3.
9. Inspect the oil distributor housing for
cracks and check the valve bores for wear
or scoring. Check the pressure pipes
connections are tight and renew the
suction pipe seal on assembly, Figure 73.
-----------------------CHAPTER1-----------------------

ASSEMBLY

1. Install the regulating valve spool, shim

and spring into the respective bore and
retain in position with the plug. Tighten
the plug to the specified torque, see
"Specifications" - Chapter 3.

2. Install the by-pass valve seal, ball, spring

and shim into the respective bore and
retain with the plug. Tighten the plug to
the specified torque, see
"Specifications" - Chapter 3.

3. Assemble the transmission hydraulic

pump components as shown in Figure Figure 74
Front Input Shaft Bearing Removal
70. Install the pump onto the distributor
housing and secure with the retaining 1. Puller- Tool No. 1003 or 9516
bolts. Tighten the bolts to the specified 2. Front Input Shaft
torque, see "Specifications"- Chapter 3. 3. Oil Passages
4. Front Input Shaft Bearing
5. Pulling Attachment- Tool No. 951 or 9190
6. Sealing Rings
4. Install the stator support onto the
distributor housing and secure with the
retaining bolts. Tighten the bolts to the
specified torque, see "Specifications" - FRONT INPUT SHAFT AND REAR
Chapter 3. CLUTCH ASSEMBLY

5. Locate the gear onto the stator support,
Figure 68.
6. If it was necessary to remove the oil seal
from the front cover, install a new seal
using Tool No. 630 or 921 0 and a press. If
the thrust washer was removed, install a
new thrust washer using new knock pins.
7. Install the hydraulic pump drive gear and
bearings to the front cover, the assembly
is a push fit.
DISASSEMBLY
1. Normally it is not necessary to remove the
ball bearing from the front input shaft, or
the needle bearing from the rear face of
the shaft. If the ball bearing is worn or
damaged, it can be removed as shown in
Figure 74. To remove the needle bearing,
collapse the inner race with a hammer
and chisel, then pull the outer race from
the shaft with Tool Nos. 1 003 and 951 or
9516 and 9190.
2. Unlock the sealing rings by squeezing
them together, then remove them from
the shaft.

8. Install a new gasket then assemble the

front cover plate to the oil distributor
housing and secure with the retaining
bolts. Tighten the retaining bolts to the
specified torque, see "Specifications" -
Chapter 3.
3. If not previously removed, pull the
bearings and spacer from the rear clutch
hub (reverse idler input) and remove the
gear from the clutch plates in the
housing. Remove the thrust washer.

45
- - - - - • PART4- POWER REVERSING TRANSMISSION------

Figure 75 Figure 76
Rear Clutch Components Clutch Piston Return Spring Removal

1. Drive Plate 7. Clutch Housing 1. Modified Tool No. FT 4101 or 1312

2. Steel Disc- 8. Inner Piston Seal 2. Snap Ring
External Splines 9. Outer Piston Seal 3. Spring Retainer
3. Snap Ring 10. Friction Disc - 4. Snap Ring Groove
4. Spring Retainer Internal Splines
5. Return Spring 11. Snap Ring
6. Piston

4. Remove the large snap ring, clutch drive 7. Remove the pistons (one in each end of
plate and internal plates from the rear the clutch housing) by directing
clutch. compressed air into the oil passage in the
hub of the clutch housing, Figure 75.

8. Remove the outer ·a·

ring seal from each
5. Using a press and modified Tool No. piston and the inner '0' ring seals from
FT41 01 or 1312 see "Specifications" - the hub of the clutch housing.
Chapter 3 along with a suitable size
washer as shown in Figure 76, compress
the spring enough to remove the snap
ring with a screwdriver. Gradually, relieve
pressure on the spring, then remove the
spring seat and spring.
INSPECTION

1. Thoroughly clean the front input shaft

6. Turn the clutch housing over and remove
the snap ring, spring seat, and spring
from the other end of the housing by
repeating Step 5.
and bearings Figure 80 and the clutch
components, Figure 78, with suitable
solvent and allow to dry. Use air to clean
out the oil passages in the input shaft and
clutch housing. Do not spin the bearings
with compressed air.

46
----------------------•CHAPTER1----------------------•

IR-4-1-77

Figure 77
Forward Clutch Components

1. Ball Bearing 5. Friction Disc- Internal 8. Clutch Housing

2. Snap Ring Splines 9. Piston
3. Front Input Shaft 6. Snap Ring 10. Spring Retainer
4. Front Hub 7. Return Spring 11. Steel Disc - External Splines

2. Check the ball bearing on the front input 5. Check all of the plates for warpage or
shaft, Figure 79, for smooth rotation. If distortion. Install new plates if they have
the bearing is worn, a new one should be taken a set.
installed during assembly. Also check the
needle pilot bearing in the rear face of the
shaft for smooth rotation.

6. Check the clutch housing and bushing

for hole alignment and wear.
3. Inspect the front shaft sealing rings,
Figure 79, for cracks and wear, and the
sealing ring grooves for wear. Install new
parts as required, during assembly.
Check the shaft oil passages to be sure
they are clean.

4. Inspect the working surface of the clutch
pistons, Figure 78, for scoring. If scored,
fine emery cloth may be used to smooth
the surface. Ensure the ·a· ring seal
grooves are clean and that burrs do not
exist.
ASSEMBLY
1. Install new '0' ring seals on the clutch
pistons, Figure 75, and on the hub of the
clutch housing. Coat the ·o·
ring seals with
grease, then install the pistons (one in each
end of the housing) so they are seated
against the centre web of the housing.

47
- - - - - • PART4- POWER REVERSING TRANSMISSION------

6
IR-4-1-79
Figure 78 Figure 79
Rear Clutch Hub and Thrust Bearing Front Input Shaft Assembly

1. Bearings 5. Rear Clutch Hub 1. Shaft 4. Roller Bearing

2. Front Thrust Bearing 6. Spacer 2. Sealing Rings 5. Thrust Washer
3. Spacer 7. Thrust Bearing Seat 3. Knock Pins
4. Bearing Spacer 8. Rear Thrust Bearing

2. Position the spring and spring seat on the
piston, then compress the spring with a
press, using modified Tool No. FT 4101
or 1312, and a suitable washer, as shown
in Figure 76, so the snap ring can be
installed. Make sure the snap ring is fully
seated before relieving pressure on the
spring.
3. Turn the clutch housing over and install
the spring, spring seat, and the snap ring
in the other end of the housing by
repeating Step 2.
5. Install the clutch drive plate and retain it
in place by installing the appropriate
snap ring.
6. If it was necessary to remove the ball
bearing from the front input shaft. drive
or press a new bearing into place using a
hammer or press, and a sleeve of the
appropriate diameter and convenient
length. If the needle bearing was
removed from the rear of the front input
shaft, press a new bearing into place
using a step plate from Tool No. 630-S or
9210.

7. Install the three sealing rings on the front

4. Place the thrust washer, Figure 78, on the input shaft, making sure each ring is
flat hub of the clutch housing (the hub in locked in place.
the front of the housing is recessed), then
install the rear clutch hub (reverse idler
input). bearings, and spacer. Install the
clutch plates, one by one, starting with a 8. Installation of the clutch housing and
steel plate then a bronze plate. front input shaft is covered in Section D.

48
----------------------•CHAPTER1----------------------•

Figure 80 Figure 81
Clutch Pack Clearance Solenoid Control Valve Assembly

1. Pressure Plate 3. Snap Ring 1. Forward Solenoid 3. Reverse Solenoid Plunger

2. Feeler Gauge 2. Forward Spool 4. Reverse Solenoid

CLUTCH PACK CLEARANCE CHECK SOLENOID CONTROL VALVE

1. If a new clutch pack has been installed in DISASSEMBLY

the clutch housing, use the following
procedure to check the clutch pack 1 . Remove the control valve solenoid
clearance: retaining bolts and disassemble the
solenoid assembly from the control valve
body.
• With the rear clutch pack assembly as
previously described, use a feeler gauge
to check the clearance between the clutch
pressure plate and the snap ring, Figure
80, while holding the plate against the
clutch disc.
INSPECTION

• The clearance must be measured at three
points equally spaced around the housing
(120° intervals).
• Remove the clutch plate and install with
the clutch discs on the opposite side of
the housing using the same procedure.
• If the_ clearance is not within the specified
limits, see "Specifications" - Chapter 3,
change a clutch disc or discs to obtain the
correct clearance, clutch disc thicknesses
are specified in "Specifications" - Chapter
3.
1. Manually check that the spool slides
smoothly within the control valve body,
then reassemble the control valve and
solenoid. Tighten the retaining bolts to the
specified torque.
NOTE: The internal parts of the control valve
assembly are not serviced separately.
The control valve is serviced as a complete
assembly, overhaul is limited to checking spool
movement only.

49
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

IR-4-1-83 11
Figure 82 Figure 83
Reverse Idler Gear Components Rear Input Shaft Assembly

1. Gear 5. Shaft 1. Rear Sealing Rings

2. Thrust Washer 6. Roller Bearing 2. Gear Shaft Assembly
3. Shaft Locating Bolt 7. Thrust Washer 3. Lubrication Gallery Oil Holes
4. Seal 8. Snap Ring 4. Front Sealing Rings

REVERSE IDLER GEAR ASSEMBLY REAR INPUT SHAFT

INSPECTION INSPECTION

1. Thoroughly clean the reverse idler gear
components, Figure 82 with a suitable
solvent and allow to dry.
1. Thoroughly clean the rear input shaft
with a suitable solvent and allow to dry.
Use compressed air to clean out the oil
passages. Do not spin the bearing with
compressed air.

2. Inspect the thrust washers either side of

the reverse idler gear for scoring or
excessive wear.
3. Inspect the needle roller bearing for
smooth rotation. If the bearing is worn,
install a new bearing during assembly.
2. Check the bearing for smooth rotation.
Normally the rear input shaft bearing
need not be removed, however, if the
bearing is worn or damaged it can be
removed by clamping the shaft between
two blocks of wood and driving the
bearing from the shaft with a punch and
hammer. If the bearing is removed a new
one must be installed as the cage will be
damaged during removal.

4. Inspect the gear for cracks, burrs or
chipped teeth. Remove burrs with fine
emery cloth or a fine pumice stone. If the
gear is chipped or cracked, a new gear
should be installed.
3. Inspect the rear input shaft sealing rings
for nicks, cracks or scratches. Any seals
which are suspect should be renewed on
assembly. Ensure all oil passages are
clean.

50
-----------------------CHAPTER1----------------------•

IR-4-1-22 . 11
Figure 84 Figure 85
Output Shaft Assembly 3rd/4th Gear Coupler Removal

1. 1st Gear 5. 3rd Gear 1. Outer Cone 3. Clamp Tool No. 952
2. Output Shaft 6. Front Bearing 2. 3rd.Gear or 9526
3. Rear Bearing 7. 4th Gear 4. Puller Tool No. 1003
4. Synchromesh 8. Synchromesh Coupler or 9516
Coupler 9. 2nd Gear

4. Inspect the gear teeth for burrs. Remove
burrs with fine emery paper or a fine
pumice stone. If the gear is chipped or
cracked, a new one should be installed.
NOTE: Exercise care when pulling on the
synchroniser assembly not to pull the outer
cone from the synchroniser. If the outer cone
does pull off, ensure the ball and springs in
the sliding sleeve do not fly out.

3. Remove the snap ring retaining the

OUTPUT SHAFT AND GEAR 3rd/4th gear coupler and remove the
ASSEMBLY coupler from the shaft.

DISASSEMBLY 4. Remove the snap ring retaining the 3rd

1. Engage the 3rd/4th gear synchroniser
assembly to the 3rd gear as shown in
Figure 85.
2. Attach a puller, Tool No. 1003 or 9516
with shaft protector Tool Np. 625A or
9212 and bearing clamp Tool No. 952 or
9526, to the outer cone of the 3rd/4th
gear synchroniser and remove the front
bearing, thrust washer, 4th gear and the
synchroniser assembly as shown in
Figure 85.
gear to the output shaft then remove the
gear and thrust washer from the shaft.
5. Remove the snap ring retaining the 2nd
gear then remove the thrust washer and
gear from the shaft. Remove the 1st/2nd
gear synchroniser assembly from the
shaft.
6. Install a puller, Tool No. 1003 with shaft
protector Tool No. 625A, to the 1st gear
and remove the rear bearing, thrust
washer and 1st gear from the shaft.

51
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

IR-4-1-86
Figure 86
Output Shaft Components

1. 2nd Gear 7. 3rd-4th Synchroniser 12. Rear Taper Roller Bearing

2. Snap Rings 8. 3rd Gear 13. Thrust Washer
3. 4th Gear 9. Thrust Washer 14. 1st Gear
4. Front Taper Roller Bearing 10. Snap Ring 15. Output Shaft
5. Thrust Washer 11 . Thrust Washer 16. 1st-2nd Synchroniser
6. Splined Hub

OUTPUT SHAFT AND GEAR ASSEMBLY 3. Inspect the output shaft gears for cracks,
burrs, or chipped teeth. Remove burrs
INSPECTION with fine emery cloth or a fine pumice
stone. If the gears are chipped or cracked,
1. Thoroughly clean the output shaft new gears should be installed.
components, Figure 86, with a suitable
solvent, then blow dry with compressed
air. Do not spin the bearings with
compressed air.

4. Place the gears on the output shaft and

2. Check the front and rear bearings for
smooth rotation. If the bearings are worn
install new bearings and bearing caps
during assembly.
check for excessive play between the
gear bushings and shaft. If the play feels
excessive, new gears should be installed,
as the bushings are not serviced
separately.

52
----------------------•CHAPTER1 . . . . . . . . . . . . . . . . . . . . . ..

ASSEMBLY
With reference to Figure 86.

1. Install the 1st gear, thrust washer and rear

bearing onto the shaft, then drive or press
the bearing into place using a hammer or
press, and a sleeve of the appropriate
diameter and length.

2. Install the 1st/2nd gear synchroniser

assembly over the front end of the shaft
and locate onto the splines. Engage the IR-4-1-87
tangs on the synchroniser ring to the 1st Figure 87
gear. Countershaft Assembly

1. Rear Bearing 3. Removal Gears

2. Shaft and Gear 4. Front Bearing
Assembly
3. Install the 2nd gear, engage the gear with
the synchroniser assembly, then install
the thrust washer and retain with the COUNTERSHAFT AND GEAR
appropriate snap ring. ASSEMBLY
DISASSEMBLY
1. Remove the countershaft front bearing,
4. Install the thrust washer and 3rd gear thrust washer and gears, Figure 87, using a
onto the shaft and retain in position with puller, Tool No. 1003 or 9516 with shaft
the appropriate snap ring. protector Tool No. 625A or 9212 as shown
in Figure 88.

5. Install the coupler onto the shaft and

retain in position with the snap ring, then
install the 3rd/4th gear synchroniser
assembly onto the coupler.

6. Install the 4th gear onto the shaft

followed by thrust washer and front
bearing, then drive or press the bearing
into place using a hammer-or press, and a
sleeve of appropriate diameter and
convenient length.
11
Figure 88
Countershaft Disassembly
7. Installation of the output shaft and gear 1. Shaft 3. Front Bearing
assembly is covered in Section E. 2. Forward Drive Gear 4. Puller Tool No. 1 003

53
- - - - - • PART 4 -POWER REVERSING TRANSMISSION - - - - - •

2. Check the front and rear bearings for

smooth rotation. If the bearings are worn,
install new bearings during assembly.

3. Inspect the countershaft gears for cracks,

burrs, or chipped teeth. Remove burrs
with fine emery cloth or a fine stone. lfthe
gears are chipped or cracked, new gears
should be installed.

4. Place the gear on the countershaft and

check for excessive play between the
Figure 89 gear bushing and shaft. If the play feels
Countershaft Components
excessive a new gear should be installed,
1. 4th Drive Gear 5. Thrust Washer as the bushing is not serviced separately.
2. 3rd Drive Gear 6. Front Bearing
3. Rear Bearing 7. Reverse Drive Gear
4. Shaft and Gear 8. Forward Drive Gear

2. Normally, the countershaft rear bearing,

Figure 89, need not b~ removed,
however, if the bearing is worn or
damaged it can be removed with a punch
and hammer. If the bearing is removed, a
new one must be installed as the cage
will be damaged during removal.
NOTE: /f. the countershaft Fear: bearing is
replaced, the countershaft bearing cap must
also be replaced.
ASSEMBLY
With reference to Figure 89.
1. Install the gears on the countershaft.
Position the shaft and gears onto a press.
Install the thrust washer then position the
front bearing onto the shaft, using Tool
No. 630S or 921 0 and a sleeve of the
appropriate diameter and convenient
length press the bearing onto the shaft.

2. If it was necessary to remove the

INSPECTION
1. Thoroughly clean the countershaft
components, Figure 89, with suitable
solvent, then blow dry with compressed
air. Do not spin the bearings with
compressed air.
countershaft rear bearing, Figure 89,
press a new bearing into place with the
same size sleeve that was used for
installing the front bearing, Step 1. Also
install a new countershaft bearing cap.
3. Installation of the countershaft and gear
assembly is covered in Section E.

54
 PART4
POWER REVERSING
TRANSMISSION
Chapter 2
8 x 8 FULLY SYNCHRONISED
POWER REVERSING TRANSMISSION

Section Page
A. POWER REVERSING TRANSMISSION-
DESCRIPTION AND OPERATION 1
B. INTRODUCTION TO OVERHAULING THE TRANSMISSION 22
c. GEARSHIFT LEVER, MODULATOR UNIT, LOCK-UP VALVE AND
SOLENOID CONTROL VALVE- OVERHAUL 23
D. FRONT END OVERHAUL 28
E. COMPLETE OVERHAUL 34
F. COMPONENT OVERHAUL 46

A. FULLY SYNCHRONISED POWER REVERSING TRANSMISSION-

DESCRIPTION AND OPERATION

The transmission, Figure 1, consists of a

torque converter, an internal rotor-type
hydraulic pump, an oil distributor, a solenoid
control valve assembly, a lock-up valve, two
hydraulically operated clutches in a single
housing, an 8-speed synchromesh gearbox,
a P.T.O. drive from the engine, a transmission
case and cooler tubes.

Incorporated with the transmission is an

electrically operated modulator unit which is
installed in the cab or ROP's steering
console. The function of the modulator unit
is to provide a cushioned engagement for the
forward and reverse clutches during shifting
at high engine speeds, thereby preventing
sudden changes in direction of travel and
reducing shock loads on the transmission Figure 1
components. It also provides a transmission 8 x 8 Fully Synchronised Transmission
disconnect feature to rapidly disengage the
1. Gearshift Lever 4. Top Cover
transmission from th~ engine to release 2. Range Lever 5. Safety Start Switch
engine power for the loader hydraulics. 3. Oil Level Indicator

1
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION------
Figure 2
Transmission Shift Levers
1. Gearshift Lever
2. Range Lever
3. Power Reversing Lever
4. Lock-up Button
The 8 x 8 fully synchronized power reversing
transmission also incorporates a lock-up
feature, which enables the torque converter
to be locked up to the engine flywheel in
forward travel, (effectively engaging the
transmission directly to the engine flywheel).
The transmission case serves as an oil
reservoir for the torque converter and
hydraulic clutch assemblies. A conventional
clutch is not used with this transmission.
In the normal torque converter mode the
gearbox receives power from the engine by
means of oil reaction in the torque converter
and hydraulic clutch assemblies.
The front clutch provides power for forward
travel and the rear clutch power for reverse
travel. Engagement of the front and rear
clutch is controlled by the operator through
the movement of the hand operated power
reversing lever, shown in Figure 2.
2
L 2 4
H 1 3
IR-4-2-04 11
Figure 3
Gearshift Pattern
The power reversing lever is linked to the
modulating unit in the steering console by a
wiring harness. A neutral lock is incorporated
in the power reversing lever which prevents
inadvertent engagement of the transmission
and requires that the power reversing lever
must be lifted upwards prior to selecting
forward or reverse travel.
A spring loaded button on the end of the
power reversing lever when depressed and
released, with the lever engaged for forward
travel will actuate a solenoid valve to re-
direct hydraulic oil in the torque converter
and allow a plate to lock the torque converter
directly to the flywheel and thereby to the
transmission. When the transmission is in the
lock-up mode a warning light on the steering
console will illuminate.
NOTE: The lock-up feature will not engage
for approximately 3 seconds after depressing
the button.
----------------------•CHAPTER2-----------------------
Figure 4
Transmission Disconnect Switches
1. Gearshift Lever Button
2. Range Lever Button
3. Loader Control Lever Button
The lock-up feature should be used when
travelling on the highway or when using the
P.T.O. driven equipment. To engage the
transmission lock-up select the desired gear
and move the power reversing lever for
forward travel. Set the tractor in motion and
attain the desired road speed then depress
and release the button on the end of the
power reversing lever to lock up the trans-
mission.
IMPORTANT: The lock-up feature must be
disengaged before attempting to stop the
tractor. With the torque converter in the lock
up mode the tractor will not stop.
To disengage the transmission lock-up
simply depress and release the button on the
power reversing lever and the transmission
will revert to the normal torque converter
mode immediately.
The right-hand gearshift lever, Figure 2, is
used to select any one of four synchronised
gear ratios for forward or reverse travel.
3
The left-hand gearshift lever is used to select
high (H) or low (L) range which has the
effect of doubling the number of gears
available.
Figure 3 illustrates the gearshift pattern. In
any gear ratio the operator need only move
the power reversing lever to change direction
of travel.
However, as a clutch is not used between the
engine and the transmission, the power flow
from the engine to the transmission must be
interrupted to shift from one gear ratio to
another or from one range gear to the other.
This is accomplished by using a transmission
disconnect switch.
Three finger operated button type switches
are provided, Figure 4, one on the gearshift
lever knob, primarily to change gear ratios.
The second on the range lever knob, prima-
rily to change from high to low or low to high
range gears. The third on the loader control
lever knob should be used during loader
operations to divert full engine power to the
backhoe/loader hydraulic pump for faster
loader operations.
Easy upward and downward gear changes
may be made with the fully synchronised
gearbox, simply by depressing the transmis-
sion disconnect button on the gearshift lever
whilst moving the lever from one ratio to
another.
To make range gear changes from low to
high simply depress the button on the range
lever while moving the lever from one range
to the other. When the high range gear has
been selected release the button and allow
the unit to gain engine speed and ground
speed.
- - - - - • PART 4- POWER REVERSING TRANSMISSION------
To make range gear changes from high to
low or reduce ground speed, simply lower
the engine speed, depress the range lever
button and downshift the transmission.
When the low range gear has been selected
release the button and adjust the engine
speed to suit ground speed requirements.
As a safety feature the transmission incorpo-
rates a safety start switch, wired in series with
the starting circuit. The switch allows the
engine to start only when the range lever is in
the neutral position.
NOTE: The 8 x 8 transmission also requires
the P. T. 0. lever to be in the disengaged
position before the tractor can be started.
TORQUE CONVERTER
The main parts of the torque converter are the
impeller (pump), the turbine, the stator, the
lock-up plate and the front and rear covers,
Figure 5. The impeller is integral with the rear
cover and is driven by the engine flywheel by
means of a drive plate.
The turbine, splined to the front input shaft, is
splined to a stationary shaft (stator support)
through a one-way clutch that permits the
stator to rotate only in the same direction as
the impeller. The lock-up plate, located in
front of the turbine, is splined to the front
input shaft and the turbine, and moves along
the splines to engage or disengage the plate
and the turbine to the front cover. All of the
converter parts are enclosed in an oil-filled
housing. The front and rear cover, being
welded together, form the housing.
In the normal torque converter mode when
the engine is running, the oil enters the
torque converter via a central drilling in the
front input shaft and forces the lock-up plate
off of the front cover.
4
Figure 5
Torque Converter
1. Pump Drive Gear Shaft 5. Lock-up Plate
2. Stator Support 6. Damper Springs
3. Front Input Shaft 7. Stator
4. Rear Cover and Impeller 8. Turbine
The oil in the converter flows from the
impeller to the turbine and back to the
impeller through the stator. This flow pro-
duces a maximum torque increase of about
3.15:1 to 1 when the turbine is "stalled".
When enough oil flow is developed by the
impeller, the turbine begins to rotate, driving
the front input shaft. The torque
multiplication gradually decreases as turbine
speed approaches impeller speed, and
becomes 1 to 1 when the turbine is being
driven at nine tenths impeller speed.
When the turbine is rotating at approximately
nine tenths impeller speed, the converter
stops multiplying torque because the oil is
now acting on the rear face of the stator
blades. The action of the oil on the rear face
of the stator unlocks the one-way clutch,
permitting the stator to rotate in the same
direction as the turbine and impeller.
Through this action the converter becomes
an efficient fluid coupling by transmitting
engine torque from the impeller to the
turbine.
----------------------•CHAPTER2----------------------•

When the turbine is rotating less than nine

tenths impeller speed, the converter is multi-
plying torque through the action of the
stator. This action, produced by oil acting on
the front face of the stator blades, tends to
rotate the stator in the opposite direction of
the impeller and turbine. However, the
one-way clutch prevents this opposite
rotation and allows the stator to direct oil
back to the impeller, thereby producing
torque multiplication.

In the torque converter lock-up mode, when

the engine is running, the oil enters the
torque converter via an oil passage between
the stator support and the torque converter IR-4-2-06
hub. The oil flows from the impeller and Figure 6
turbine into the area of outer casing. Oil Distributor

1. Oil Distributor Housing 5. Stator Support

2. Regulating Valve 6. Lock-Up Valve
The oil gallery in the front input shaft is now 3. Bypass Valve 7. Control Valve
open to exhaust and the oil pressure from the 4. Hydraulic Pump
rear of the lock-up plate will force the plate to
contact and lock-up to the front cover. The
lock-up plate also remains splined to the
The bypass valve, working in conjunction
turbine driving the front input shaft.
with the pressure regulating valve, bypasses
oil back to sump thereby limiting the
maximum oil pressure for the torque
With the lock-up plate driving the turbine the
converter.
transmission is receiving drive directly from
the engine flywheel and the torque converter
is no longer used as a fluid coupling.
The pressure regulating valve regulates oil
pressure to the control valve which, in turn,
directs this pressure regulated oil to the
hydraulic clutch assemblies.

OIL DISTRIBUTOR

The oil distributor, Figure 6, consists of a

pressure regulating valve, a bypass valve, the
hydraulic pump and a series of oil passages
for oil distribution.

Oil from the hydraulic pump enters the distri-
butor, under pressure through the inlet pass-
age, and is directed to the pressure regulating
valve and bypass valve by means of internal
passages. Additional passages then direct
the oil to the solenoid control valve, lock-up
valve and torque converter.
TRANSMISSION HYDRAULIC PUMP
The transmission hydraulic pump, Figure 7,
is positioned in the lower section of the oil
distributor assembly and consists of a driven
gear, an inner and outer rotor, a pump plate
and a pump body.

5
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION------

~~,·~
! .:~l
'
.

5
IR-4-1-06 IR-5-1-08
Figure 7 Figure 8
Transmission Hydraulic Pump Pressure Regulating Valve and Bypass Valve

1. Distributor Housing 5. Inner and Outer Rotors 1. Regulating Valve 5. Bypass Valve Sleeve
2. Pump Plate 6. Pump Body 2. Regulating Valve 6. Bypass Valve Ball
3. Regulating Valve 7. Drive Gear Shim 7. Gallery to Torque
4. Bypass Valve 8. Stator Support 3. Regulating Valve Converter
Plug 8. Gallery to Control Valve
4. Bypass Valve Shim 9. Return to Sump

A gear on the stator support. driven by the rear
hub of the torque converter, drives the driven
gear. The driven gear is splined to the P.T.O.
shaft, which runs through the centre of the
transmission countershaft and transfers the
drive to the inner rotor of the pump.
The area of land "B" is greater than land "A";
therefore when the pressure between the
lands reaches approximately 95 lbf/in 2 (6.5
bar), the spring force acting on the valve is
overcome, causing the valve to move down.

Oil is picked up from the sump, via an internal

filter, through the inlet section of the pump
plate by the action of the rotors, and is forced
through the outlet section of the pump plate
to the oil distributor.
PRESSURE REGULATING VALVE AND
BYPASS VALVE
This downward movement allows the valve to
direct oil into the converter passage while
maintaining a minimum pressure of 95 lbf/in 2
(6.5 bar); A pair of flats on the circumference
of land "C" causes the valve to move further
down as pump flow increases, which causes
regulated pressure to increase with engine
speed.

Oil from the transmission hydrau'lic pump

enters the valve bore area of the pressure
regulating valve between lands "B" and "C",
Figure 8. The area of the lands being equal,
the valve will not move; however, land "B"
incorporates a drilled passage or orifice that
allows oil to enter the valve bore between
lands "A" and "B".
Because pressure to the solenoid control
valve is higher than the pressure required for
converter operation, the bypass valve must
function to limit maximum pressure in the
converter at high pump flow.

6
----------------------•CHAPTER2----------------------•

The bypass valve will open at approximately

75-80 lbf/ in 2 (5.2 - 5.5 bar) to bypass oil
back to sump; thereby preventing excessive
pressure in the converter. Oil leaking past
land "A'' of the regulating valve also returns
to sump.

SOLENOID CONTROL VALVE

The solenoid control valve is mounted on top

of the distributor assembly, Figure 9, and
consists of two identical spools, two
identical solenoids, a return spring and a
valve body.

Figure 9
The function of the solenoid control valve is
Solenoid Control Valve to direct the pressure regulated oil from the
3. Lock-Up Valve
hydraulic pump to one of the two clutch
1. Forward Solenoid
2. Control Valve 4. Reverse Solenoid packs.

IR- 4-2 -10 0

Figure 10
Oil Flow- In Neutral

- Pressure Oil c:::::::J Torque Converter Pressure Oil D Torque Converter Return Oil
CJ Lubrication Oil . . Reservoir and Exhaust Oil
1. Forward Solenoid 6. Oil Pump Outlet 11. Reverse Clutch Oil Gallery
2. Forward Clutch Oil Gallery 7. Oil Pump Inlet 12. Reverse Solenoid
3. Feed Port to Oil Cooler 8. Lock-Up Valve 13. Reverse Spool
4. Regulating Valve 9. Return from Oil Cooler 14. Forward Spool
5. Bypass Valve 10. Cooler Bypass Valve

7
- - - - - - P A R T 4 - POWER REVERSING TRANSMISSION------

IR-4-2-11 0
Figure 11
Oil Flow in Forward

- Pressure Oil D Torque Converter Pressure Oil D Torque Converter Return Oil
Lubrication Oil . . Reservoir and Exhaust Oil

1. Forward Solenoid 6. Oil Pump Outlet 11 . Reverse Clutch Oil Gal lery
2. Forward Clutch Oil Gallery 7. Oil Pump Inlet 12. Rev erse Solenoid
3. Feed Port to Oil Cooler 8. Lock-Up Valve 13. Reverse Spool
4. Regulating Valve 9. Return Port from Oil Cooler 14. Forward Spool
5. Bypass Valve 10. Cooler Bypass Valve

With the power reversing lever in neutral the With no pressure regulated oil directed to the
modulator unit will not signal the control clutch packs no power is delivered to the
valve solenoids to actuate the spools. transmission gearbox, therefore the tractor
will remain stationary.

With the solenoid control valve in neutral,

Figure 10, the pressure regulated oil is
directed, via passages in the distributor, to
the control va lve and is trapped between the
end two lands of the forward and reverse
spools.
Pressure regulated oil is constantly delivered
to the forward and reverse spools. With the
spools held in neutral the forward and
reverse clutch pack oil galleries are
connected to exhaust via the forward and
reverse spools in the control va lve.
When selecting forward travel with the
power reversing lever a signal is sent from the
modulating unit to the control valve forward
solenoid . The solenoid is energised and
moves the forward spool across to align the
forward clutch pack oil gallery with the oil
gallery from the pressure regu lating va lve,
Figure 11. The pressure regulated oil is
directed to the forward clutch pack, while the
reverse spool remains connected to exhaust.
With the forward clutch pack engaged power
is delivered to the transmission gearbox via
the rear input shaft.

8
----------------------•CHAPTER2------------------------

IR-4-2-12 0
Figure 12
Oil Flow in Reverse

- Pump Pressure Oil L u :.:1 Torque Converter Pressure Oil 0 Torque Converter Return Oil
0 Lubrication Oil - Reservoir and Exhaust Oil

1. Forward Solenoid 6. Oil Pump Outlet 11. Reverse Clutch Oil Gallery
2. Forward Clutch Oil Gallery 7. Oil Pump Inlet 12. Reverse Solenoid
3. Feed Port to Oil Cooler 8. Lock-Up Valve 13. Reverse Spool
4. Regulating Valve 9. Return Port from Oil Cooler 14. Forward Spool
5. Bypass Valve 10. Cooler Bypass Valve

Selecting reverse travel sends a signal from LOCK-UP VALVE

the modulating unit to the reverse solenoid of
the control valve. The operation of the
reverse section of the control valve is the
same as the forward section, however, now
the pressure regulated oil is directed to the
reverse clutch pack, Figure 12, and power is
delivered to the transmission gear box via the
rear input gear (reverse clutch hub).
The lock-up valve is mounted on the right-
hand side of the distributor assembly, Figure
13, and consists of a solenoid, spool, return
spring and a valve body.
The function of the lock-up valve is to direct
oil from the by-pass valve to the torque
converter.

With the lock-up valve solenoid de-

De-energised the forward solenoid moves energised the spool remains in the normal
back to the neutral position under spring torque converter mode position with the
pressure and the spool al igns the forward return spring holding the spool as shown ' B'
clutch pack oil gallery with the exhaust port. in Figure 14.

9
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION------
Figure 13
Lock- Up Valve Assembly
1. Forward Solenoid
2. Control Valve Housing
3. Lock-Up Va lve
4. Reverse Solenoid
Oil is delivered to the lock-up valve from the
by-pass valve and directed via a central
drilling in the front input shaft to the torque
converter.
The oil enters the torque converter at the
front end between the front cover and
lock-up plate disengaging the plate from the
cover.
Depressing and releasing the lock-up button
at the end of the power reversing lever, in
forward travel, energises the lock-up valve
via the modulator unit. The lock- up valve
solenoid now energised will move the spool,
'A' Figure 14, directing pressure oil to the
torque converter via the passage between
the stator support and torque converter hub.
The oil enters the torque converter at the rear
and forces the lock-up plate to engage and
lock-up with the front cover and turbine.
10
IR-4-2-14 A 8 0
Figure 14
Lock- Up Valve Operation
CJ Torque Converter Pressure Oil
Exhaust Oil
A. Lock-Up Mode B. Normal Mode
MODULATOR UNIT
The function of the modulator unit, Figur!;!
1 5, is to provide a cushioned engagement for
the forward and reverse clutches during
changes in direction of travel, provide a
delayed engagement of the torque converter
lock- up, and to disconnect the clutch packs
when a transmission disconnect button is
depressed.
The modulator unit contains a micro-
processor which ensures that the voltage
supplied to the forward and reverse control
valve solenoids rises at a predetermined rate.
The cushioned engagement is accomplished
by regulating the oil pressure supplied ·to the
clutch packs, from the solenoid control valve,
in proportion to the voltage rise in the signal
from the modulator unit to the control valve
solenoids.
----------------------•CHAPTER2----------------------•
Figure 15
Modulator Unit
1. Modulator Unit 3. Steering Motor
2. Connector
W,hen the power rev~rsing lever is moved to
select forward travel the modulator unit
signals the forward solenoid to move the
control valve forward spool. The spool will
move in proportion to the voltage rise of the
signal to the solenoid, which requires
approximately 1 - 2.5 seconds to engage
fully, and the oil pressure to the clutch pack
will rise by the same proportion until
regulated pressure is achieved after 2.5
seconds.
Selecting reverse travel with the power
reversing lever, the modulator unit cuts the
current to forward solenoid and signals the
reverse solenoid to move the reverse spool.
The operation of the reverse solenoid and
spool is the same as for forward engagement.
However, as the reverse spool moves to
direct pressure regulated oil to the reverse
clutch pack the forward spool is moved to
neutral by the return spring and reverse spool
pressure, thereby disengaging the forward
clutch pack.
11
When the transm1ss1on lock-up mode is
selected the modulator signals the lock-up
valve solenoid to move the spool. As with the
control valve the lock-up valve spool moves
in proportion to the voltage rise of the signal
to the solenoid, and the oil pressure to the
torque converter will rise by the same pro-
portion, thereby cushioning the lock-up
plate engagement.
The transmission disconnect feature allows
the transmission to be rapidly disengaged
from the engine, thereby releasing all engine
power to drive the backhoe/loader hydraulic
pump or enable the operator to make a gear
ratio change.
If, for example, a loading function is being
performed, and at the point of "tear out" and
lift the transmission can be rapidly
disengaged then all engine power becomes
immediately available to power the loader
hydraulic system, thereby increasing lift
speed and cycle times.
The transm1ss1on disconnect is accom-
plished by depressing the button on the
gearshift lever knob or the button on the
loader control lever knob, either will
disconnect the transmission.
Depressing the button on either of the levers
interrupts the current to the modulator unit
and thereby the current to the control valve
solenoids. Removing the electrical supply
will have the effect of cutting the flow of
hydraulic oil to the clutch packs as the
solenoid and spool return to neutral. In
neutral the clutch pack oil galleries are open
to exhaust and the pressure regulated oil is
trapped between the end two lands of the
spool.
- - - - - • PART4- POWER REVERSING TRANSMISSION------

IR-4-1-14 Tl
Figure 16
Hydraulic Clutch Assemblies

1. Transmission Rear Input Shaft 5. Transmission Front Input Shaft

2. Reverse Clutch Pressure Plate 6. Forward Clutch Hub
3. Reverse Clutch Piston 7. Clutch Housing
4. Forward Clutch Piston 8. Reverse Clutch Hub and Gear

When the button is released, the electrical
supply is restored to the modulator unit and
the control valve will direct pressure regu-
lated oil to the appropriate clutch pack in
proportion to the voltage supplied from the
modulator unit.
When hydraulic pressure is applied to the
front clutch for forward travel, the piston is
actuated, locking the steel plates to the
bronze plates. The steel plates, being driven
by the clutch housing, transmit power to the
bronze plates. The bronze plates then drive
the front hub which, in turn, drives the rear
input shaft, thereby transmitting power to the
countershaft through the forward gear.

HYDRAULIC CLUTCH ASSEMBLIES

The hydraulic clutch assemblies incorporate
a housing, a hub, and a series of bronze and
steel plates that are engaged through the
action of the forward or reverse pistons when
hydraulic pressure is applied.
The clutch hub, Figure 16, is splined inter-
nally to the transmission rear input shaft and
externally to the bronze plates of the forward
clutch assembly.
When hydraulic pressure is applied to the
rear clutch for reverse travel, the plates in the
rear clutch are locked together to drive the
rear hub (reverse idler input), Figure 16. The
rear hub is not splined to the rear input shaft;
however, it does mesh with the reverse idler
gear that is in turn meshed with the reverse
gear on the countershaft. It is through this
reverse idler gear that power is transmitted to
the countershaft.

12
----------------------•CHAPTER2----------------------•

IR-4-2-15 11
Figure 17
Transmission Oil Flow Circuit Diagram

1. Torque Converter 5. Transmission Lubrication 9. Oil Pump

2. Oil Cooler 6. Hydraulic Clutch 10. Regulating Valve
3. Line Filter 7. Solenoid Control Valve 11. Bypass Valve
4. Cooler Line Bypass Va lve 8. Inlet Filter 12. Lock-Up Valve

Because the countershaft is being driven by
the reverse idler gear and not the rear input
shaft, the countershaft will rotate in the
opposite direction as it does for forward
travel.
Oil from the torque converter then flows back
to the distributor between the stator support
and the front input shaft. It is then picked up
by the cooler tube on the left-hand side of the
transmission case and directed to the cooler.

OIL FLOW

Transmission oil flows from the reservoir to

the distributor then to the solenoid control
valve assembly as previously described. Oil
from the bypass valve flows to the lock-up
valve and is then directed via a central drilling
in the front input shaft to the torque Oil from the cooler is returned to the trans-
converter in the normal mode or between the mission via a tube on the left-hand side ofthe
stator support and the torque converter hub tractor to the oil filter then over the trans-
into the converter in the lock-up mode, mission housing and through a tube on the
Figures 18 and 19. right-hand side of the transmission case.

13
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION------

Figure 18
Transmission Lubrication Oil Flow - Normal Mode
Pressure Oil D Torque Converter Pressure Oil D Torque Converter Return Oi l
D Lubrication Oil - Reservoir and Exhaust Oil
1. Lubrication Gallery 4. Feed to Torque Converter 7. Forward Clutch
2. Reverse Clutch Gallery 5. Return from Torque Converter 8. Reverse Clutch
3. Forward Clutch Gallery 6. Return from Oil Cooler

Figure 19
Transmission Lubrication Oil Flow - Lock-Up Mode

- Pressure Oil CJ Torque Converter Pressure Oil 0 Torque Converter Return Oil
D Lubrication Oil - Reservoir and Exhaust Oil
1. Lubrication Gallery 4. Feed to Torque Converter 7. Forward Clutch
2. Reverse Clutch Gallery 5. Return from Torque Converter 8. Reverse Clutch
3. Forward Clutch Gallery 6. Return from Oil Cooler

14
----------------------CHAPTER2----------------------•

IR-4-1-18_
Figure 20 Figure 21
Transmission Cooling System Transmission Cooling System

1. Filter Return Pipe 4. Pressure Test Point 1. Adaptor

2. Filter 5. Cooler Inlet Line 2. Filter Return Pipe
3. Temperature Switch 6. Cooler Outlet Line

The lubrication passages, being smaller than

the return tube, will act as an orifice and
cause a pressure build-up. When the pres-
sure reaches approximately 33 lbf/in 2
(2.26 bar) a bypass valve in the distributor
housing will open allowing oil to return to
sump.

OIL COOLER
The transmission cooling system, Figures 20
to 22, consists of a filter, a cooling unit and
tubes and fittings. The oil is filtered after
leaving the cooler. The filter incorporates a
bypass valve that is set to open at 7 to
9 lbf/in 2 (0.5 to 0.6 bar) should the filter
become clogged.

Oil from the torque converter enters the

cooler inlet tube, Figure 20, on the left side of
the transmission case, passes through the Figure 22
cooler and filter, and is returned to the Oil Cooler Assembly
lubrication circuit and sump through the
1. Inlet Connection
return fitting on the right side of the case 2. Transmission Oil Cooler
Figure 21. 3. Outlet Connection

15
- - - - - • P A R T 4- POWER REVERSING TRANSMISSION------

SYNCHRONISER
The synchronised 8 x 8 power reversing
transmission incorporates three cone type
synchronisers, two on the output shaft and
one on the countershaft, Figure 23. The
synchronisers operate in an identical way,
however, each assembly differs in the way
the synchroniser ring is engaged to the gear.

The 1st and 2nd gear synchronisers are

Figure retained to their respective gears via
Synchroniser Assemblies retainers, Figure 24. The 4th gear and the
1. Low Range Gear 8. Reverse Gear high range gear synchronisers are also
2. Output Shaft 9. 3rd Gear retained to their respective gears via
3. Counter Shaft 10. 3rd/4th Synchroniser retainers, however, the 3rd gear and low
4. 1st Gear 11. 4th Gear
12. High Range Gear
range gear synchronisers have tangs to
5. 1st/2nd Synchroniser
6. 2nd Gear 13. High/Low Synchro- engage directly to their respective gears,
7. Forward Gear niser Figure 25.

IR-4-1-24
Figure 24
1st/2nd Synchroniser Exploded View
1. Inner Cone Drive Pins (4) 6. Retaining Ring
2. 1st Gear 7. 2nd Gear
3. Synchroniser Ring 8. Synchroniser Ring Locating Pins (3)
4. Sliding Sleeve and Outer Cones 9. Detent Ball and Spring (6)
5. Inner Cone

16
----------------------•CHAPTER2----------------------•

IR-4-2-25
Figure 25
High/Low Range and 3rd/4th Gear Synchroniser Exploded View

1. Outer Cone 8. Synchroniser Ring Locating Pins (3)

2. Inner Cone 9. Outer Cone
3. Retainer 10. Inner Cone
4. Gear 11. Gear
5. Synchroniser Ring 12. Synchroniser Ring
6. Inner Cone Drive Pins (4) 13. Detent Ball
7. Sliding Sleeve 14. Detent Spring

The cone type synchroniser assembly, Figure
24, for the 1st and 2nd gears consists of a
sliding sleeve splined to the courttershaft. Six
balls and springs are positioned in radial
drillings in the sliding sleeve so that the balls
are pressed into ·v· shaped recesses on the
tangs of the two outer cones- three per outer
cone. The outer cones are positioned either
side of the sliding sleeve and locate through
windows in the sleeve.
The synchroniser rings are positioned be-
tween the outer cones and inner cones. The
inner cones are engaged to the sliding sleeve
by four (long) pins which locate within the
cut-outs in the cones. Three thicker (short)
pins limit the travel of the sliding sleeve in
relation to the outer cone.
The operation ofthe synchroniser, Figure 26,
is as follows:-

Transmission gears are mounted on the

countershaft either side of the synchroniser In the neutral position the sliding sleeve and
assembly. Splined to the gears are retainers outer cone are locked together by the balls
which engage the synchroniser rings to the and springs positioned in the sleeve and
gears. tangs of the outer cone.

17
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

DISENGAGED

SYNCHRONISING

ENGAGED

IR-4-1-25
Figure 26
Synchroniser Operation

1. Gear 5. Synchroniser Ring

2. Synchroniser Ring Locator 6. Inner Cone
3. Inner Cone Pins (Long) 7. Outer Cone
4. Synchroniser Ring Pins (short)

18
----------------------•CHAPTER2----------------------•
The inner cone is engaged to the sliding
sleeve by the four (long) pins and rotates
with the sleeve and outer cone as an
assembly.
The synchroniser ring, engaged to the gear
via the retainer, and the gear are free to rotate
on the countershaft.
As the sliding sleeve is moved from neutral
towards the gear to be selected the outer
cone also moves and compresses the syn-
chroniser ring between the outer and inner
cones.
Further shift pressure causes the synchro-
niser ring and the inner and outer cones to
rotate at the same speed. The synchroniser
ring and gear now rotating in synchro-
nisation with the sleeve permits the cham-
fered teeth on the internal circumference of
the sleeve to engage the teeth on the gear.
Further shift pressure causes the outer cone
to depress the balls and springs in the sliding
sleeve and allow the sleeve to fully engage
the gear.
19
The cone type synchroniser, Figure 25, for
the 3rd/4th and the high/low range gears
operate in an identical way to the 1st and 2nd
gear synchroniser, however, as previously
described the 3rd gear and the low range
gear synchroniser rings are engaged directly
to the gears and do not use a retainer as in the
1st and 2nd gear synchroniser.
POWER FLOWS
Power for all eight forward gear ratios is
transmitted from the front hydraulic clutch to
the rear input shaft. The rear input shaft then
transmits power to the countershaft forward
gear and the countershaft in turn transmits
power to the output shaft. Figures 27 and 28
illustrate the power flows.
Power flow for all eight reverse gear ratios is
the same as for all eight forward gear ratios
except that the rear clutch is engaged to
transmit power to the reverse idler gear. The·
reverse idler gear in turn transmits power to
the reverse gear on the countershaft.
Because power is being transmitted through
the reverse idler gear, the countershaft and
output shaft will rotate in the opposite direc-
tion as for forward gear ratios. The rear input
shaft will also rotate in the opposite
direction.
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

1st Gear 5th Gear

2nd Gear 6th Gear

3rd Gear 7th Gear

4th Gear 8th Gear

L 2 4

!H
H 1 3

Figure 27
Power Flows in Forward

20
----------------------•CHAPTER2----------------------•

1st Gear 5th Gear

2nd Gear 6th Gear

3rd Gear 7th Gear

4th Gear 8th Gear

L 2 4

!H
H 1 3

Figure 28
Power Flows in Reverse

21
- - - - - • PART 4- POWER REVERSING TRANSMISSION------
B. INTRODUCTION TO OVERHAULING THE TRANSMISSION
GENERAL
The arrangement of the procedures in this
chapter permits servicing the 8-speed power
reversing transmission with minimum dis-
assembly.
The procedures are separated into four
groupings as covered below. Each grouping
includes the components that can be
serviced under the conditions established.
In the case of Condition 3 it is necessary to
follow the. procedures in each of the preced-
ing groups to completely disassemble the
transmission.
The fourth grouping covers detailed service
procedures for the inspection and repair of
sub-assemblies. Chapter 3 covers trouble
shooting, specifications and special tools.
CONDITION 1
Assemblies Serviced with Transmission
Installed: Refer to Section C.
• Gearshift Lever
• Modulator Unit
• Solenoid Control Valve
• Lock-Up Valve
CONDITION 2
Assemblies Serviced with Transmission
Front End Overhaul: Refer to Section D.
• Torque Converter
• Transmission Hydraulic Pump and Oil
Distributor
• Front Input Shaft and Clutch Housing
22
CONDITION 3
Assemblies Serviced with Complete
Overhaul: Refer to Section E.
• Gearshift Mechanism
• Output Shaft Bearing Retainer and Oil
Seal
• Output Shaft and Countershaft Gear
Assemblies
• Countershaft Pre-Load
• Output Shaft Pre-Load
CONDITION 4
Component Inspection and Repair (Sub-
Assembly Overhaul): Refer to Section F.
When serv1cmg the transmission, always
work in clean surroundings and with clean
tools. Thoroughly clean the transmission
case to prevent dirt entry. Use lint free towels
when wiping parts or your hands. Lay
cleaned parts out on clean paper so a
thorough inspection can be made.
When installing the transmission
components, do not use force. If the parts do
not assemble freely, examine them for the
cause of difficulty, and coat them with a film
of petroleum jelly or transmission fluid to
facilitate assembly. Also lubricate all shafts,
bearings, oil seals and gears with a film of
transmission oil before installing them in the
transmission.
-----------------------CHAPTER2-----------------------

C. GEARSHIFT LEVER. MODULATOR UNIT. LOCK-UP VALVE AND SOLENOID

CONTROL VALVE-OVERHAUL

Figure 29 Figure 30
Transmission Access Plate Removal Gearshift Lever Removal

1. Retaining Bolts 1. Gearshift Lever

2. Differential Lock Pedal 2. Retaining Nut and Pin
3. Range Lever Clamp
4. Cup Retaining Bolt
5. Safety Start Switch

GEARSHIFT LEVER 6. Lift the gearshift levers and lever spigots

REMOVAL
1 . Remove the cab floor mat and the rubber
gaiters from around the gearshift levers.
from the transmission top cover and
remove through the aperture in the cab
floor.

2. Remove the steering console lower panel

situated in front of the gearshift levers.
DISASSEMBLY
3. Remove the bolts securing the trans-
1. Remove the gearshift lever to lever spigot
mission access plate to the cab floor,
retaining pin and nut.
Figure 29, and lift off the plate.

4. Disconnect the transmission dump 2. Remove the snap ring from the spigot to
switch wires at the bottom of the gear- release the spring, cup and spigot from
shift levers. the support. Remove the ·o·
ring seal
from the lever spigot.

5. Remove the three gearshift lever spigot

support retaining bolts from the trans- 3. Remove the pin and rubber shield from
mission top cover, Figure 30. the lever support, Figure 31.

23
- - - - - - · PART 4- POWER REVERSING TRANSMISSION------

IR-4-1-28 11 IR-4-2-32 11
Figure 31 Figure 32
Gearshift Lever Components Safety Start Switch Removal

1. Lever Spigot 5. Cup 1. Safety Start Switch

2. Support 6. ·o· Ring 2. Wiring Harness
3. Rubber Shield 7. Spring
4. Pin 8. Snap Spring

ASSEMBLY 2. Install the gearshift lever through the cab

floor aperture and over the lever spigot.
1. Install the pin into the support then slide
the lever spigot into the support.
3. Retain the lever to the spigot with the pin
and nut, tighten to the specified torque,
2. Install the rubber shield over the lever see "Specifications" - Chapter 3.
spigot and onto the support.

4. Re-connect the dump switch wires and

install the transmission access plate to
3. Install the ·o·
ring seal to the lever spigot the cab floor.
then install the cup, spring and retain
with the snap ring.
5. Install the steering console panel,
gearshift lever gaiters and floor mat.

INSTALLATtON
SAFETY START SWITCHES
1. Install the lever spigot assembly and
retaining bolts to the transmission top REMOVAL
cover. Apply thread sealant to the bolts
prior to installation see 1. Remove the fuel tank as described in Part
"Specifications" - Chapter 3. 2 "Fuel Systems" - Chapter 1.

24
----------------------•CHAPTER2----------------------•

IR-4-1-30·
-
Figure 33 Figure 34
Safety Start Switch Test Solenoid Control Valve Removal

1. Switch 1. Solenoid Control Valve Assembly

2. Bulb 2. Oil Distributor
3. Battery 3. Gasket

2. Remove the safety start switch from the INSTALLATION

transmission top cover, Figure 32, and
then remove the switch plunger from the
transmission housing.
1. Install a new '0' ring seal onto the safety
start switch, then install into the trans-
mission top cover and tighten to the
specified torque- see "Specifications"-
Chapter 3.

2. Install the fuel tank as described in Part 2

INSPECTION "Fuel Systems"- Chapter 1.

1. Inspect the conical ends of the switch

plunger for nicks or burrs. If nicks or burrs
exist that cannot be removed by
polishing, install a new plunger.

2. Check the safety start switch for

SOLENOID CONTROL VALVE
operation by connecting the switch to a
suitable bulb and battery as illustrated in
REMOVAL
Figure 33.
1. Remove the fuel tank as described in Part
3. Depress and then release the operating 2 "Fuel Systems" - Chapter 1.
button. The switch is operating correctly
if the light comes on when the button is
depressed and goes out when the button 2. Remove the solenoid control valve
is releas.ed. If the switch is faulty, install a access plate retaining bolts and lift the
new switch. plate from the transmission.

25
- - - - - • PART4- POWER REVERSING TRANSMISSION------

3. Remove the solenoid control valve

wiring harness retaining clips then
withdraw the connectors from the
control valve solenoids.

4. Withdraw the solenoid control valve

retaining bolts and lift the solenoid
control valve from the distributor
housing, Figure 34.

NOTE: The solenoid valve is serviced as an

assembly, therefore, the only check that is
possible is to confirm the spool moves freely.
Refer to Section F for solenoid control valve
inspection.

Figure 35
Modulator Unit Installation
INSTALLATION
1. Modulator Unit
1. Install the solenoid control valve with a 2. Harness Connector
new gasket onto the distributor housing 3. Steering Motor
and secure with the retaining bolts.
Tighten the bolts to the specified torque,
see "Specifications" - Chapter 3.

2. Reconnect the wiring harness to the 2. Withdraw the retaining bolts and remove
solenoids and retain in position with the the modulator unit, Figure 35.
retaining clips.

3. Install the solenoid control valve access

plate onto the transmission housing and
secure with the retaining bolts. Tighten
the bolts to the specified torque, see INSPECTION
"Specifications" - Chapter 3.
See "Trouble Shooting" - Chapter 3 for the
4. Install the fuel tank as described in Part 2 modulator unit inspection.
"Fuel Systems" - Chapter 1.

MODULATOR UNIT INSTALLATION

NOTE: The modulator unit is serviced as an 1. Install the modulator unit and secure in
assembly and the only checks possible are of position tightening the retaining bolts to
continuity and voltage checks. the specified torque, see "Specifications"
-Chapter 3.

REMOVAL 2. Install the steering console lower panel

and tighten the retaining bolts to the
1. Remove the steering console lower panel specified torque, see "Specifications" -
situated in front of the gearshift lever. Chapter 3.

26
----------------------•CHAPTER2----------------------•

~~-/

- -~--- ··~~-~ --------- 1

\
-----
11 IR-4-2-37
Figure 36 Figure 37
Lock-Up Valve Access Plate Removal Lock-Up Valve Removal

1. Retaining Bolt 1. Harness

2. Access Plate 2. Lock-Up Valve
3. Coder Return Tube 3. Retaining Bolt

LOCK-UP VALVE INSTALLATION

REMOVAL 1. Install the lock-up valve with a new

gasket onto the distributor housing and
1. Remove the lock-up valve access plate secure with the retaining bolts. Tighten
retaining bolts and lift the plate from the the bolts to the specified torque, see
transmission, Figure 36. "Specifications" - Chapter 3.

2. Remove the lock-up valve wiring harness

retaining clip then withdraw the connec-
tor from the valve solenoid.
2. Reconnect the wiring harness to the
solenoid and retain in position with the
retaining clip.

3. Withdraw the lock-up valve retaining

bolts and lift the lock-up valve from the
distributor housing, Figure 37.

3. Install the lock-up valve access plate

NOTE: The lock-up valve is serviced as an onto the transmission housing and
assembly, therefore, the only check is possi- secure with the retaining bolts. Tighten
ble is to confirm the spool moves freely. Refer the bolts to the specified torque, see
to Section F for lock-up valve inspection. "Specifications" - Chapter 3.

27
- - - - - • PART 4- POWER REVERSING TRANSMISSION - - - - - •

D. FRONT END OVERHAUL

ASSEMBLIES SERVICED WITH

TRANSMISSION SEPARATED FROM
ENGINE

• Torque Converter.

• Transmission Hydraulic Pump and Oil

Distributor.

e Front Input Shaft and Clutch Housing.

IR-4-2-38
Figure 38
Torque Converter to Flywheel

1. Torque Converter Assembly

2. Drive Plate Assembly
3. Flywheel to Drive Plate Bolts
SEPARATING THE TRANSMISSION 4. Flywheel
FROM THE ENGINE 5. Reinforcing Plate
6. Drive Plate to Torque Converter Bolts

1. Drain the oil from the transmission by

removing the drain plug.
3. Normally, it is not necessary to remove
the converter pilot hub. However, if the
pilot hub is damaged it can be removed
2. Separate the transm1ss1on from the
by removing the self-locking bolts.
engine as described in PART 10
"Separating the Unit".

CAUTION: The bolts securing the converter

pilot hub to the flywheel also hold the
flywheel to the crankshaft. Before removing
DISASSEMBLY the bolts, make sure the flywheel is
sufficiently supported to prevent it from
TORQUE CONVERTER falling.

1. Remove the torque converter and drive

plate from the stator support, Figure 38.

2. Remove the drive plate from the

converter by removing the attaching 4. Refer to Section F for servicing the torque
bolts and washers. converter.

28
----------------------•CHAPTER2----------------------•

Figure 39 Figure 40
Front View of Transmission Case Solenoid Control Valve Removal

1. Solenoid Connection 5. Return Line 1. Solenoid Control Valve Assembly

2. Test Port Line 6. Solenoid Connection 2. Oil Distributor
3. Test Port Line 7. Return Line 3. Gasket
4. Lock-Up Valve 8. Solenoid Connection

TRANSMISSION HYDRAULIC PUMP 4. Remove the solenoid control valve

AND OIL DISTRIBUTOR HOUSING securing bolts and remove the solenoid
control valve from the distributor
1. Disconnect the oil cooler return pipe and housing, Figure 40.
elbow at the transmission case, Figure
39. Disconnect the return pipe at the oil
distributor housing and remove the pipe
from the transmission case.
Refer to Section F for the disassembly of
the solenoid control valve assembly.

2. Disconnect the pressure test port feed
pipe and elbow at the transmission case.
Disconnect the feed pipe at the oil
distributor housing and remove the pipe
from the transmission case, Figure 39.
5. Remove the distributor housing retaining
bolts. Obtain two M8 jacking bolts,
approximately 30 mm (1.25 in.) long.
Screw the bolts into the housing as
shown in Figure 41, then continue to
tighten until the distributor housing is
freed from the transmission case. Lift the
housing from the transmission and
remove the jacking bolts.

3. Disconnect the wiring harness from the

lock-up valve and the solenoid control
valve and remove from the transmission NOTE: The distributor housing is heavy, care
case; note the colour and the position of should be exercised when removing the
the three connectors. housing from the transmission case.

29
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

IR-4-2.·41 .
Figure 41 Figure 43
Distributor Housing Removal Clutch Housing Removal

1. Upper Jacking Bolt 1. Clutch Housing Snap Ring

2. Lower Jacking Bolt 2. P.T.O. Shaft
3. Rear Input Shaft

Refer to Section F for disassembly of the FRONT INPUT SHAFT AND CLUTCH
distributor housing and hydraulic pump. HOUSING

1. Remove the front input shaft and bearing

assembly from the clutch housing by
removing the snap ring, Figure 42.

2. Pull the forward clutch hub, along with

the thrust washer, from the rear input
shaft, Figure 42, then remove the forward
clutch plates.

The clutches have five steel and five

graphite bronze plates. All the plates are
"flat". The friction plates are available in
thicknesses of 0.090 in. (2.30 mm),
0.096 in. (2.44 mm) and 0.10 in.
(2.60 mm).

Figure 42
Front Input Shaft Removal
3. Remove the snap ring, Figure 43, then
1. Snap Ring 3. Forward Clutch Hub pull the clutch housing from the rear
2. Front Input Shaft 4. Forward Clutch Plates input shaft.

30
----------------------•CHAPTER2----------------------•
Figure 44
Reverse Idler Input Gear Removal
1. Reverse Idler Input Gear (Rear Clutch Hub)
2. Rear Input Shaft
4. Remove the reverse idler input gear,
thrust washer, needle bearings and shims
from the rear input shaft, Figure 44, if not
removed with the clutch housing.
5. Refer to Section F for disassembly of the
rear clutch.
ASSEMBLY
FRONT INPUT SHAFT AND CLUTCH
HOUSING
1. Assemble the rear clutch as described in
Section F.
2. Install the partially assembled clutch
housing, Figure 45, over the rear input
shaft while exercising care to prevent
damaging the roller bearings. Make sure
the spacer, shim and thrust washer are
installed on the rear input shaft.
31
Figure 45
Clutch Housing Installation
1. Clutch Housing
2. Reverse Idler Input Gear
3. Retain the clutch on the shaft by
installing the appropriate snap ring,
Figure 43.
4. Place the clutch hub and thrust washer,
Figure 42, on the rear input shaft then
install the ten clutch plates, one by one,
starting with a steel plate then a bronze
plate.
5. Coat the sealing rings on the front of the
rear input shaft with petroleum jelly to
hold them in position. Then, carefully
install the front input shaft, Figure 42.
Secure the shaft to the clutch housing
with the snap ring.
IMPORTANT: Do not force the front input
shaft over the rear input shaft Figure 42. If
difficulty is encountered, one of the sealing
rings could have dropped out of position. If
necessary, remove the front input shaft and
reposition the sealing rings.
- - - - - • PART 4- POWER REVERSING TRANSMISSION------
Figure 46
Oil Distributor Housing Installation
1. Oil Distributor 3. P.T.O. Shaft
2. Hydraulic Pump 4. Front Input Shaft
TRANSMISSION HYDRAULIC PUMP
AND OIL DISTRIBUTOR HOUSING
1. Assemble the oil distributor as described
in Section F.
2. Apply gasket sealant,
"Specifications" - Chapter 3, to
portion of the new gasket between
lower two bolt holes, then install
gasket to the transmission casing.
3. Install the oil distributor housing onto the
transmission casing, Figure 41, and
secure with the retaining bolts. Exercise
care when installing the oil distributor to
prevent the sealing rings on the front
input shaft from being damaged or
dislodged. If the P.T.O. shaft splines do
not align with the hydraulic pump inner
rotor turn the shaft at the rear axle to align
them. Tighten the retaining bolts to the
spe_cified torque, see "Specifications" -
Chapter 3.
4. Install a new gasket to the distributor
housing front cover then install the
housing front cover plate and secure with
the retaining bolts. Tighten the retaining
bolts to the specified torque, see
"Specifications" - Chapter 3.
5. Assemble the solenoid control valve
assembly as described in Section F.
6. Install a new solenoid control valve
gasket to the distributor housing. Instal.!
the solenoid control valve onto the oil
distributor housing and secure with the
retaining bolts. Tighten the retaining
bolts to the specified torque, see
"Specifications" - Chapter 3.
7. Prior to installing the oil cooler return and
the pressure test port feed elbows apply
thread sealant to the threads, see
"Specifications"- Chapter 3. Install the
elbows to the transmission casing.
see
8. Install the pressure test feed port pipe and
the
tighten to the specified torque, see
the
"Specifications" - Chapter 3.
the
9. Install the oil cooler return pipe and
tighten to the specified torque, see
"Specifications" - Chapter 3.
10. Thread the wiring harness through the
transmission casing and connect to the
solenoid control valve and lock-up valve.
Ensure that the connectors are matched
to the connectors on the control valve,
i.e. grey-to-grey and black-to-black.
Secure the harness with the clip installed
to the top distributor housing bolt.
32
----------------------•CHAPTER2 . . . . . . . . . . . . . . . . . . . . . ..
IR-4-2-38
Figure 47
Torque Converter to Flywheel Assembly
1. Torque Converter Assembly
2. Drive Plate Assembly
3. Flywheel to Drive Plate Bolts
4. Flywheel
5. Reinforcing Plate
6. Drive Plate to Torque Converter Bolts
TORQUE CONVERTER
1. Secure the drive plate to the torque
converter, Figure 47, with the six
attaching bolts and flat washers. Tighten
the bolts to the specified torque, see
"Specifications" - Chapter 3.
2. Install the torque converter drain plug, if
not previously installed, then push the
assembled converter over the stator
support. Exercise care to prevent
damaging the oil seal on the front input
shaft. Rotate the converter so the splines
on the hub engage with the splines on
the front input shaft.
CONNECTING THE TRANSMISSION
TO THE ENGINE
1. Carefully move the engine towards the
transmission making sure the converter
pilot hub is aligned with the pilot of the
torque converter.
33
Figure 48
Starting Motor Aperture
1. Flywheel
2. Flywheel to Drive Plate Bolts
3. Engine Backplate
4. Torque Converter
2. Install the transmission to engine
attaching bolts and washers.
3. Rotate the flywheel until the eight holes
in the drive plate, align with the holes in
the flywheel.
4. Working through the starting motor
aperture, Figure 48, install the attaching
bolts and washers finger tight. Rotate the
flywheel as required until all eight bolts
and washers are installed.
5. Rotate the flywheel approximately two
full turns to centre the drive plate, then
tighten the eight drive plate attaching
bolts to the specified torque, see
"Specifications" - Chapter 3.
6. Complete the connection as described in
Part 10 "Separating the Unit".
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

E. COMPLETE OVERHAUL

Assemblies serviced with transmission

removed from the tractor.

NOTE: Although it is possible to service the

gearshift mechanism and the output shaft
bearing retainer and oil seal by separating the
transmission from the rear axle, it is
recommended that these items are serviced
with the transmission removed from the
tractor.

• Output Shaft and Countershaft Gear

Assemblies

• P.T.O. Shaft
IR-4-2-01
Figure 49
• Countershaft Pre-Load
Transmission Top Cover

• Rear Cover 1. Gearshift Lever Spigot

2. Range Lever Spigot
3. Oil Filler and Dipstick
• Output Shaft Pre-Load 4. Top Cover
5. Safety Start Switch

• Gearshift Components

2. Ensure the gearshift lever and range lever

are in neutral. Remove the cover plate
SEPARATING THE TRANSMISSION retaining bolts then remove the cover
FROM THE ENGINE AND REAR AXLE plate and gasket, Figure 49.

1. Separate the transmission from the

engine and rear axle, as described in
PART 10, "Separating the Unit".

3. Remove the detents, springs and balls

COMPONENT REMOVAL from the bores in the top of the trans-
mission case, Figure 51. If the balls will
1. Remove the transmission hydraulic not lift out with a magnet, the balls may
pump and oil distributor as described in be removed after the shift rails have been
Section D. removed from the transmission case.

2. Remove the front input shaft and clutch

housing as described in Section D.

GEARSHIFT COMPONENTS 4. Using a suitable pin punch, remove the

spring pins retaining the 1st/2nd
1. Remove the dipstick from the gearshift gearshift gate and the gearshift selector
cover plate. arm, Figure 50.

34
----------------------•CHAPTER2----------------------•

Figure 50 Figure 51
Gearshift Component Removal Gearshift Detents and Plungers

1. 1st-2nd Shift Selector Arm 1. 1st-2nd Shift Rail Detent

2. 3rd-4th Shift Fork and Roll Pin 2. Interlock Detent
3. H-L Shift Fork 3. 3rd-4th Shift Rail Detent
4. H- L Shift Rail Roll Pins 4. Safety Start Switch Plunger
5. H-L Shift Rail Gate
6. 3rd-4th Shift Rail Gate
7. 1st-2nd Shift Rail Gate
8. 1st-2nd Shift Raii Roll Pins

5. Remove the gearshift rail plugs from the
rear end of the transmission case, then
extract the gearshift rail rearwards,
retrieving the gearshift gate and selector
arm as the rail is removed from the
transmission case. If the detent ball was
not previously removed, exercise care to
prevent the ball from falling into the
transmission.
8. Using a suitable pin punch remove the
spring pins retaining the H-L gearshift
gate and gearshift fork, Figure 50.
9. Extract the gearshift rail by sliding the rail
rearwards retrieving the gearshift gate
and fork as the rail is removed from the
transmission case.

1 0. If necessary remove the interlock detent

6. Using a suitable pin punch remove the
spring pins retammg the 3rd/4th
gearshift gate and gearshift fork, Figure
50.
plug from the left-hand side of the trans-
mission case and extract the interlock
detent. Figure 51, which is positioned
between the 1st/2nd and 3rd/4th
gearshift rails.

11. Remove the 1st/2nd lower shift rail

7. Extract the gearshift rail by sliding the rail locating bolt and extract the rail from the
rearwards retrieving the gearshift gate rear of the transmission. Exercise care to
and fork as the rail is removed from the prevent the detent ball in the fork from
transmission case. falling into the transmission.

35
- - - - - - PART 4- POWER REVERSING TRANSMISSION------

Figure 52 Figure 53
1st-2nd Lower Shift Rail Removal Gear Backlash Check

1. Locating Bolt 1. Gear Backlash Bracketry

2. Lower Shift Rail 2. Dial Indicator
3. Shift Fork 3. Stylus

REAR COVER PLATE 4. Remove the rear cover retaining bolts

then screw two jacking bolts into the rear
1. If transmission gear wear is suspected cover as shown in Figure 55. Tighten the
then prior to removing the rear cover and two jacking bolts equally until the rear
output shaft bearing retainer check the
gear backlash. Position a dial indicator
gauge on the transmission casing as
shown in Figure 53 and measure the
backlash on output shaft gears.

2. Using a suitable pair of snap ring pliers

remove the internal snap ring retaining
the P.T.O. shaft bearing, Figure 54.
Withdraw the P.T.O. shaft and bearing as
an assembly from the rear cover plate.

IR-4-2-54
Figure 54
3. Prior to removing the rear cover and P.T.O. Shaft Removal
output shaft bearing retainer tie the 4. Snap Ring
1. Output Shaft
output shaft and countershaft together 2. Bearing 5. Bearing Cap
. with a suitable length of cord. 3. P.T.O. Shaft

36
----------------------•CHAPTER2----------------------•

Figure 55 Figure 56
Rear Cover Plate Removal Output Shaft Removal

1. Rear Cover 1. Rear Input Shaft 3. Synchroniser

2. Jacking Bolts 2. Retainer Assembly
3. Output Shaft 4. Output Shaft

cover is free of the transmission case. 3. Remove the rear input shaft assembly
Remove the two jacking bolts and remove from the transmission case through the
the rear cover assembly. gearshift cover plate aperture.

4. Lift the countershaft assembly Figure 57

and remove from the rear end of the
transmission case.

OUTPUT SHAFT AND COUNTER-

SHAFT GEAR ASSEMBLIES

1. Release the cord retaining the output

shaft and countershaft assemblies
together then lift the output shaft assem-
bly rearwards from the transmission case
as shown in Figure 56.

NOTE: Exercise care when removing the

output shaft assembly. Hold the inner cone
of the synchroniser to prevent the pins of the
synchroniser assembly from falling into the
transmission housing.

Figure 57
2. Remove the retainer from the rear input Countershaft Removal
shaft and place with the output shaft
assembly. 1. Countershaft Assembly

37
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

Figure 58 Figure 59
Reverse Gear Idler Removal Reverse Gear Idler Components

1. Gear 3. Shaft 1. Gear 5. Shaft

2. Shaft Spigot 4. Snap Ring 2. Thrust Washer 6. Roller Bearing
3. Shaft Locating Bolt 7. Thrust Washer
4. Seal 8. Snap Ring

5. Remove the reverse gear idler shaft • Taper roller bearings.

retaining bolt from the left-hand side of
the transmission case. • Countershaft.

• Thrust washers.
6. Remove the snap ring from reverse gear
idler shaft, Figure 58, and slide the shaft
rearwards from the transmission case
retrieving the gear, bearing and thrust
The pre-load is checked with all components
washers as the shaft is removed, Figure
removed from the transmission case except
59.
the countershaft. To determine the shims
required to give the specified pre-load, see
7. Refer to Section F for disassembly of the "Specifications" - Chapter 3, proceed as
output shaft and countershaft assem- follows:
blies.

2. Assemble the countershaft and gear

assembly as described in Section F.

INSTALLATION

COUNTERSHAFT PRE-LOAD CHECK 3. Install the assembled countershaft and

gear assembly through the rear of the
1. If any of the following parts have been transmission case and position in such a
renewed then it will be necessary to way that the rear bearing just protrudes
check the countershaft pre-load. from the rear of the case.

38
-------------------------CHAPTER2------------------------

IR-4-1-53 11
Figure 60 Figure 61
Countershaft Installation Countershaft Pre-Load Check

1. Rear Cover 1. PuiiScale

2. Rod 2. Cord
3. Point to Wrap Cord 3. Scale

4. Ensure the countershaft bearing cap 8. Rotate the countershaft assembly until
attaching bolts are tightened to the the bearings run smoothly.
specified torque, see "Specifications" -
Chapter 3.

9. Using a suitable length of cord and a pull

scale as shown in Figure 61, wrap the
5. Insert a suitable rod through the bearing cord around the countershaft just ahead
cap hole and into the countershaft of the helical gear, Figure 60. Ensure that
assembly, Figure 60. the cord does not overlap.

1 0. If the pull required to rotate the counter-

6. Position the rear cover to the transmis- shaft is outside the specified limits, see
sion case while lifting the countershaft "Specifications"- Chapter 3, remove the
with the rod. rear cover and bearing cap and add or
delete shims as required and repeat the
procedure.

7. Secure the rear cover to the transmission

case and tighten the retaining bolts to the
specified torque, see "Specifications" - 11. When the pre-load check is complete
Chapter 3. remove the rear cover.

39
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION------

Figure 62 Figure 63
Rear Input Shaft Installation Output Shaft Installation

1. H- L Synchroniser Assembly 1. Rear Cover

2. Output Shaft 2. Output Shaft Rear Bearing Cap
3. Transmission Case Inner Wall 3. Output Shaft Bearing
4. Rear Input Shaft
5. 3rd-4th Gear Splined Hub

OUTPUT SHAFT PRE-LOAD CHECK
1. The pre-load on output shaft must be
checked if any of the following
components have been renewed.
3. Install the rear input shaft into the trans-
mission case and rest across the trans-
mission case inner wall, Figure 62.

• Taper roller bearings.

4. Install the output shaft into the trans-
• Output shaft. mission case from the rear end and mate
up with the rear input shaft. Temporarily
• Thrust washers. support the output shaft as shown .in
Figure 63.
• Rear input shaft.

The pre-load must be checked with all

components removed from the transmission .
case except for the output shaft and rear
input shaft. It will be necessary, therefore, to
remove the countershaft if previously
installed.
5. Ensure that the output shaft bearing cap
retaining bolts are tightened to the
specified torque, see "Specifications" -
Chapter 3.

It is also necessary to remove the 3rd/4th

synchroniser assembly from the output shaft,
prior to installing the output shaft into the
transmission, for the pre-load check.
2. Assemble the output shaft and gear
assembly as described in Section F.
6. Install the rear cover plate to the trans-
mission case. Install and tighten the
cover retaining bolts to the specified
torque, see "Specifications"- Chapter 3.

40
----------------------•CHAPTER2-----------------------

Figure 64 Figure 65
Output Shaft Pre-Load Check Reverse Gear Idler Components

1. Scale 1. Gear 5. Shaft

2. Output Shaft 2. Thrust Washer 6. Roller Bearing
3. Bearing Cap 3. Shaft Locating Bolt 7. Thrust Washer
4. Retaining Bolts 4. Seal 8. Snap Ring

7. Rotate the output shaft several times to OUTPUT SHAFT, COUNTERSHAFT

ensure the bearings are seated correctly. AND REAR COVER ASSEMBLIES

1. Install the reverse gear idler shaft into the

8. Wrap a suitable length of cord around the
output shaft splines, Figure 64. Ensure
that the cord does not overlap. Attach a
pull scale to the cord and measure the
pull required to rotate the output shaft.
9. If the pull required to rotate the output
shaft is outside the specified limits, see
"Specifications"- Chapter 3, remove the
rear bearing cap and cover assembly. Add
or delete shims as required and repeat the
pre-load procedure.
transmission casing and assemble the
component parts for the assembly in the
following sequence with reference to
Figures 65 and 66.
• Thrust washer.
• Reverse idler gear and needle bearing.
• Thrust washer.
• Collar
• Snap Ring.
NOTE: Ensure that the thrust washers are
installed with the oil grooves facing the
reverse idler gear.

2. Install the reverse idler shaft retaining

10. When the pre-load check is correct bolt into the transmission case ensuring
remove the rear cover assembly, the the bolt aligns with the shaft. Tighten the
output shaft assembly and the rear input bolt to the specified torque, see "Specifi-
shaft from the transmission case. cations" - Chapter 3.

41
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION------

Figure 66 Figure 68
Reverse Gear Idler Installation Output Shaft Installation

1. Gear 1. Rear Input Shaft

2. Shaft Spigot 2. Retainer
3. Shaft 3. 3rd/4th Synchroniser Assembly
4. Snap Ring 4. Output Shaft

3. Install the countershaft and gear assem- 4. Fabricate a detent ball retainer as out-
bly into the transmission case from the lined in "Special Tools" - Chapter 3.
rear end so that the front end taper roller
bearing rests in the bearing cup.

5. Install the detent spring and ball into the

1st-2nd shift rail fork and retain in posi-
tion using the detent retainer.

6. Position the shift rail fork onto the

1st-2nd synchroniser assembly and
using a suitable length of brazing rod
support the fork so that it is positioned
approximately 2cm away from the trans-
mission housing as shown in Figure 67.

Figure 67
Cou ntershaft Installation

1. Brazing Rod
2. 1st-2nd Shift Rail Fork 7. Install the 3rd gear synchroniser cone
3. Countershaft Rear Bearing retainer to the rear input shaft, Figure 68.

42
----------------------•CHAPTER2----------------------·
Figure 69
Output Shaft Installed
1. Brazing Rod
2. 3rd-4th Synchroniser
3. Output Shaft Front Bearing
4. Rear Input Shaft and Retainer
8. Install the rear input shaft and the retainer
into the transmission case and rest across
the transmission case inner wall.
9. Install the output shaft and gear assembly
into the transmission case from the rear
end, while holding the front end of the
synchroniser assembly to prevent the
cones and pins dropping out, Figure 67,
and position onto the countershaft and
gear assembly just behind the rear input
shaft, Figure 69.
10. Engage the rear input shaft with the
output shaft and gear assembly, then
engage with the countershaft and gear
assembly so that the taper roller bearings
rest in the respective bearing cups.
NOTE: Ensure that the synchroniser retainer
positioned on the rear input shaft is aligned
with the synchroniser ring on the output
shaft, and that both parts mesh correctly.
43
Figure 70
Rear Cover Plate Installation
1. Output Shaft Bearing Cap
2. Suitable Rod
3. Countershaft Bearing Cap
4. Rear Cover Plate
11. Apply gasket sealant to the rear cover
face, see "Specifications"- Chapter 3 for
the specified sealant, then position the
cover over the output shaft until the
output shaft taper roller bearing contacts
the respective bearing cap.
12. Insert a suitable rod through the
countershaft bearing cap hole into the
countershaft, Figure 70. Lift the
countershaft while positioning the rear
cover plate onto the transmission case,
Figure 70.
13. Secure the rear cover plate assembly to
the transmission case with the retaining
bolts. Tighten the retaining bolts to the
specified torque, see "Specifications" -
Chapter 3.
14. Rotate the gear train to ensure all gears
turn smoothly.
- - - - - • PART 4- POWER REVERSING TRANSMISSION------
Figure 71
1st/2nd Lower Shift Rail Installation
1. Locating Bolt
2. Lower Shift Rail
3. Shift Fork
GEARSHIFT COMPONENTS
1. Install the 1st/2nd lower shift rail
through the rear cover and engage with
the shift fork. Drive the rail through the
fork and retrieve the detent ball retainer
from the opposite side of the fork.
2. Install the lower shift rail locating bolt,
Figure 71. Remove the brazing rod used
to support the fork from the transmission.
Tighten the locating bolt to the specified
torque, see "Specifications"- Chapter 3.
3. Install the 3rd/4th and H/L gearshift
forks into the respective synchroniser
assemblies, Figure 72.
44
Figure 72
1st/2nd Gearshift Rail Installation
1. 1st/2nd Selector Arm
2. H/L Shift Fork
3. 3rd/4th Shift Fork
4. 1st/2nd Shift Rail
5. 1st/2nd Rail Gate
4. Install the 1st/2nd shift rail selector arm
into the shift fork.
5. Insert the 1st/2nd gearshift rail into the
transmission case from the rear end of
the transmission. Slide the rail through
the 1st/2nd selector arm then install the
1st/2nd gearshift gate onto the rail.
Continue sliding the rail until it is in
approximately the neutral position,
Figure 72.
6. Install the interlock detent into the
drilling between the 1st/2nd and 3rd/4th
gearshift rail bores of the transmission
inner wall, Figure 73.
7. Insert the 3rd/4th gearshift rail into the
transmission case from the rear end of the
transmission. Slide the rail through
the 3rd/4th gearshift forks, then install
the 3rd/4th gearshift gate onto the rail.
Continue sliding the rail until it is in
approximately the neutral position.
----------------------•CHAPTER2----------------------•

Figure 73 Figure 74
Gearshift Detents and Plungers Gearshift Component Installation

1. 1st/2nd Shift Rail Detent 1. 1st-2nd Shift Selector Arm

2. Interlock Detent 2. 3rd-4th Shift Fork and Roll Pin
3. 3rd/4th Shift Rail Detent 3. H-L Shift Fork
4. Safety Start Switch Plunger 4. H-L Shift Rail Roll Pins
5. H-L Shift Rail Gate
6. 3rd-4th Shift Rail Gate
7. 1st-2nd Shift Rail Gate
8. 1st-2nd Shift Rail Roll Pins

NOTE: If difficulty is encountered sliding the
3rd/4th gearshift rail into the neutral position
check to ensure that the 1st/ 2nd gearshift rail
is positioned in the neutral and the interlock
detent is positioned correctly to the 1st/2nd
gearshift rail. The interlock detent will
prevent the 3rd/4th gearshift rail from
entering the transmission case if the 1st/ 2nd
gearshift rail is not in neutral.
10. Insert the safety start switch plunger into
the respective bore, Figure 73. Insert the
gearshift rail balls, springs and detents
into their respective bores, Figure 73.
11. Install the blind covers into the gearshift
rail bores at the rear end of the transmis-
sion case cover plate.

8. Insert the H/L gearshift rail into the

transmission case from the rear end of
the transmission. Slide the rail through
COMPONENT INSTALLATION
the H/L gearshift fork then install the H/L
gearshift gate onto the raiL. Continue
1. Install the front input shaft and clutch
sliding the rail until it is in approximately
housing as described in Section D.
the neutral position, Figure 74.

9. Align the spring pin holes in the gearshift 2. Install the transmission hydraulic pump
gate forks and rails then drive the spring and oil distributor as described in
pins into the holes. Section D.

45
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION------

F. COMPONENT OVERHAUL

• Torque Converter

• Transmission Hydraulic Pump and Oil

Distributor Assembly

• Solenoid Control Valve and Lock-Up

Valve

• Front Input Shaft and Hydraulic Clutch

• Reverse Idler Gear Assembly

• Rear Input Shaft

IR-4-2-38

Figure 75
• Output Shaft and Gear Assembly
Torque Converter and Drive Plate

1. Torque Converter Assembly

• Countershaft and Gear Assembly
2. Drive Plate Assembly
3. Flywheel to Drive Plate Bolts
4. Flywheel
5. Reinforcing Plate
TORQUE CONVERTER 6. Drive Plate to Torque Converter Bolts

The torque converter, Figure 75, is a welded

unit and cannot be disassembled. The only
maintenance performed on the converter, 4.
other than the stall test covered in Chapter 3,
is cleaning and visual inspection. A commer-
cial torque converter cleaner may be used to
clean the converter. However, if a commer-
cial cleaner is not available, the converter 5.
should be cleaned as outlined below.
Remove the drain plug and the plug from
the hub opening. Drain the solvent from
the converter.
Repeat Steps 1 to 4, as required, until the
solvent that is drained from the converter
is clean.

1. If not previously drained, remove the

drain plug, Figure 75 and drain as much
6. Install the drain plug.
oil as possible from the converter by
tilting the converter in all directions.

2. Install the drain plug, then fill the con-

verter about half full, through the hub,
with paraffin base solvent or any cleaning
solvent specified for cleaning trans-
missions.
3. Plug the opening in the hub, then
circulate the solvent inside the converter
by shaking.
INSPECTION
Inspect the splines Figure 75 on the
converter hub for wear or damage and the
weld joints for cracks. If the hub is worn or
damaged and/or the weld joints cracked, a
new converter should be installed. A new
drive plate should also be installed if it is
warped.

46
----------------------•CHAPTER2----------------------•

IR-4-1-67 ill
Figure 76 Figure 77
Front Cover Plate Removal Pump Drive Gear Removal

1. Jacking Bolt 1. Stator Support 5. Driven Gear

2. Oil Distributor 2. Oil Distributor 6. Bearing
3. Jacking Bolt 3. Drive Gear 7. Front Cover Plate
4. Front Cover Plate 4. Transmission Pump 8. Thrust Washer

TRANSMISSION HYDRAULIC PUMP

AND OIL DISTRIBUTOR ASSEMBLY

DISASSEMBLY

1. Install the two jacking bolts, previously

used to remove the oil distributor
assembly from the transmission case,
into the cover bolt holes, Figure 76.
Tighten the two bolts equally until the
front cover is released from the housing.
Remove the two bolts.

2. Strike the front cover plate with a suitable

soft faced mallet to release the hydraulic
pump driven gear from the housing,
Figure 78.

IR-4-2-77 11
Figure 78
3. Slide the gear from the stator support. Pump Drive Gear Removal
Remove the stator support retaining bolts
1. Drive Gear Splines 4. Bearing
then remove the support from the oil 2. Bearing 5. Thrust Washer
distributor housing, Figure 77. 3. Driven Gear

47
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

! ~~,·~
.:~l
.

5
IR-4-1-06 . IR-4-1-71 11
Figure 79 Figure 80
Oil Distributor Housing Components Transmission Pump Components

1. Distributor Housing 5. Pump Rotors 1. Pump Body 4. End Plate Screws

2. Pump End Plate 6. Pump Body 2. Inner Rotor 5. End Plate
3. Regulating Valve 7. Pump Drive Gear 3. Outer Rotor
4. By-Pass Valve 8. Stator Support

4. Remove the hydraulic pump retaining INSPECTION

bolts and lift the pump assembly from the
distributor housing, Figure 79.
1. Thoroughly clean all the transm1ss1on
hydraulic pump and oil distributor
components with a suitable solvent and
allow to dry. Use compressed air to clean
the oil passages in the distributor
housing.

5. Remove the by-pass valve plug and

extract the shim, spring ball and valve
seat, Figure 79.

2. Inspect the hydraulic pump driven gear

and the bearings either side of the gear
for wear or damage.
6. Remove the regulating valve plug and
extract the spring, shim and spool.

3. Inspect the front cover thrust washer for

7. Remove the '0' ring seals from the valve wear or scoring. If damaged, remove by
plugs and discard. Install new rings ·o· prying the washer from the cover, do not
on assembly. remove if undamaged.

48
----------------------•CHAPTER2-----------------------
IR-4-1-72
Figure 81
Transmission Hydraulic Valves
1. By-Pass Valve
2. Regulating Valve
3. Lubrication Valve
4. Inspect the front cover torque convertor
oil seal for damage. Do not remove the oil
seal unless the seal is damaged. If
damaged, remove the snap ring and drive
the seal from the cover with a suitable
punch and hammer.
5. Inspect the stator support gear and
bearing for wear or damage. Check the
seal rings for wear, nicks or other
damage.
6. Disassemble the hydraulic pump, if not
already disassembled, and inspect the
inner and outer rotors for scratching and
scoring or excessive wear.
7. Inspect the by-pass valve seat and ball
for scratches and pitting, Figure 81. If
scratch marks cannot be removed by
polishing, install new parts during
11
Figure 82
Transmission Pump Connections
1. Suction Tube
2. Seal
3. PreSsure Tube Connections
4. Distributor Housing
assembly. Check the spring and if
suspect measure the spring, see
"Specifications" - Chapter 3.
8. lnspectthe regulating valve spool, Figure
81 for excess wear, grooves or scratches
that may cause the spool to malfunction.
If scratch marks cannot be removed by
polishing, install new parts during
assembly. Check the spring and if
suspect, measure spring dimensions, see
"Specifications" - Chapter 3.
9. Inspect the oil distributor housing for
cracks and check the valve bores for wear
or scoring. Check the pressure pipes
connections are tight and renew the
suction pipe seal on assembly, Figure 82.
49
- - - - - • PART 4- POWER REVERSING TRANSMISSION------
ASSEMBLY
1. Install the regulating valve spool, shim
and spring into the respective bore and
retain in position with the plug. Tighten
the plug to the specified torque, see
"Specifications" - Chapter 3.
2. Install the by-pass valve seal, ball, spring
and shim into the respective bore and
retain with the plug. Tighten the plug to
the specified torque, see "Specifi-
cations" - Chapter 3.
3. Assemble the transmission hydraulic
pump components as shown in Figure
79. Install the pump onto the distributor
housing and secure with the retaining
bolts. Tighten the bolts to the specified
torque, see "Specifications"- Chapter 3.
4. Install the stator support onto the
distributor housing and secure with the
retaining bolts. Tighten the bolts to the
specified torque, see "Specifications" -
Chapter 3.
5. Locate the gear onto the stator support,
Figure 77.
6. If it was necessary to remove the oil seal
from the front cover, install a new seal
using Tool No. 630 or 9210 and a press. If
the thrust washer was removed, install a
new thrust washer using new knock pins.
7. Install the hydraulic pump drive gear and
bearings to the front cover, the assembly
is a push fit.
8. Do not install the front cover plate at this
stage as it is necessary to align the P.T.O.
shaft and pump drive gear during
assembly.
50
Figure 83
Front Input Shaft Bearing Removal
1. Puller- Tool No. 1003 or 9516
2. Front Input Shaft
3. Oil Passages
4. Front Input Shaft Bearing
5. Pulling Attachment- Tool No. 951 or 9190
6. Sealing Rings
FRONT INPUT SHAFT AND REAR
CLUTCH ASSEMBLY
DISASSEMBLY
1 . Normally it is not necessary to remove the
ball bearing from the front input shaft, or
the needle bearing from the rear face of
the shaft. If the ball bearing is worn or
damaged, it can be removed as shown in
Figure 83. To remove the needle bearing,
collapse the inner race with a hammer
and chisel, then pull the outer race from
the shaft with Tool Nos. 1 003 and 951 or
9516 and 9190.
2. Unlock the sealing rings by squeezing
them together, then remove them from
the shaft.
3. If not previously removed, pull the
bearings and spacer from the rear clutch
hub (reverse idler input) and remove the
gear from the clutch plates in the
housing. Remove the thrust washer.
-----------------------CHAPTER2-----------------------

Figure 84 Figure 85
Rear Clutch Components Clutch Piston Return Spring Removal

1. Drive Plate 7. Clutch Housing 1. Modified Tool No. FT 4101 or 1312

2. Steel Disc - 8. Inner Piston Seal 2. Snap Ring
External Splines 9. Outer Piston Seal 3. Spring Retainer
3. Snap Ring 10. Friction Disc - 4. Snap Ring Groove
4. Spring Retainer Internal Splines
5. Return Spring 11. Snap Ring
6. Piston

4. Remove the large snap ring, clutch drive 7. Remove the pistons (one in each end of
plate and internal plates from the rear the clutch housing) by directing
clutch. compressed air into the oil passage in the
hub of the clutch housing, Figure 84.

8. Remove the outer '0' ring seal from each

5. Using a press and modified Tool No. piston and the inner '0' ring seals from
FT4101 or 1312 see "Specifications"- the hub of the clutch housing.
Chapter 3 along with a suitable size
washer as shown in Figure 85, compress
the spring enough to remove the snap
ring with a screwdriver. Gradually, relieve
pressure on the spring, then remove the
spring seat and spring.
INSPECTION
1 . Thoroughly clean the front input shaft
and bearings Figure 88 and the clutch
components, Figure 86, with suitable
6. Turn the clutch housing over and remove solvent and allow to dry. Use air to clean
the snap ring, spring seat, and spring out the oil passages in the input shaft and
from the other end of the housing by clutch housing. Do not spin the bearings
repeating Step 5. with compressed air.

51
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

IR-4-1-77
Figure 86
Forward Clutch Components

1. Ball Bearing 5. Friction Disc- Internal 8. Clutch Housing

2. Snap Ring Splines 9. Piston
3. Front Input Shaft 6. Snap Ring 10. Spring Retainer
4. Front Hub 7. Return Spring 11 . Steel Disc - External Splines

2. Check the ball bearing on the front input 5. Check all of the plates for warpage or
shaft, Figure 88, for smooth rotation. If distortion. Install new plates if they have
the bearing is worn, a new one should be taken a set.
installed during assembly. Also check the
needle pilot bearing in the rear face of the
shaft for smooth rotation.

6. Check the clutch housing and bushing

for hole alignment and wear.
3. Inspect the front shaft sealing rings,
Figure 89, for cracks and wear, and the
sealing ring grooves for wear. Install new
parts as required, during assembly.
Check the shaft oil passages to be sure
they are clean.

ASSEMBLY

4. Inspect the working surface of the clutch
pistons, Figure 86, for scoring. If scored,
fine emery cloth may be used to smooth
the surface. Ensure the '0' ring seal
grooves are clean and that burrs do not
exist.
1. Install new '0' ring seals on the clutch
pistons, Figure 86, and on the hub of the
clutch housing. Coat the '0' ring seals with
grease, then install the pistons (one in each
end of the housing) ~ they are seated
against the centre web of the housing.

52
----------------------•CHAPTER2-----------------------

IR-4-1-80 11
Figure 87 Figure 88
Rear Clutch Hub and Thrust Bearing Front Input Shaft Assembly

1. Bearings 5. Rear Clutch Hub 1. Shaft 4. Roller Bearing

2. Front Thrust Bearing 6. Spacer 2. Sealing Rings 5. Thrust Washer
3. Spacer 7. Thrust Bearing Seat 3. Knock Pins
4. Bearing Spacer 8. Rear Thrust Bearing

2. Position the spring and spring seat on the
piston, then compress the spring with a
press, using modified Tool No. FT 4101
or 1312, and a suitable washer, as shown
in Figure 85, so the snap ring can be
installed. Make sure the snap ring is fully
seated before relieving pressure on the
spring.
3. Turn the clutch housing over and install
the spring, spring seat, and the snap ring
in the other end of the housing by
repeating Step 2.
5. Install the clutch drive plate and retain it
in place by installing the appropriate
snap ring.
6. If it was necessary to remove the ball
bearing from the front input shaft, drive
or press a new bearing into place using a
hammer or press, and a sleeve of the
appropriate diameter and convenient
length. If the needle bearing was
removed from the rear of the front input
shaft, press a new bearing into place
using a step plate from Tool No. 630-S or
9210.

7. Install the three sealing rings on the front

4. Place the thrust washer, Figure 87, on the input shaft, making sure each ring is
flat hub of the clutch housing (the hub in locked in place.
the front of the housing is recessed), then
install the rear clutch hub (reverse idler
input), bearings, and spacer. Install the
clutch plates, one by one, starting with a 8. Installation of the clutch housing and
steel plate then a bronze plate. front input shaft is covered in Section D.

53
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION------

Figure 89 Figure 90
Clutch Pack Clearance Solenoid Control Valve Assembly

1. Pressure Plate 1. Forward Solenoid 5. Lock-Up Valve Body

2. Feeler Gauge 2. Spool 6. Reverse Solenoid
3. Snap Ring 3. Lock-Up Solenoid 7. Control Valve Body
4. Spool

CLUTCH PACK CLEARANCE CHECK SOLENOID CONTROL VALVE AND

LOCK-UP VALVE
1. If a new clutch pack has been installed in
the clutch housing, use the following DISASSEMBLY
procedure to check the clutch pack
clearance: 1. Remove the lock-up valve and control
valve solenoid retaining bolts and dis-
• With the rear clutch pack assembly as assemble the solenoid assemblies from
previously described, use a feeler gauge the valve bodies, Figure 90.
to check the clearance between the clutch
pressure plate and the snap ring, Figure
89, while holding the plate against the
clutch disc. INSPECTION

• The clearance must be measured at three
points equally spaced around the housing
(120° intervals).
• Remove the clutch plate and install with
the clutch discs on the opposite side of
the housing using the same procedure.
• If the clearance is not within the specified
limits, see "Specifications" - Chapter 3,
change a clutch disc or discs to obtain the
correct clearance, clutch disc thicknesses
are specified in "Specifications" -
Chapter 3.
1. Manually check that the spools slide
smoothly within the valve bodies, then
reassemble the lock-up and control
valves and solenoids. Tighten the retain-
ing bolts to the specified torque.
NOTE: The internal parts of the valve assem-
blies are not serviced separately.
The solenoid control valve and lock-up valve
are serviced as complete assemblies, over-
haul is limited to checking spool movement
only.

54
----------------------•CHAPTER2----------------------•

11
Figure 91 Figure 92
Reverse Idler Gear Components Rear Input Shaft Assembly

1. Gear 5. Shaft 1. Rear Sealing Rings

2. Thrust Washer 6. Roller Bearing 2. Gear Shaft Assembly
3. Shaft Locating Bolt 7. Thrust Washer 3. Lubrication Gallery Oil Holes
4. Seal 8. Snap Ring 4. Front Sealing Rings

REVERSE IDLER GEAR ASSEMBLY REAR INPUT SHAFT

INSPECTION INSPECTION

1. Thoroughly clean the reverse idler gear
components, Figure 91 with a suitable
solvent and allow to dry.
1. Thoroughly clean the rear input shaft,
Figure 92, with a suitable solvent and
allow to dry. Use compressed air to clean
out the oil passages. Do not spin the
bearing with compressed air.

2. Inspect the thrust washers either side of

the reverse idler gear for scoring or
excessive wear.
3. Inspect the needle roller bearing for
smooth rotation. If the bearing is worn,
install a new bearing during assembly.
2. Check the bearing for smooth rotation.
Normally the rear input shaft bearing
need not be removed, however, if the
bearing is worn or damaged it can be
removed by clamping the shaft between
two blocks of wood and driving the
bearing from the shaft with a punch and
hammer. If the bearing is removed a new
one must be installed as the cage will be
damaged during removal.

4. Inspect the gear for cracks, burrs or
chipped teeth. Remove burrs with fine
emery cloth or a fine pumice stone. If the
gear is chipped or cracked, a new gear
should be installed.
3. Inspect the rear input shaft sealing rings
for nicks, cracks or scratches. Any seals
which are suspect should be renewed on
assembly. Ensure all oil passages are
clean.

55
- - - - - • PART 4- POWER REVERSING TRANSMISSION - - - - - •

Figure 93 Figure 94
Output Shaft Assembly Output Shaft Front Bearing Removal

1. Output Shaft 5. 4th Gear 1. Shaft Protector, Tool No. 625A or 9212
2. Rear Bearing 6. 3rd/4th 2. 2nd Gear Driven
3. H/L Synchroniser Synchroniser 3. H/L Synchroniser
4. High Range Gear 7. 2nd Gear Driven 4. Puller, Tool No. 1 003 or 9516
8. Low Range Gear

4. Inspect the gear teeth for burrs. Remove 3. Remove the snap ring retaining the
burrs with fine emery paper or a fine 3rd/4th gear coupler and remove the
pumice stone. If the gear is chipped or coupler from the gear cluster.
cracked, a new one should be installed.

4. Remove the snap ring retaining the 4th

gear to the gear cluster then remove the
OUTPUT SHAFT AND GEAR gear from the gear cluster.
ASSEMBLY

DISASSEMBLY

1. Remove the 3rd/4th gear synchroniser
from the output shaft assembly and wire
the assembly together to prevent the
mixing of components with other syn-
chroniser assemblies.
5. Withdraw the H/L range synchroniser
from the output shaft and wire the
assembly together to prevent the mixing
of components with other synchroniser
assemblies.

2. Attach a puller, Tool No. 1003 or 9516

with shaft protector Tool No. 625A or
9212 to the 2nd gear driven and remove
the front bearing, coupling, 4th gear and
the 2nd gear driven and high range gear
cluster, Figure 94.
6. Attach a puller, Tool No. 1003 or 9516
with shaft protector 625A or 921 2 to the
'L' range gear and remove the rear
bearing, thrust washer and 'L' range gear
from the shaft.

56
----------------------•CHAPTER2----------------------•

IR-4-2-94 .Q
Figure 95
Output Shah Components

1. Coupler 7. Retainer 13. Rear Taper Roller Bearing

2. Snap Ring 8. 4th Gear 14. Thrust Washer
3. Needle Roller Bearing 9. Cluster Gear 15. Output Shah
4. Front Taper Roller Bearing 10. Retainer 1 6. Thrust Washer
5. Thrust Washer 11. L/H Range Synchroniser 17. Needle Roller Bearing
6. 3rd/4th Synchroniser 1 2. Low Range Gear 18. Snap Ring

OUTPUT SHAFT AND GEAR ASSEMBLY with fine emery cloth or a fine pumice stone.
If the gears are chipped or cracked, new
INSPECTION gears should be installed.

1. Thoroughly clean the output shaft
components, Figure 95, with a suitable
solvent, then blow dry with compressed
air. Do not spin the bearings with
compressed air.
2. Check the front and rear bearings for
smooth rotation. If the bearings are worn
install new bearings and bearing caps
during assembly.
3. Inspect the output shaft gears for cracks,
burrs, or chipped teeth. Remove burrs
4. Place the gears on the output shaft and
check for excessive play between the
gear bushings and shaft. If the play feels
excessive, new gears should be installed,
as the bushings are not serviced
separately.
5. Inspect the synchroniser assembly for
scoring, cracks or excessive wear. Check
the pins, springs and balls for wear or
cracks. If any components of the
synchroniser are damaged the complete
assembly will require renewal as the
components are not serviced separately.

57
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

ASSEMBLY

With reference to Figure 95.

1. Install the 'L' range gear, thrust washer

and rear bearing onto the shaft, then drive
or press the bearing into place using a
hammer or press, and a sleeve of the
appropriate diameter and length.

2. Install the L/H gear synchroniser assem-

bly over the front end of the shaft and
locate onto the splines. Engage the tangs
on the synchroniser ring to the range
gear. Figure 96
Countershaft Assembly

1. Rear Bearing 5. Front Bearing

2. Shaft and Gear 6. 2nd Gear
3. Install the thrust washer and needle roller
Assembly 7. 1st Gear
bearing onto the shaft then install the 'H' 3. 1st/2nd
range and 2nd driven gear cluster over Synchroniser
the bearing. 4. Cluster Gears

4. Install the second needle roller bearing COUNTERSHAFT AND GEAR

onto the shaft and insert into the gear ASSEMBLY
cluster.
DISASSEMBLY

1. Attach a puller, Tool No. 1 003 or 9516

5. Install the 4th gear onto the gear cluster
and retain with the appropriate snap ring,
then install the coupler onto the shaft and
retain in position with the snap ring.
with shaft protector, Tool No. 625A or
9212 to the gear cluster as shown in
Figure 97 and remove the front bearing,
thrust bearing and thrust washer from the
shaft.

6. Install the thrust washer and front

bearing onto the shaft then drive or press
the bearing into place using a hammer or
press, and a sleeve of appropriat<..
diameter and convenient length.
2. Remove the gear cluster and 1st/2nd
synchroniser from the shaft together with
the needle roller bearings, thrust bearings
and thrust washers, Figure 98.

7. Install the 3rd/4th gear synchroniser

assembly onto the coupler.
3. Remove the 1st/2nd synchroniser
assembly from the gear cluster and wire
the assembly together to prevent the
8. Installation of the output shaft and gear mixing of components with other syn-
assembly is covered in Section E. chroniser assemblies.

58
. . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER2 . . . . . . . . . . . . . . . . . . . . . .. . .

INSPECTION

1. Thoroughly clean the countershaft

components, Figure 98, with suitable
solvent then blow dry with compressed
air. Do not spin the bearings with
compressed air.

2. Check the front and rear bearings for

smooth rotation. If the bearings are worn,
IR~4~2~96 install new bearings during assembly.
Figure 97
Countershaft Disassembly

1. Puller, Tool No. 1003 or 9516

2. Gear Cluster
3. 1st/2nd Synchroniser
4. Shaft Protector, Tool No. 625A or 9212
3. Inspect the countershaft gears for cracks,
burrs, or chipped teeth. Remove burrs
4. Remove the snap ring reta1n1ng the with fine emery cloth or a fine stone. If the
1st/2nd gear coupler and remove the gears are chipped or cracked, new gears
coupler thrust washers and 2nd gear should be installed.
from the gear cluster.

4. Place the gear on the countershaft and

check for excessive play between the
5. Normally, the countershaft rear bearing,
gear bushing and shaft. If the play feels
Figure 98, need not be removed,
excessive a new gear should be installed,
however, if the bearing is worn or
as the bushing is not serviced separately.
damaged it can be removed with a punch
and hammer. If the bearing is removed, a
new one must be installed as the cage
will be damaged during removal.

5. Inspect the synchroniser assembly for

NOTE: If the countershaft rear bearing is
replaced, the countershaft bearing cap must
also be replaced.
scoring, cracks or excessive wear. Check
the pins, springs and balls for wear or
cracks. If any components of the syn-
chroniser are damaged the complete
assembly will require renewal as the
components are not serviced separately.

59
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

cv--__.
IR-4-2-97
Figure 98
Countershaft Components

1. Needle Roller Bearings 6. Thrust Washers 11. Rear Bearing

2. Thrust Bearing 7. Coupler 12. Countershaft and Gear
3. Front Bearing 8. Snap Ring 13. Thrust Bearing
4. Thrust Washer 9. Synchroniser 14. Retainers
5. Gear Cluster 10. Thrust Washers 15. 2nd Gear

ASSEMBLY 3. Install the 1st/2nd gear synchroniser

onto the gear cluster then install the
complete assembly with thrust bearing
With reference to Figure 98. and thrust washers onto the
cou ntershaft.

1 . If it was necessary to remove the
countershaft rear bearing press a new
bearing into place using a sleeve of
suitable diameter and of convenient
length.
2. Install the 2nd gear and thrust washers
onto the gear cluster then install the
coupler and retain in position with the
snap ring.
4. Position the shaft and gears onto a press.
Install the thrust bearing and thrust
washer then position the front bearing
onto the shaft, using Tool No. 630S or
9212 and a sleeve of the appropriate
diameter and convenient length press the
bearing onto the shaft.
5. Installation of the countershaft and gear
assembly is covered in Section E.

60
 PART4
POWER REVERSING
TRANSMISSION

Chapter 3
TROUBLE SHOOTING SPECIFICATION AND SPECIAL
TOOLS

Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 6
C. SPECIAL TOOLS 11

A. TROUBLE SHOOTING

GENERAL engine is in need of attention or the brakes

After the transmission has been overhauled,
the tests outlined in this chapter should be
performed to determine if the hydraulic
pump, the modulator unit, the bypass valve,
the control valve, the regulating valve, the
torque converter, and the hydraulic clutch
assemblies are operating satisfactorily. If at
all possible, the tests should also be
performed before servicing the transmission
to help diagnose problems. The unit engine
and brakes must be in satisfactory operating
condition for the stall test to be effecive. If the
need adjusting, the stall test should not be
performed until after the necessary repairs
are made.
The diagnosis guide, at the end of this
section, lists the possible causes of the
conditions that may be encountered during
the tests. The trouble shooting guide lists
other problems, not relating to the tests.
Making use of these guides will help
eliminate unnecessary trial-and-error
methods when trouble shooting the power
reversing transmission.

1
- - - - - • PART 4- POWER REVERSING TRANSMISSION------
Figure 1
Gauge Installed in Pressure Test Port
1. Pressure Test Port
2. Hose FT 4100-1
3. Low Pressure Gauge- FT 4100
4. Adaptor- FT 8503-8
5. Elbow- Tool No. FT 5007
LINE PRESSURE TEST
The purpose of this test is to determine if the
transmission hydraulic pump and pressure
regulating valve are operating satisfactorily
to produce the pressure required for
hydraulic clutch operation. This test should
be performed first.
• Attach gauge FT 41 00 to the pressure test
port connection using Pipe FT 41 00-1
and connector Tool No. FT 5007 on the
test port as shown in Figure 1.
• Operate the tractor engine 800-1 000
revs/min until the transmission oil reaches
s5·c (149"F). ·
• Run the first check at 800 rev/min. After
one minute of operation, note the reading
of the pressure gauge. It should register
130 lbf/in 2 (8.83 bar) with the oil
temperature at 65"C (149"F).
2
• Run a second check at 1600 revs/min and
again note the reading on the gauge. It
should register 150 lbf/in2 (1 0.3 bar)
minimum.
• Run a third check at 21 00 revs/min. The
gauge should register 200- 220 lbf/in 2
(13.7 -15.2 bar) maximum.
INTERNAL LEAKAGE TEST
The purpose of this test is to determine if the
sealing rings on the front and rear input
shafts are sealing properly.
1. If not previously installed, attach gauge
FT 41 00 to the pressure test port
connection using Pipe FT 41 00-1 and
connector Tool No. FT 5007 on the test
port as shown in Figure 1.
2. With the gearshift lever and power
reversing lever in the neutral positions,
start the engine and set the engine speed
at 800 rev/min. Note the reading of the
pressure gauge, then move the power
reversing lever to its forward and reverse
positions, noting the pressure drop in
each case. If the pressure drop is greater
than 7 lbf/in 2 (0.49 bar), refer to the
diagnosis guide for possible causes.
CONTROL VALVE CHECK
1 . Remove the access cover from the top of
the transmission. Attach a 0 to 300 lbf/in2
pressure gauge to the reverse test port on
the control valve, Figure 2.
----------------------•CHAPTERJ----------------------•

5. With the power reversing lever still in the

reverse position, note the maximum
reading on the gauge. It should register
200 to 220 lbf/in 2 (13.7-15.2 bar).

NOTE: The maximum pressure should be

reached after 2.3 seconds following power
reversing lever engagement.

6. Attach the gauge to the forward test port

on the control valve. Repeat steps 2
through 5, shifting the power reversing
lever from neutral to the Forward
position. The shift times and pressures
should be the same as when shifting in
Figure 2
reverse.
Control Valve Assembly- Attachment and Test Ports
Through Upper Opening

1. Low Pressure Gauge

2. Adaptor FT 8503-8
3. Hose-FT4100-1
4. Reverse Test Point OIL-TO-COOLER TESTS
5. Elbow Part No. FT 5007
The purpose of these tests is to determine if
the bypass valve and regulating valve are
2. Operate the tractor engine at 800-1 000 operating satisfactorily, and that the cooler
revs/min until the transmission oil tubes, the filter and the internal oil passages
temperature reaches 65°C (149°F). are free of obstructions.

Pressure Tests
• Install a low pressure gauge in the cooler
return line connector on the right side of
3. With the power reversing lever and the transmission housing using a pipe FT
gearshift lever in neutral and the hand 41 00-1 and connector Tool No. FT 5006
brake applied start the engine and set the and run a pressure test.
engine speed at 1800 revs/min. The
gauge should read zero.
• Run these tests with the oil temperature at
65°C (149°F).

• Run the first pressure test at 1600 revs/

4. Shift the power reversing lever into the
Reverse position and record the time it
takes the reverse clutch pressure to reach
100 lbf/in 2 (7 bar). The clutch pressure
should reach 100 lbf/in 2 (6.9 bar) after
1 .7 seconds.
min. the pressure gauge should read
71 lbf/in 2 (4.9 bar).
• Run a second pressure test at 2200 revs/
min. The gauge should read 85 lbf/in 2
minimum to 114 lbf/in 2 maximum (5.88
bar minimum to 7.89 bar maximum).

3
- - - - - • PART 4- POWER REVERSING TRANSMISSION - - - - - •
Flow Test
The flow rate from the transmission oil cooler
to the transmission lubrication circuit can be
checked practically as follows:-
• Remove the transmission oil filter from the
filter housing on the left hand side of the
unit.
• Disconnect the fuel shut-off solenoid
wire from the fuel injection pump.
• Place a suitable container under the filter
housing.
• Crank the engine starting motor for 30
seconds and observe the oil flow from the
filter housing.
• The Quantity of oil collected in the
container should be 2 to 3 litres (3.5 to
5.25 Imp. Pts.) (4.2 to 6.3 U.S. Pts.).
If the oil flow from the cooler is not to the
specified limits or is suspect, then a
flowmeter must be used to determine the oil
flow using the following procedure:-
• Install a flow meter into the cooler return
line on the right hand side of the trans-
mission housing using 2 hoses with 1'/,."
JIC female ends. Install connector Tool
FT 8543 into the return line and connect
one hose to the connector.
4
• Install thread adaptors FT 820-1 into the
inlet and outlet ports of flowmeter MS
820A and connect the hose to the inlet
port.
• Remove the elbow from the return port in
the transmission. Install connector Tool
FT 8543 into the return port on the
transmission and connect the hose to the
connector. Connect the other end of the
hose to the flowmeter.
• Ensure all connections are tight and the
flowmeter load valve is fully open. Start
the engine and run first flow test at 1600
rev/min. The oil flow should be 2.6 Imp.
Gals. (121itres) (3.2 U.S. Gals) minimum.
• Conduct a second flow test at 2200
rev/min. The oil flow should be 3.1 Imp
Gals (14 litres) (3.8 U.S. Gals) minimum.
STALL TEST
The purpose of this test is to determine if the
torque converter and hydraulic clutch
assemblies are operating satisfactorily. For
the test to be conclusive, the transmission
hydraulic pump and pressure .regulating
valve must be operating correctly. They can
be checked by performing the 'Line Pressure
Test'. The engine and brakes must also be in
good working order.
1. Check the coolant level in the radiator
and the oil level in the transmission. If
low, add fluid as required to bring to the
proper level.
. . . . . . . . . . . . . . . . . . . . . .•CHAPTER3 . . . . . . . . . . . . . . . . . . . . . ..
2. With the gearshift lever and the power
reversing lever in neutral, start the engine
and run at 800-1 000 revs/min until the
transmission temperature reaches 29° to
35oc (85° -95°F).
3. Lock the brakes and shift into fourth gear,
increase engine speed to approximately
900 revs/min then shift the power
reversing lever to the forward position.
This will position the control valve so as
to direct high pressure oil to the front
clutch.
4. Ensure the brakes are firmly locked so the
unit will not move, gradually depress the
foot accelerator and note the maximum
engine speed obtained. Move the power
reversing lever to the neutral position.
IMPORTANT: To prevent the transmission
from overheating, do not allow the engine to
operate at wide open throttle for more than
fifteen seconds.
5. Allow the transmission oil to cool to 29°
to 35°C (85° to 95°F). Check the rear
hydraulic clutch by repeating steps 3
5
and 4, but with the power reversing lever
in the rearward position. Again, cool the
transmission oil by allowing the engine
to run at approximately 1 000 revs/min.
for one minute.
6. The engine speed noted in Step 4 (stall
speed) for both the front and rear clutch
assemblies should be within 100 rev/min.
If the stall speed is not within these limits,
refer to the diagnosis guide for possible
causes.
7. With the gearshift lever and power
reversing lever in neutral set the engine
speed at 600-800 revs/min., then shift
into any gear ratio. If the gears clash,
either the front or rear hydraulic clutch
assembly is transmitting power, even
though the power reversing lever is in
neutral.
NOTE: If the unit creeps forward and the
gears clash, the front clutch is at fault. The
rear clutch is at fault if the unit creeps
backward. If the unit does not creep and the
gears still clash use the stabilisers to raise the
rear wheels off the ground, move the power
reversing lever to neutral and shift into first
gear. Check the rear wheels for rotational
direction- if the wheels rotate rearward then
the rear clutch is at fault.
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

MODULATOR UNIT VOLTAGE CHECK

If the forward or reverse clutch assemblies do

not engage progressively (do not modulate)
the modulator unit electrical circuit must be
checked with a digital voltmeter using the
following procedure:-

• Check the 12 volt supply to the modulator

unit by using the probe tip on the brown
wire of the connector. Figure 3
Modulator Unit Voltage Check

1. Connector
2. Modulator Unit
3. Steering Motor Access Plate
4. Multimeter
5. Voltage Reading

• Remove the modulator unit from the cab

firewall.

• Move the power reversing lever from

neutral to forward and then from neutral
to reverse; the voltage should fluctuate
momentarily and then rise gradually and
settle at 0.5- 0.6 volts in 5 seconds.

• Start and run the engine at 1 000- 1200

rev/min.

If the voltage does not modulate, install a

new modulator unit.
• Ensure that the parking brake is applied
and the transmission gearshift and power
reversing levers are in neutral.

If the voltage does modulate and the clutch

assemblies still fail to modulate, carry out the
• Set the digital voltmeter to the low D.C. same checks on the solenoid control valve
volt range and connect across the test connectors to check if the wiring continuity
pins as shown in Figure 3. or solenoids are the cause.

6
-----------------------CHAPTER3-----------------------

DIAGNOSIS GUIDE
TEST CONDITION CAUSE
Line pressure test 1. Low line pressure • Inaccurate proof-meter
worn or damaged trans-
mission hydraulic pump.
• Sticking regulation valve
or valve spring is week.
• Worn or damaged
control valve lands.
• Clogged oil distributor
passages.
• Clogged sump oil strainer.
2. High line pressure • Inaccurate proof-meter.
• Sticking regulating valve or
valve spring is too strong.
Oil-To-Cooler test 1 . Low pressure • lnacurrate proof-meter
• Bypass valve spring too
weak.
• Worn or damaged trans-
mission hydraulic pump.
• Excessive le)kage in
control valve, clutch, or
converter circuit.
2. High Pressure • Inaccurate proof- meter .
• or valve springsticking
Bypass valve closed
too strong.
• Clogged or restricted
cooler lines.
• Clogged cooler oil filter.
• Cooler return regulator
block spring too strong.
3. Low output • Damaged or worn trans-
mission hydraulic pump.
• Bypass valve spring too
weak.
4. High output • Bypass valve spring too
strong.
Internal leakage test 1. Excess pressure drop • Sealing rings on front or rear
input shaft broken or worn.
• Damaged 0-rings in
clutch housing;
• Cracked clutch housing.
Stall test 1. Low stall speed • Hydraulic clutch not
releasing.
• Stator support broken.
• Defective torque converter.
• Low engine power.
2. High stall speed • Hydraulic clutch not
applying or is slipping.
• Low line pressure.
• Sealing rings on rear
input shaft broken.
• Defective torque converter.

7
- - - - - • PART 4- POWER REVERSING TRANSMISSION - - - - - •

TROUBLE SHOOTING GUIDE

CONDITION CAUSE
1. Transmission overheats. • Low engine coolant level.

• Low transmission oil level.

• Hydraulic clutch slippage .

• Clogged cooler filter .

• Defective one-way clutch in torque

converter.

• Excessive countershaft and/or output

shaft pre-load.

• Operating in a gear range too high for

load requirement causing low torque
converter efficiency.
2. Slow acceleration
(Driving Tractor)
• Poor engine performance .

• Defective torque converter .

• Brakes dragging .

• Broken sealing rings on rear input shaft .

3. No drive in any gear. • Hydraulic clutch not applying .

• Broken shifter forks .

• Broken front or rear input shaft, output

shaft, or traction coupler.

• Dump valve activated or control valve

spool stuck in neutral position.

• Short circuit in transmission wiring

circuit.
4. Oil leak at transmission bell
housing
• Transmission distributor housing gasket
leaking. Pump gasket leaking.

• Transmission hydraulic seal leaking .

• Engine rear main bearing leaking .

• Torque converter leaking .

• Control valve gasket leaking .

• Lock-up valve gasket leaking .

• Internal pipe work ruptured or loose

connections.
5. Temperature warning light remains
on.
• Transmission overheated .

• Defective temperature sending unit .

• Short circuit .
6. Gear engagement difficult or gears
clash
• Operating without use of dump valve .

• Synchroniser unit worn .

8
----------------------•CHAPTER3----------------------•

B. SPECIFICATIONS
LUBRICANT
Capacity ....................................................................... 31.7 Imp. Pts. (18 litres) (38 U.S. Pts.)
For lubricant viscosity and type refer to the Ford Tractor Loader Backhoe Operators Manual.

SEALANT
Gasket Sealant ...................................... Ford Specification ESE- M4G234A 1 (Loctite 515)
Thread Sealant ........................................... Ford Specification SJ-M4G91 02A (Loctite 572)

GEAR RATIOS
Synchronised 4 x 4 Transmission
1st ...................................................... 4.2656:1
2nd ............................................................ 2.5:1
3rd ...................................................... 1.2735:1
4th ...................................................... 0.7281:1
R1 ...................................................... 4.2875:1
R2 ........................................................ 2.508:1
R3 ........................................................... 1.28:1
R4 ...................................................... 0.7318:1

Synchronised 8 x 8 Transmission
1st ...................................................... 7.9608:1
2nd ..................................................... 5.3724:1
3rd ...................................................... 3.5265:1
4th ...................................................... 2.4014:1
5th ...................................................... 2.2574:1
6th ...................................................... 1.5234:1
7th ...................................................... 1.0000:1
8th ...................................................... 0.6810:1
R1 ...................................................... 8.0016:1
R2 ...................................................... 5.4000:1
R3 ...................................................... 3.5446:1
R4 ...................................................... 2.4137:1
R5 ...................................................... 2.2690:1
R6 ...................................................... 1 .5313:1
R7 ...................................................... 1 .0051 :1
R8 ...................................................... 0.6844:1

BY-PASS VALVE SPRING

Outside Diameter ............................................ . 0.543 in. (13.8 mm)
Free Length (Approx) ................................... . 2.610 in. (66.3 mm)
Maximum Solid Height ................................. . 1.205 in. (30.6 mm)
Height Under Load 8.6 kg ............................ . 1.811 in. (46.0 mm)

REGULATING VALVE SPRING

Outside Diameter ............................................ . 0.610 in. (15.5 mm)
Free Length (Approx) .................................. .. 2.717 in. (69.0 mm)
Maximum Solid Height ................................. . 1.181 in. (30.0 mm)
Height Under Load 6.83 kg ......................... . 2.205 in. (56.0 mm)

CLUTCH PISTON SPRING

Outside Diameter........................................ 3.012 in. (76.5 mm)
Free Length (Approx) .................................. 2.362 in. (60.0 mm)
Maximum Solid Height............................... 1.043 in. (26.5 mm)
Height Under Load 114.6 kg ....................... 1.181 in. (30.0 mm)

9
- - - - - • PART 4- POWER REVERSING TRANSMISSION------

PRE-LOAD
Output Shaft - Pull on cord .............. . 22- 331bf. (98 -147N) (1 0-15 kgf.)
Countershaft- Pull on cord .............. . 33-44 lbf. 147 -196N) (15-20 kgf.)
Pre- Load Shims Available ................. . 0.002 in. (0.051 mm)
0.004 in. (0.102 mm)
0.012 iR. (0.305 mm)
0.031 in. (0.787 mm)

HYDRAULIC TESTS
Oil Temperature ................................... . 149.F±9•F (65.C± 5•c)
Oil Pump Capacity@ 2200 rev/min. 6.6 Imp. Gals (30 litres) (7.9 U.S. Gals)

Line Pressure Test

@ 800 revs/min .................................. . 130 lbf/in 2 (8.83 bar) (9 kgf/cm 2 )
@ 1600 revs/min ................................ . 150 lbf/in 2 (1 0.30 bar) (1 0.5 kgf/cm 2 )
@ 2200 revs/min ................................ . 200 lbf/in 2 (13.7- (14-15.5
- 220 lbf/in 2 15.2 bar) kgf/cm 2 )

Internal Leakage
@ 800 revs/min ................................. .. Less than 7 lbf/in 2 (0.49 bar) (0.5 kgf/cm 2 }
pressure drop

Cooler Pressure Test

@ 1600 revs/min ................................ . 71 lbf/in 2 (4.9 bar) (5 kgf/cm 2 )
@ 2200 revs/min - minimum ............ . (85 lbf/in 2 ) (5.88 bar) 6 kgf/cm 2
-maximum ........... . (114 lbf/in 2 ) (7.89 bar) 8 kgf/cm 2

Cooler Flow Test

@ 1600 revs/min - minimum ............ . 2.6 Imp. Gals (12 litres/min) (3.2 U.S. Gals)
@ 2200 revs/min - minimum ............ . 3.1 Imp. Gals (14 litres/min) (3.8 U.S. Gals)

By-Pass Valve Opening Pressure

@ 2200 revs/min ............................... .. 128-142 lbf/in 2 (8.8- 9.8 bar) (9-1 0 kgf/cm 2 )

Control Valve Pressure Test

@ 1800 revs/min ................................ . 100 lbf/in 2 (6.9 bar) (7 kgf/cm 2 } after 1 .7 seconds as
clutch is engaged, rising to 220 lbf/in 2 (15.2 bar)
(15.5 kgf/cm 2 ) after 2.3 seconds when clutch is
engaged.

Stall speed ........................................... . 1700-1900 rev/min.

Lubrication Circuit By- Pass

Valve Opening Pressure...................... 33 lbf/in 2 (2.3 bar) (2.3 kgf/cm 2 )

Oil Filter By-Pass Opening Pressure. 7-9 lbf/in 2 (0.5- 0.6 bar) (0.5-0.6 kgf/cm 2 }

10
----------------------•CHAPTERJ----------------------•

TORQUE VALVES

Item Description lbf ft. Nm kgf m

Reverse idle gear shaft retaining bolt 47-54 64-73 6.5-7.4
Solenoid retaining bolt (Control valve) 2-4 3-5 0.3-0.5
Solenoid retaining bolt (Lock-up valve) 2-4 3-5 . 0.3-0.5
Output shaft retainer bolt 35-41 48-56 4.9-5.7
Countershaft retainer bolt 35-41 48-56 4.9-5.7
Safety start solenoid 21-29 29-39 3.0-4.0
Bypass valve plug 57-66 77-90 7.9-9.2
Regulating valve plug (Upper) 35-41 48-56 4.9-5.7
Regulating valve plug (Lower) 57-66 77-90 7.9-9.2
Lock-up valve plate bolt 7-8 10-11 1.0-1.15
Cooler return pipe union 36-58 49-78 5.0-8.0
Cooler return pipe elbow 36-58 49-78 5.0-8.0
Oil pressure check port pipe union 2-4 3-5 0.3-0.5
Oil pressure check port pipe elbow 2-4 3-5 0.3-0.5
Hydaulic pump feed pipe union 7-12 10-16 1.0-1.6
Hydraulic pump feed pipe elbow 7-12 10-16 1.0-1.6
8 x 8 lower shift rail locating bolt 45-54 62-73 6.3-7.4
4 x 4 interlock plug 13-15 18-21 1.8-2.1
4 x 4 rear cover plug 46~54 63-73 6.4-7.4
Cooler outlet connection plug 80-92 108-125 11.0-12.8
Control valve retaining bolt 17-20 23-27 2.3-2.7
Lock-up valve retaining bolt 6-7 8-10 0.8-1.0

C. SPECIAL TOOLS

DESCRIPTION V.L. CHURCHILL NUDAY

TOOL NO. TOOL NO.
Shaft Protectors 625A 9212
Step Plate Adaptors 630S 9210
Step Plate Adaptors 630T 9211
Internal/External Puller 943 9507
Slide Hammer 943S 9567
Pulling Attachment 951 9190
Pilot Bearing Puller 954C 9508
Puller/Reversible Arm 1002 9198
Puller-Single End Arm 1003 9516
Pressure Gauge FT 4100
Pressure Pipe FT 4100-1 1552
Spring Compressor (modified) FT 4101 1312
Connector - Pressure Test FT 5006
Connector- Flow Test FT 5007
Flowmeter MS 820A 2015
Thread Adaptor FT 820-1
Connector - Flow Test FT 8543

11
- - - - - - P A R T 4- POWER REVERSING TRANSMISSION ...- - - - - •

IR-4-3-04

Figure 4
Lower Shift Rail Detent Retainer

1. 17 mm bar stock
2. Grind groove to accept detent ball
3. Grind ramp to give 24.SO angle (approx)

31~
16in.
IR-4-3-05

Figure 5
Spring Compressor FT4101 Modification

1. Remove stock from circumference of tool to

give dimensions show

12
 PARTS
REAR AXLE AND BRAKES

Chapter 1
REAR AXLE AND WHEEL BRAKES

Section Page

A. REAR AXLE- DESCRIPTION AND OPERATION

B. REAR AXLE SHAFT ASSEMBLY- OVERHAUL 4
c. PLANETARY REDUCTION GEAR ASSEMBLY AND 11
AXLE HOUSING- OVERHAUL
D. REAR WHEEL BRAKE ASSEMBLY- OVERHAUL 14
E. DIFFERENTIAL AND DIFFERENTIAL LOCK 15
ASSEMBLY- OVERHAUL
F. DRIVE PINION ASSEMBLY- OVERHAUL 18
G. BRAKE PEDAL LINKAGE AND CROSS-SHAFT- OVERHAUL 20
H. DIFFERENTIAL LOCK LINKAGE- OVERHAUL 22

Chapter 2
HAND BRAKE

Section· Page

A. TRANSMISSION HANDBRAKE- DESCRIPTION AND OPERATION 1

B. TRANSMISSION HANDBRAKE- OVERHAUL 1
C. TWIN CABLE HANDBRAKE- DESCRIPTION AND OPERATION 6
D. TWIN CABLE HANDBRAKE- OVERHAUL 6

Chapter 3
SPECIFICATIONS AND SPECIAL TOOLS

Section Page

A. SPECIFICATIONS 1
B. SPECIAL TOOLS 2

(i)
 PARTS
REAR AXLE AND BRAKES
Chapter 1
REAR AXLE AND WHEEL BRAKES
Section
A. REAR AXLE- DESCRIPTION AND OPERATION
B. REAR AXLE SHAFT ASSEMBLY- OVERHAUL
c. PLANETARY REDUCTION GEAR ASSEMBLY AND
AXLE HOUSING- OVERHAUL
D. REAR WHEEL BRAKE ASSEMBLY- OVERHAUL
E. DIFFERENTIAL AND DIFFERENTIAL LOCK
ASSEMBLY- OVERHAUL
F. DRIVE PINION ASSEMBLY- OVERHAUL
G. BRAKE PEDAL LINKAGE AND CROSS-SHAFT- OVERHAUL
H. DIFFERENTIAL LOCK LINKAGE- OVERHAUL
A. REAR AXLE-DESCRIPTION AND OPERATION
The rear axle contains the differential,
brakes, final reduction gears, axle shaft and
the differential lock, Figure 1.
Power from the transmission output shaft is
transmitted to the pinion by the drive shaft
coupling. The spiral bevel pinion is held by
preloaded opposed taper roller bearings.
The differential ring gear is bolted to the
differential case and the drive from the case
is transmitted through a conventional four
pinion differential to two sun gear shafts
which are splined into the side gear of the
differential.
The differential lock sliding coupling is
located on the splines of the differential side
gear, Figure 2. The coupling has dog teeth
which match with the dog teeth on the
differential lock adaptor. The adaptor dog
1
Page
4
11
14
15
18
20
22
teeth are in constant mesh with similar
teeth machined in the differential case.
The differential lock operating spring
separates the sliding coupling and adaptor.
Depressing the differential lock pedal
moves the differential lock fork which forces
the sliding coupling into mesh with the
adaptor, thus locking the side gear to the
differential housing.
The transmission hand operated brake
assembly is mounted on the differential
drive pinion shaft. Refer to Chapter 2 for
details and overhaul procedures.
A common supply of oil is used for
lubricating the rear axle and differential
assemblies. The differential ring gear and
differential assembly is partly immersed in
oil providing adequate lubrication for
bearings and bushings.
 PART 5- REAR AXLE AND BRAKES - - - - - - - -

Figure 1
Rear Axle Sectional View

1. Rear Axle Centre Housing 11. Differential Ring Gear 21. Axle Shaft Housing
2. Transmission Handbrake Assembly 12. Differential Bearing 22. Axle Shaft Inner Bearing
3. Drive Pinion Bearing Retainer 13. Brake Outer Housing 23. Brake Discs
4. Differential Lock Operating Shaft 14. Brake Actuating Discs 24. Brake Actuating Rod
5. Planet Gear 15. Planet Gear Carrier 25. Transmission Handbrake
6. Sun Gear and Shaft 16. Rear Axle Shaft Actuating Rod
7. Ring Gear 17. Axle Shaft Outer Bearing 26. Bearing Preload Adjuster
8. Differential Lock Assembly 18. Rear Wheel Securing Studs 27. Transmission Coupling
9. Differential Bearing 19. Rear Wheel Flange
10. Differential Assembly 20. Axle Shaft Oil Seal

In each rear axle assembly a shaft projects
through the side gear. This shaft terminates
in a spur gear which is the sun gear of the
planetary reduction gear system. The
planetary ring gear is pressed into the rear
axle housing. The three planet gears are
mounted in a carrier and are positioned
around the sun gear and within the
planetary ring gear.
The planet gears are mounted to the carrier
by shafts and rotate on uncaged needle
bearings. The carrier has internal splines
into which the rear axle shaft locates.
As the sun gear is driven by the differential,
the planet gears are forced to revolve inside
the stationary planetary ring gear and force
the carrier to revolve at a lower speed than
the sun gear.
The rear axle shaft is held in opposed taper
roller bearings and the end play is adjusted
by means of selective shims held under the
retaining bolt. The shaft terminates in a
flange to which the rear wheel is bolted. An
exploded view of one rear axle and brake
half housing is shown in Figure 3.

2
- - - - - - - - - - - • CHAPTER 1

IR-5-1-02 11
Figure2
Differential Lock Assembly

1. Differential Lock Fork 6. Adaptor

2. Lever 7. Differential Side Gear
3. Adjustable Rod and Clevis 8. Differential Housing
4. Pedal Lever 9. Spring
5. Coupling 10. Ford Retaining Bolt

The disc brakes consist of two sets of
stationary and revolving discs. The
revolving discs are splined to the shaft of
the sun gear, located either side of an
actuator assembly, Figure 3.
The Ford 455C incorporates three brake
discs and one intermediate disc, while the
Ford 555C and 655C incorporate four brake
discs and two intermediate discs.
The actuator assembly consists of two
thrust plates with ramped 'pockets' in which
steel balls are located. The actuating discs
are held in contact with the balls by four coil
springs, and are connected by suitable
linkage with the appropriate foot-brake
pedal.

3
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -
Operation of the foot-brake pedal causes
the rear brake actuating discs to rotate and
the balls to rotate up the ramped 'pockets'.
This expands the actuating discs and in so
doing the actuating discs force the rear
brake disc assemblies into contact with the
intermediate disc, the actuating discs, and
the inner and outer brak~ housings.
Rotation of the stationary components of
the brake unit is prevented by a large
diameter torque pin held in the outer brake
housing.
The twin cable hand-brake, where fitted,
also actuates the rear axle disc brakes for
operation and adjustment see Chapter 2.
DIFFERENTIAL LOCK OPERATION
When one rear wheel of a unit encounters a
soft patch of ground and spins, the normal
type differential action allows virtually all
the drive to be applied to this wheel and a
little to the opposite rear wheel which may
be on firm ground. The result is that the unit
is either brought to a complete halt or
considerably slowed down.
When a differential lock is fitted, improved
traction is possible because the lock
enables traction to be obtained from the
wheel which is on firm ground, thus
enabling the unit to pull through the soft
ground conditions.
B. REAR AXLE SHAFT ASSEMBLY- OVERHAUL
REMOVAL
1. Remove the backhoe or rear counter-
weight as described in PART 8, Chapter
8.
2. Remove the rear axle from the unit as
described in Section C of PART 10,
Separating the Unit.
4
Basically, the locking device consists of a
dog-type coupling which is splined to, but
free to slide on the differential side gear,
and is designed to positively lock the
differential side gear to the differential case.
. The connection is made through the
differential lock adaptor which has dog
teeth on both side faces. The teeth on the
inside engaging with teeth machined on the
differential case and the teeth on the
outside with the differential lock coupling.
In operation, depression of the foot pedal
first moves the coupling into contact with
the adaptor and then compresses the spring
in the operating rod assembly, Figure 2. As
the teeth of the coupling come into
alignment with the tooth spaces in the fixed
adaptor, the spring tension will move the
coupling into engagement with the adaptor.
The fact that the spring supplies the final
operating force prevents the possibility of
damage should excessive force be applied
to the foot pedal.
When full engagement has taken place (this
will be noticeable by the reduced pedal
pressure) the foot pedal should be released.
The coupling and adaptor teeth side forces,
resulting from the transfer of power from
one wheel to another, will keep the coupling
and adaptor teeth in mesh. As the drive
becomes more equally distributed, the
compressed operating spring overcomes
the reduced teeth side forces and
automatically disengages the differential
lock.
3. Support the rear axle housing and
remove the bolts and nuts which secure
the housing to the rear axle centre
housing.
4. Separate the axle housing from the
centre housing. If the left hand axle
housing has been removed lift out the
differential to prevent it falling.
----------------------•CHAPTER1

IA-5-1-03 11

Figure3
Axle Housing Assembly- Exploded View

1. Axle Shaft Outer Bearing 7. Retaining Bolt 13. Rotating Brake Discs
2. Axle Shaft 8. Lock Plate 14. Fixed Brake Discs
3. Spacer 9. Sun Gear and Shaft 15. Outer Brake Housing
4. Bearing 10. Brake Actuating Rod 16. Ring Gear
5. Planet Gear Carrier 11. Brake Actuating Discs 17. Axle Housing
6. Retaining Washer 12. Inner Brake Housing

DISASSEMBLY 3. Remove the eight nuts that retain the

inner disc brake housing assembly in
1. Remove the large '0' ring seal from the the axle housing. Lift the brake housing
axle housing. out of the axle housing.

2. Left Hand Axle Housings - Remove the

two bolts securing the differential ring
gear thrust block to the axle housing
and remove the thrust block.
Right Hand Axle Housing - Remove the
differential lock fork by loosening the
differential lock fork screw and locknut
Figure 4 and remove the differential lock
lever shaft.
4. Remove the brake control rod fastener.
Remove the brake rod seal if damaged.
To remove the seal, place a sharp tool
between the seal flange and the rear
axle housing and pry the seal out.
Remove the brake disc assemblies,
intermediate discs, and actuating disc
assembly.

5
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -

Figure4 FigureS
Differential Lock Operating Fork Axle Shaft Retaining Bolt

1. Operating Fork 3. Locknut 1. Ring Gear 3. Retaining Bolt

2. Shaft 4. Securing Bolt 2. Planet Gear Carrier 4. Lock Plate

5. Lift the sun gear out of the planet gear 2. If necessary remove the axle shaft cone
carrier. and roller assembly, seal and seal
retainer using Tool Nos. P61, 952,
6. Remove the outer brake housing from 938, 9308, 930E and 924, or Tool Nos.
the axle housing. 9162, 9526, 9506, 9521, 9207 and 9537,
Figure 6.
7. Remove the axle shaft bolt lock, axle
shaft retaining bolt, axle shaft retaining
washer, and selective spacer. The planet
gears may have to be rotated to permit
removal of the bolt lock, Figure 5.

8. Lift the planet gear carrier assembly out

ofthe axle housing.

9. Separate the seal retainer from the end

of the axle housing, by tapping down
the staking with a copper drift and
hammer. Remove the axle shaft from
the axle housing.

Figure&
Removing Axle Shaft Outer Bearing and Oil Seal

INSPECTION AND REPAIR 1. Tool No.938or9506 6. Oil Seal Retainer

2. Tool No. 930E or 9207 7. Outer Bearing
3. Tool No. 924 or 9537 8. Tool No. 930B or
1. Clean and repair all parts and install 4. Axle Shaft 9521
new parts where worn or damaged. 5. Tool No. 952 or 9526 ~ Too1No.P61 or9162

6
- - - - - - - - - - - CHAPTER 1
Figure7
Removing Outer Bearing Track from Axle Housing
1. Tool No. 943S or9567 3. Bearing Track
2. Tool No. 943 or 9507
3. If necessary remove the axle shaft outer
bearing cup from the housing using
Tool Nos. 943 or 9507 and 943S or 9567,
Figure 7.
RE-ASSEMBLV
1. Position a new oil seal and retainer
assembly on the axle shaft and place a
new oil seal retainer gasket in the seal
retainer. Use a 2.68 in. (68.2 mm) inside
diameter and 3.12 in. (79.4 mm) outside
diameter sleeve of a suitable length to
install the new outer bearing assembly
onto the axle shaft. Apply a coat of
petroleum jelly to both the seal and
cone and roller assembly prior to
installation.
2. Install the axle housing on the axle shaft
and, using a hammer and drift, stake the
seal retainer to the housing in four
equally spaced places.
3. Place the planet gear carrier assembly in
the axle housing so that the planet gears
mesh correctly with the planetary ring
gear.
7
FigureS
Checking Axle Shaft Bearing Pre-load
1. Axle Housing 3. Dial Indicator
2. Magn·etic Base
NOTE: It will be necessary at this stage to
adjust the axle shaft bearing pre-load for
which the following procedure should be
adopted.
a. Using the largest spacer available,
.089 in (2.261 mm), fit the spacer,
retaining washer and tighten the
axle shaft bolt.
b. Set up a dial indicator, as shown in
Figure 8. It will be necessary to use
an extended plunger on the dial
indicator to enable a reading to be
taken from the top of the axle shaft
bolt.
c. Set the dial indicator to zero and lift
the axle housing. This can be done
by prying up against the outer
surface of the axle housing. Lifting
the housing will result in a reading
on the dial indicator. This is the free
movement between the inner and
outer bearing cone and roller
assemblies and the cups.
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -

d. To determine the correct bearing
pre-load the reading obtained
should be subtracted from the
spacer size fitted, i.e. 0.089 in. (2.261
mm), and with the resulting figure,
from the table below, the correct
spacer may be selected.
5. Install the disc brake outer housing and
brake torque pin.
NOTE: Prior to installing the sun gear and
brake discs in the left hand axle housing, it
will be necessary to carry out the
differential bearing pre-load adjustment if
any of the following parts have been
replaced with new components.

• Rear axle housing

Example:
• Planetary ring gear
SPACER FITTED 0.089 in. (2.261 mm)
READING OBTAINED 0.026 in. (0.660 mm) • Outer brake housing
RESULTANT FIGURE 0.063 in. (1.600 mm)

• Inner brake housing

FROM TABLE BELOW THE CORRECT SPACER TO

BE USED: 0.065 in (1.651 mm)

RESULTANT FIGURE SPACER TO BE

Differential Bearing Pre-Load
FITTED Adjustment
0.051-0.054 in 0.053 in.
(1.295--1.371 mm) (1.346 mm) The bearing pre-load adjustment is made
0.055--0.058 in. 0.057 in. by adding or subtracting shims between the
(1.397-1.472 mm) (1.448mm) differential bearing cup and the inner brake
0.059--0.062 in. 0.061 in. housing. The bearing pre-load should be
(1.499--1.575 mm) (1.549mm) made to the left hand axle housing.
0.063-0.066 in. 0.065 in.
(1.600-1.676 mm (1.651 mm)
0.067-0.070 in. 0.069 in. a. Install the inner brake housing in the
(1.702-1.778 mm) (1.753 mm) axle housing and secure with the
0.071-0.074 in. 0.073 in. eight nuts.
(1.803-1.880 mm) (1.855mm)
0.075--0.078 in. 0.077 in.
b. Remove the differential bearing cup,
(1.905--1.988 mm) (1.956 mm)
0.079--0.082 in. 0.081 in. together with the shims, from the
(2.007-2.083 mm) (2.057 mm) inner disc brake housing, Figure 9.
0.083-0.086 in. 0.085 in.
(2.108-2.184 mm) (2.159 mm) c. Position the gauge ring Tool No. FT
0.087-0.090 in. 0.089 in. 4501 or 2141 in the inner disc brake
(2.210-2.286 mm) (2.261 mm)
housing. Ensure that the gauge ring
seats correctly in the bearing cup
recess.
4. Position the selected spacer, shaft
retaining washer and tighten the axe d. Line up the pads of the bridge bar
shaft bolt to the torque specified in the with three holes in the axle housing
'Specifications' Section, Chapter 3. To flange and, bolt the bridge bar to the
position the bolt lock may require that axle housing flange.
the bolt be tightened slightly so that the
lock notches will fit the bolt head e. Using a feeler gauge measure the
corners. Ensure the bolt has the correct gap between the bridge bar and the
torque when the lock is installed. gauge ring, Figure 10.

8
----------------------•CHAPTER1

Figure9 Figure 10
Removing Bearing Cup from Checking Differential Bearing Pre-load
Inner Brake Housing
1. Bolt 4. Tool No. FT4501 or
1. Tool No. P61 or 9162 5. Bearing Cup 2. Feeler Gauge 2141
2. Tool No. 930B or 952 6. Tool No. 9554 3. Gauge Ring
3. Tool No. 943 or 9507 7. Tool No. 938
4. Tool No. 938 or 9472 or9506

f. With the resulting gap reading the 6. Position the sun gear in the planet gear
shim to be installed can be selected carrier.
from table A or table B depending
on which tool was used, FT4501
Churchill or 2141 Nuday. 7. Install the brake assembly in the
following order.

a. Brake disc.
IMPORTANT: Ensure the correct table is
used.
b. Intermediate disc with notch on the
torque pin.

g. Remove the bridge bar and gauge

from the axle housing. c. Brake disc.

d. Brake actuating disc assembly with

h. Install the selected shim together
with the differential bearing cup in
the inner disc brake housing.
i. Remove the inner disc brake
housing from the axle housing and
proceed as follows.
the control rod passing through the
brake control rod seal assembly,
Figure 12. Position the notch over
the torque pin. If the brake control
rod seal assembly has been
removed, install a new seal by
tapping it into the rear axle housing
and locking the seal in the annular
groove on the brake control rod.
Secure a new control rod fastener.

9
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -

e. Brake disc.

f. Intermediate disc with notch on the

torque pin.

g. Brake disc.

NOTE: Piior to installing the inner disc

Figure 11
brake housing ensure the intermediate
Installing Brake Actuating Mechanism
discs and actuating disc assembly are
correctly centred. This will permit easier 1. Actuating Discs 3. Axle Housing
installation of the housing. 2. Actuating Link

8. Install the inner disc brake housing and 9. Position the differential ring gear thrust
secure with eight nuts and tighten. the block and secure with two bolts and
nuts to the torque specified in lockwashers. Install a new large '0' ring
'Specifications'- Chapter 3. seal on the axle housing.

TABLE A- Use with Churchill TABLE B- Use with Nuday

Tool No. FT4501 Tool No. 2141
Shim Size Shim Part No. Shim Size Shim Part No.
Gap Measured To Be Installed To Be Installed Gap Measured To Be Installed To Be Installed
0.012-Q.017 in. 0.038--0.040 in. C5NN-4548-A 0.037-0.042 in. 0.038--0.040 in. , C5NN-4548-A
(0.305-0.432 mm) (0.965-1.016 mm) (0.94-1.08 mm) (0.965-1.016 mm)
0.018--0.023 in. 0.044-0.046 in. C5NN-4548-B 0.043-0.048 in. 0.044-Q.046 in. C5N N-4548-B
(0.457-Q.584 mm) (1.118--1.168 mm) (1.09-1.23 mm) (1.118-1.168mm)
0.024-Q.029 in. 0.05Q-0.052 in. C5NN-4548-C 0.049-0.054 in. 0.050-Q.052 in. C5NN-4548-C
(0.610-Q.737 mm) (1.27Q-1.321 mm) (1.24-1.38 mm) (1.27Q-1.321 mm)
0.030-Q.035 in. 0.058-0.058 in. C5NN-4548-D 0.055-0.060 in. 0.058-0.058 in. C5NN-4548-D
(0.762-Q.889 mm) (1.422-1.473 mm) (1.39-1.53 mm) (1.422-1.473 mm)
0.036-0.041 in. 0.062-Q.064 in. C5NN-4548-E 0.061-Q.066 in. 0.062-Q.064 in. C5NN-4548-E
(0.914-1.041 mm) (1.575-1.626 mm) (1.54-1.68 mm) (1.575-1.626 mm)
0.042-Q.047 in. 0.068--0.070 in. C5NN-4548-F 0.067-0.072 in. 0.068--0.070 in. C5NN-4548-F
(1.067-1.194mm) (1.727-1.778 mm) (1.69-1.83mm) (1.727-1.778 mm)
0.048--0.053 in 0.074-0.076 in. C5NN-4548-G 0.073-0.078 in. 0.074-o.076 in. C5NN-4548-G
(1.219-1.346 mm) (1.88Q-1.930 mm) (1.84-1.98 mm) (1.88Q-1.930 mm)
· 0.054-o.059 in. 0.080-Q.082 in. C5NN-4548-H 0.079-o.084 in. 0.08Q-0.082 in. C5NN-4548-H
(1.372-1.499 mm) (2.032-2.083 mm) (1.99-2.13 mm) (2.032-2.083 mm)

10
 CHAPTER 1

INSTALLATION

1. Left Hand Axle Housing: Install the

differential assembly into the centre
housing.

2. Install the axle housing to the centre

housing. Tighten the securing nuts and
bolts to the correct torque, see
'Specifications'- Chapter 3.

3. Install the rear axle assembly to the

transmission as described in PART 10.

11
4. Reconnect the brake linkage and adjust
Figure 12 the linkage to provide the specified free
Brake Linkage
pedal travel, Figure 12. See
A. 1.5 in (38.0 mm) 3. Adjusting Nut 'Specifications'- Chapter 3.
1. Pedal 4. Lock Nut
2. Pin and BracketAssy. 5. Pull Rod
5. Install the rear wheels and the rear axle
10. Right Hand Axle Housing: Install the drain plug. Refill the rear axle with the
differential lock fork and differential lock specified oil, see 'Specifications' -
lever. Tighten the screw and lock nut. Chapter 3.

C. PLANETARY REDUCTION GEAR ASSEMBLY AND

AXLE HOUSING- OVERHAUL

REMOVAL

1. Remove the axle housing as described

in Section B and remove the planetary
reduction gear assembly.

DISASSEMBLY
6
1. To disassemble the planetary gear
assembly bend up one end of the planet :.·:·_.i,::
gear shaft retaining ring and withdraw
the retaining ring. Push the planet gear . ····.·~
shafts from the carrier and remove the
planet gears complete with needle roller
bearings and thrust washer, Figure 13. ~··.4~
2. If the bearing on the planet gear carrier IR-5-1-13 11
requires replacing remove the roller and Figure 13
inner track assembly using Pulling Planet Gear Carrier Assembly
attachment Tool No. 952 or 9526 and
1. Carrier 5. Needle Rollers
Puller Tool No. 1003 or 9516. Install a
2. Bearing 6. Spacer
step plate adaptor into the end of the 3. Planet Gear Shaft 7. Retaining Ring
shaft. 4. Thrust Washer

11
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -
Figure 14
Removing Planetary Ring Gear
1. Ring Gear 2. Tool No. FT4500
INSPECTION AND REPAIR
1. Clean and inspect all parts and install
new parts where worn or damaged.
2. If necessary remove the inner bearing
track from the axle housing using Puller,
Tool Nos. 943 or 9507 and 943-S or
9567.1nstall a new track.
3. Inspect the planetary ring gear located
in the axle housing. If damaged or worn
renew as follows:
a. Remove the axle shaft from the axle
housing.
b. Position Tool No. FT4500 behind the
ring gear, expand the movable
plates and tighten the four locknuts,
Figure 14. If tool 2122 is used
position the tool behind the ring
gear and tighten the retaining nuts,
Figure 15.
12
Figure 15
Removing Planetary Ring Gear
1. Tool No. FT2122 2. Ring Gear
c. Place the axle housing on a press
beam with the large end down.
Insert a bar of suitable length into
the small end of the housing and
place one end of the bar against the
Tool No. FT4500 or 2122. Position
the other end of the bar under the
press ram and press out the ring
gear.
d. Clean the new ring gear and the
housing shoulder and position the
ring gear in the axle housing,
ensuring that the studs in the
housing are aligned with the holes
in the ring gear.
e. Place the axle housing on a press
beam with the large end up. Position
Tool No. FT4500 or 2122 on the ring
gear, Figure 16 and press the ring
gear into the housing. Ensure the
ring gear is pressed squarely into
the housing.
----------------------•CHAPTER1
Figure 16
Installing Planetary Ring Gear
1. Tool FT4500 or 2122 2. Ring Gear
f. To check that the ring gear is seated
correctly, use a feeler gauge to
ascertain if there is a gap between
the ring gear and housing shoulder.
RE-ASSEMBLV
1. Coat the spacers in grease and position
in the planet gears. Install sixteen
needle rollers each side of the spacer in
the planet gears and place a grease
coated thrust washer on each end of the
planet gears.
2. Place the three planet gears, complete
with thrust washers, in the carrier. Align
the bores in the planet gears with the
bores in the carrier.
3. Insert all three planet gear shafts in the
carrier housing. Position the shafts so
that the flat portion of the shaft head is
away from the centre of the carrier
housing, Figure 17.
13
IR-5-1-17 11
Figure 17
Plate Gear Carrier Assembly
1. Planet Gear Shaft 3. Planet Gear Shaft
2. Planet Gear Retainer
4. Install the planet gear shaft retainer,
bending the ends of the retainer into the
recess.
5. If the inner bearing track has been
removed install a new track using a
hollow sleeve of suitable internal
diameter.
INSTALLATION
1. Re-assemble the rear axle following
procedures described in Section B. Fill
the rear axle with the specified lubricant
and recheck the oil level after operation.
NOTE: If a new planetary ring gear has been
installed in the left hand axle housing the
differential bearing pre-load must be
checked as described in Section B.
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -

D. REAR WHEEL BRAKE ASSEMBLY- OVERHAUL

®- ·~
~·~
L__~-
--------.

ll
Figure 18
Brake Actuating Components (Ford 555C and 655C shown)

1. Fixed Disc 5. Brake Housing Securing Studs 8. Actuating Rod Seal

2. Outer Brake Housing 6. Torque Pin 9. Actuating Rod
3. Rotating Disc 7. Brake Inner Housing 10. Actuating Discs Return Springs
4. Actuating Discs

REMOVAL

1. Remove the rear axle housing as

described in Section B.

2. Remove the brake assembly from the

axle housing as described in Section B.

DISASSEMBLY

1. Detach the brake control rod and

actuating links by removing the cotter
pins, clevis pins and nuts, Figure 18.

2. Remove the four actuating disc return

Figure 19
springs and separate the actuating
Brake Actuating Discs
discs, Figure 19.
1. Actuating Disc 3. Return Spring
3. Remove the six steel balls. 2. Actuating Ball

14
 CHAPTER 1
INSPECTION AND REPAIR
1. Inspect the steel fixed plates for wear
and warp. The inspection should
include the inner and outer brake
housings. Replace parts which are
scored or warped.
2. Inspect the rotating discs for wear and
warp. Replace the discs if the friction
material has worn to the bottom of any
grooves, or if the plates are warped
more than maximum specified - see
'Specifications', Chapter 3.
3. Replace the actuating rod seal.
RE-ASSEMBLY
1. Place one actuating disc with the
pockets uppermost on a flat surface and
position a steel ball in each pocket.
E. DIFFERENTIAL AND DIFFERENTIAL LOCK ASSEMBLY
-OVERHAUL
REMOVAL
1. Remove the left hand axle housing as
described in Section 8 and lift out the
differential assembly.
DISASSEMBLY
1. Remove the differential lock ring that
secures the sliding coupling to the side
gear. Remove the stop washer, sliding
coupling, coupling spring and gear case
adaptor, Figure 20.
2. Mark the two halves of the differential
case so that the two halves may be
reassembled in the same relative
position ..
15
2. Position the other actuating disc over
the first with the pockets locating on the
steel balls. The actuating lugs should be
approximately 1 in. (25.4 mm) apart.
. 3. Install the four actuating disc return
springs on the lugs on the inner edge of
the actuating discs.
4. Install the actuating links and secure
using the clevis pins, cotter pins and
nuts.
INSTALLATION
1. Install the brake actuating assembly
and disc assemblies as described in
Section B.
2. Install the axle housing to the rear axle
ceritre housing, and install the rear axle
assembly as described in PART 10.
3. Reconnect the brake actuating linkage
and adjust the brake linkage as
described in PART 10.
3. Loosen the securing bolts and separate
the two halves of the differential case as
the bolts are loosened.
4. Remove the bolts which secure the
differential ring gear to the differential
case and separate the ring gear from the
case.
INSPECTION AND REPAIR
1. Thoroughly clean and inspect all parts.
Install new parts where worn or
damaged.
NOTE: If a new differential ring gear is
installed a new drive pinion must also be
fitted as outlined in Section F.
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -

IR-5-1-20 11
Figure20
Differential Assembly- Exploded View

1. Bearing 6. Bearing 11. Adaptor

2. Ring Gear 7. Spring 12. Securing Bolt
3. Thrust Washer 8. Stop Washer 13. Differential Case
4. Side Gear 9. Lock Ring 14. Side Gear
5. Thrust Washer 10. Sliding Coupling 15. Pinion Gears

2. If it is necessary to replace the 4. The right hand differential bearing outer

differential case bushings drive out the track, located in the rear axle centre
old bushings using a suitable drift. housing, can be removed using slide
Install new bushings from the inside hammer Tool Nos. 943 or 9507 and 9435
face of the case. or 9567.

5. The left hand differential bearing outer

3. If it is necessary to remove the
differential bearing roller and track
assembly from the differential case
using Tool Nos. 952, 1003 and 6305 or
Tool Nos. 9526, 9516 and 9210 on right
and left hand cases, Figure 21. Install
new bearings using a press and suitable
size step plate, Figure 22. Coat the
bearings with petroleum jelly prior to
installation. Install the differential case
bolts before installing the right hand
bearing.
track located in the brake housing can
be removed using Tool Nos. 943 or 9507
and 9435 or 9567. Replace the shims
that are positioned behind this bearing
track.
RE-ASSEMBLY
1. Install the bolts which secure the
differential ring gear to the differential
half case and tighten the nuts to the
specified torque, see 'Specifications' -
Chapter 3. Ensure that the ring gear
locates securely on the differential case.

16
 CHAPTER 1

11 IR-5-1-23 11
Figure 21 Figure23
Removing Differential Bearing Differential Spider and Pinions

1. Tool No. 1003 or 9516 3. Bearing Assembly 1. Spider 3. Thrust Washer

2. Tool No. 952 or 9526 4. Tool No. 630S or 9210 2. Pinion Gear

2. Assemble the pinions and thrust
washers onto the spider, Figure 23.
Install the side gear and thrust washer
into the ring gear half of the differential
case. Locate the other side gear and
thrust washer on top of the assembly.
3. Assemble the two halves of the
differential case, aligning the marks
made prior to disassembly. Tighten the
securing bolts evenly and finally torque
to the specified value, see
'Specifications' - Chapter 3. If the
differential bearing is installed use a
crowfoot adaptor to enable a torque
wrench to be used with the bearing in
position, Figure 24.

Figure22 Figure24
Replacing Differential Bearing Tightening Differential Case Bolts

1. Press 3. Differential Case 1. Torque Wrench 3. Differential Case

2. Tool No. 630S or 9210 4. Bearing Assembly 2. Adaptor 4. Differential Case Bolts

17
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -

4. Lubricate the assembly and turn the INSTALLATION

gears to check freedom of movement.
1. Position the differential assembly in the
rear axle centre housing.

5. Install the differential lock gear case 2. Re-assemble the left hand and housing
adaptor, coupling spring, sliding as described in Section B. Refill the axle
coupling and stop washer and retain with the correct lubricant as specified in
with a new lock ring, Figure 25. Chapter 3.

F. DRIVE PINION ASSEMBLY- OVERHAUL

REMOVAL 3. Remove the lock ring from the rear end

of the pinion gear and using Tool Nos.
1. Separate the rear ,axle from the unit as 1002 or 9198 and 951 or 9190 pull the
described in Section C of PART 10. pilot bearing off the end of the shaft,
Figure 27.
2. Remove the handbrake components, as
described in Chapter 2, from the drive
pinion (where fitted).

3. Remove the left hand axle housing and

lift out the differential assembly.

4. Remove the bolts that secure the drive

pinion assembly to the rear axle centre
housing. Utilising two of the securing
bolts as jacking screws install them in
the two threaded holes in the drive
pinion retainer, Figure 25.

5. Tighten the two jacking screws evenly

and remove the drive pinion assembly.

DISASSEMBLY

1. Relieve the staking then remove the

IR-5-1-25 11
bearing pre-load adjusting nut from the
shaft. Remove the thrust washer from Figure25
Removing Drive Pinion Assembly
the shaft.
1. Drive Pinion Shaft 4. Bearing Preload
2. Remove the front pm1on bearing and 2. Bearing Retainer Adjuster
the housing from the pinion shaft. 3. Jacking Bolts

18
 CHAPTER 1

IR-5-1-26 11
Figure26
Drive Pinion Assembly- Exploded View
1. Pilot Bearing 4. Rear Bearing 7. Adjusting Nut 10. Drive Pinion Retainer
2. Lock Ring 5. F.W.D. Gear 8. Thrust Washer 11. Spacer
3. Drive Pinion Shaft 6. Front Bearing 9. Retainer Plate 12. Spacer

INSPECTION AND REPAIR

1. Thoroughly clean and inspect all parts
and install new parts if worn or
damaged.
2. If necessary, to remove the rear pinion
bearing, use Tool Nos. 1003 or 9516 and
951 or 9190 as shown in Figure 28. To
install a new bearing use the same tool
in conjunction with a sleeve of suitable
size, Figure 29 to press the inner bearing
track squarely against the pinion gear.

IR-5-1-27 11 IR-5-1-28 11
Figure 27 Figure28
Removing Drive Pinion Pilot Bearing Removing Drive Pinion Rear Bearing
1. Tool No. 1002 or 9198 3. Tool No. 951 or 9190 1. Tool No.1003or9516 3. Bearing Assembly
2. Pilot Bearing 4. Drive Pinion Shaft 2. Drive Pinion Shaft 4. Tool No. 951 or 9190

19
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -
Figure29
Installing Drive Pinion Rear Bearing
1. Tool No. 951 or 9190 4. Rear Bearing
2. Drive Pinion Shaft Assembly
3. Sleeve 5. Tool No.1003or9516
3. To remove the bearing outer tracks from
the bearing housing use Slide Hammer
and pulling attachment Tool Nos. 943 or
9507 and 943S or 9567.
NOTE: If a new drive pinion is to be
installed a new differential ring gear must
also be fitted. Refer to Section E for
overhaul procedures.
RE-ASSEMBLY
1. Install the pilot bearing on the p1n10n
using a suitable sleeve. Fit a new lock
ring.
2. Position the pinion shaft and rear
bearing assembly in the bearing
housing. Install the front bearing and
the thrust washer onto the shaft.
20
Figure30
Checking Drive Pinion Bearing Pre-Load
1. Pull Scale 4. Bearing Pre-Load
2. Cord Adjuster
3. Drive Pinion
3. Install the adjusting nut onto the shaft.
Tighten the nut until the correct pre-load
is obtained using a pull scale, see
'Specifications'- Chapter 3.
4. When the correct pre-load is obtained
lock the adjusting nut in position by
staking the collar ofthe nut.
INSTALLATION
1. Install the drive p1n1on assembly into
the rear axle centre housing and secure
with the retaining bolts. Tighten to the
correct torque, see 'Specifications' -
Chapter 3.
- - - - - - - - - - - - CHAPTER 1

IR-5-1-32 11
Figure31 Figure32
Brake Pedal and Linkage Brake Pedal Shank and Bushing Replacement
(Power Reversing Transmission)
1. Shank 2. Bushing
1. Pedal 4. Cross Shaft Seal
2. Control Rod Assembly 5. Brake Control Rod
3. Brake Cross Shaft

2. Install the differential assembly in the G. BRAKE PEDAL LINKAGE AND

rear axle centre housing and CROSS SHAFT- OVERHAUL
reassemble the left hand axle housing
to the centre housing. Refer to Figure 31.

Operating linkage from the pedals extends

3. Install the handbrake components as
described in Chapter 2 (where fitted).
along side of the transmission housing. The
inner set of linkage connects to a cross-
shaft that extends through the rear axle
centre housing to operate the brake on the
opposite side of the tractor. The brake
cross-shaft is sealed in the centre housing
by replaceable seals installed in the centre
housing casting side walls.

Whenever installing a new cross shaft seal

4. Assemble the rear axle to the
transmission as described in Section
C of PART 10. Refill the axle with
the specified lubricant, and check the
level with the dipstick. Reconnect the
brake linkage and adjust as outlined in
PART 10.
assembly, do not remove the grease
coating from the seal lip. This coating was
placed on the seal lip at time of
manufacture to lubricate the lips which do
not touch oil. Install the new seal as follows.
1. Remove and discard the dust seal.

21
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -

IR-5-1-33 11 IR-5-1-34 11
Figure33 Figure34
Differential Lock Linkage Differential Lock Adjustment

1. Pedal Assembly 5. Fork 1. Differential Lock 4. Connecting Lever

2. Operating Rod 6. Shaft Operating Pedal 5. Rod and Clevis
3. Clevis 7. Seal 2. Pedal Bushing Assembly
4. Lever Assembly 8. Operating Lever 3. Locknut 6. Operating Lever

2. Inspect the brake cross shaft for gouges, Adjustment of the linkage is as follows,
corrosion and scratches on the sealing refer to Figure 34.
surfaces. If the shaft is severely gouged,
pitted or scratched, it should be
replaced.
1. With the differential lock linkage
assembled, loosen the locknut.

3. Carefully press the seal into the rear

axle centre housing with the closed end
ofthe seal facing outwards.
The brake pedal shank contains a
replaceable bushing, Figure 32. Following
installation of a new bushing it may be
necessary to burnish the inside of the
bushing for the shaft to fit correctly.
2. Adjust the pedal assembly until a gauge
block can be inserted between the
underside of the pedal assembly and
the top side of the pedal bushing. For
gauge dimensions, see 'Specifications'
-Chapter 3.
3. Re-tighten the locknut to the specified
torque, see 'Specifications'- Chapter 3.

H. DIFFERENTIAL LOCK LINKAGE

-OVERHAUL
The differential lock linkage, Figure 33,
serves to operate the differential lock fork
located in the right hand rear axle
assembly.
4. Check that when the load is removed
from the pedal assembly and the rear
wheels are free to rotate, the differential
lock linkage disengages automatically
and the pedal assembly returns to the
raised position. The wheels should then
rotate independently.

22
 PARTS
REAR AXLE AND BRAKES

Chapter 2
HAND BRAKE

Section Page

A.. TRANSMISSION HANDBRAKE- DESCRIPTION AND OPERATION

B. TRANSMISSION HANDBRAKE- OVERHAUL
c. TWIN CABLE HANDBRAKE- DESCRIPTION AND OPERATION 6
D. TWIN CABLE HANDBRAKE- OVERHAUL 6

A. TRANSMISSION HANDBRAKE- DESCRIPTION AND OPERATION

The hand operated brake mechanism is
mounted on the rear axle differential drive
pinion shaft. The mechanism consists of a
rear re-action plate bolted to the rear axle
centre housing and a front re-action plate
bolted to the rear re-action plate. The disc
and actuator assembly are located on the
pinion shaft between the two re-action
plates. The actuator assembly consists of
two plates held together by springs and
separated by steel balls located in pockets
machined in the plates.
.Operation of the brake rotates the two
actuator plates causing the steel balls to
ride up the ramps and separate the two
actuator plates. This forces the intermediate
discs, secured by the re-action plate bolts,
to compress the sintered metal disc brake
assemblies which are splined to the pinion
shaft. Return springs pull the actuating
discs together when the brake is released.
The brake mechanism is connected to the
operating lever by a cable. Cable tension is
maintained by an adjuster on the operating
lever.

1
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -

B. TRANSMISSION HANDBRAKE- OVERHAUL

IR- 5-2-01 11

Figure 1
Transmission Hand brake Components

1. Operating Cable 5. Actuating Rod Clevis 9. Actuating Rod

2. Cable Bracket 6. Bellcrank Bracket 10. Links
3. Bellcrank 7. Actuating Rod Seal 11. Actuating Assembly
4. Return Spring 8. Cover 12. Control Lever

REMOVAL

1. Separate the rear axle from the securing bolts and remove the bellcrank
transmission as outlined in PART 10 and bracket.
$ection C.
4. Remove the brake mechanism cover
plate retaining bolts and lift the cover
2. Disconnect the handbrake cable from
from the rear axle. Remove and discard
the bellcrank located on the left hand
the actuator rod seal and cover plate
side of the rear axle centre housing.
gasket.

3. Remove the actuating rod clevis pin to
disconnect the bellcrank from the
actuating rod, Figures 1 and 2.
Disconnect the return spring from the
bellcrank. Remove the bellcrank bracket
5. Disconnect the actuator rod clevis pin
and remove the actuator rod from the
links, Figure 3.

2
----------------------•CHAPTER2

Figure2 Figure4
Bellcrank and Linkage Front Reaction Plate

1. Bellcrank 4. Cover 1. Securing Nut 3. c Front Reaction Plate

2. Bracket Securing 5. Clevis Pin 2. Drive Pinion Shaft 4. Snap Ring
Bolts 6. Actuating Rod Clevis
3. Return Spring 7. Bellcrank Bracket

6. Remove the nuts that retain the front
reaction plate, Figure 4. Disassemble
the front reaction plate, brake discs and
actuating plates from the drive pinion
shaft after removing the snap ring.
7. Remove the rear reaction plate retainer
bolts, Figure 5, and separate the rear
reaction plate from the centre housing.

Figure3 Figure5
Hand brake Actuating Linkage Rear Reaction Plate

1. Actuating Link 3. Actuating Rod Clevis 1. Rear Reaction Plate 3. Drive Pinion Shaft
2. Actuating Rod Pin 2. Securing Bolt 4. Bearing Pre-Load
Adjuster

3
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -

IR-5-2-06

Figure&
Transmission Hand brake Components

1. Rear Reaction Plate 4. Front Reaction Plate

2. Rotating Disc 5. Fixed Discs
3. Rotating Discs (4) 6. Actuator Assembly

8. Disconnect the actuating plate return INSTALLATION

springs and separate the plates. Lift out
the balls and remove the links from the
actuator plates.
1. Install the rear reaction plate and
torque the securing bolts to the
specified value, see 'Specifications' -
Chapter3.

INSPECTION AND REPAIR

1. Examine the brake discs and discard
any worn components. The rotating
discs, Figure 6, friction material must
not be worn flush with the bottom of the
oil grooves. Discard any scored discs
and check for flatness using a straight
edge. Discard distorted plates.
2. Assemble the links to the actuating
plates, place the steel balls in the
pockets of one plate, position the
other plate onto the balls and secure
with the return springs.

3. Assemble the disc plates onto the

drive pinion in the order shown in
Figure 6. Ensure that the reaction lugs
2. Inspect the operating cable and renew if on the fixed discs engage with the two
damaged or worn. large diameter pins.

4
- - - - - - - - - - - • CHAPTER2 _ _ _ _ _ _ _ _ _ _..._
Figure7
Hand brake
1. Tension Knob 2. Release Button
4. Position the front reaction plate onto the
pins and secure with the nuts. Tighten
the nuts to the specified torque, see
'Specifications'- Chapter 3.
5. Position the actuator rod clevis with the
links and install the clevis pin.
6. Install a new seal in the brake cover and
position the gasket and cover on the
centre housing. Be sure that the
actuating rod seal locates in the groove
on the actuating rod.
7. Position the bellcrank bracket on the
cover and install the securing bolts.
Install the cover lower securing bolts
and tighten the bolts to the specified
torque, see 'Specifications'- Chapter 3.
Reconnect the cable return spring.
5
FigureS
Brake Actuator Rod Adjustment
A-1.25 in. (31.8 mm)
8. Re-assemble the rear axle to the
transmission as described in PART 10,
Section C. Refill the rear axle with the
specified lubricant.
9. Adjust the handbrake tension knob on
the end of the lever, Figure 7, until a full
travel of 1.25 in. (32 mm) is obtained at
the lower end of the cable, Figure 9.
10. Adjust the clevis at the centre housing,
Figure 8, until an effort of 5Q-60 lbs.
(67.8-81.3 Nm) is required to pull the
handbrake lever, to the full up (applied)
position. The cable tension should allow
the lever to engage the 'over centre
position' with the brake applied.
- - - - - - - - PART 5- REAR AXLE AND BRAKES - - - - - - - -

C. TWIN CABLE HANDBRAKE- DESCRIPTION AND OPERATION

The twin cable handbrake mechanism

consists of a single hand brake lever, Figure
9, operating two cables which are
connected to the rear axle brake pull rods.

The handbrake lever is of the 'over-centre'

type mechanism with the cable adjustment
being maintained by an adjuster at the end
of the lever. Pulling the lever into the
vertical 'raised' position actuates via the
twin cables, levers mounted on the rear axle
housing, Figure 2, which in turn actuate the
tractor disc brake, as described in Chapter 1.
Figure9
Handbrake Lever

1. Tension Knob 2. Release Button

D. TWIN CABLE HANDBRAKE- OVERHAUL

REMOVAL

1. Disconnect the handbrake cables from

the levers mounted on the rear axle
housing, Figure 10. Remove the return
spring and bracket from the cable.

2. Remove the cable retaining snap ring

and pull the cable through the bracket
mounted on the axle housing.

3. Remove the loader control lever/

handbrake lever housing, see Part 9,
CAB.
Figure 10
Handbrake Components
4. Remove the clevis pins from the
handbrake lever to disconnect the 1. Snap Ring 3. Clevis Pin
cables. 2. Return Spring 4. Cable

6
- - - - - - - - - - - CHAPTER2 _ _ _ _ _ _ _......__ _

INSTALLATION
Installation of the handbral<e assembly
follows the removal procedure in reverse.
On installation observe the following:

Adjust the handbrake to achieve the

specified pull, see 'Specifications' -
Chapter3.

7
 PARTS
REAR AXLE AND BRAKES
Chapter 3
SPECIFICATIONS AND SPECIAL TOOLS

Section Page

A. SPECIFICATIONS
B. SPECIAL TOOLS 2

A. SPECIFICATIONS

Brake Pedal Free Travel ........................................... 1.0-2.5 in. (50-63 mm) with a pressure of
151bf. (67 N) applied to pedals
Brake Pedal Drop Rod Length:
4 x 4 Transmission ...............................................35 in. (890 mm)
8 x 8 Transmission ............................................... 27.5 in. (700 mm)
Transmission Handbrake Bellcrank Free Travel. ... 1.25 in. (32 mm)
Handbrake Pull. ........................................................ 50-60 lbf. (222-266 N)
Differential Lock Gauge Block Thickness ............... 1.20-1.25 in. (30.5--31.5 mm)
Differential Drive Pinion Bearing Pre-load:
With Transmission Handbrake ........................... 20-261bf. (89-116 N) Pull Scale
Less Transmission Handbrake ............................ 16-211bf. (71-93 N) Pull Scale
Rear Axle Shaft End Play .........................................0.001 in. loose- 0.003 in. tight
(0.025 mm loose- 0.0076 mm tight)

TORQUE SPECIFICATIONS

TORQUE VALUES lbf.ft Nm kgm

Axle Housing Bolts 150 203 21
Axle Housing Nuts 188 255 23
Disc Brake Housing Nuts 81 110 14
Axle Shaft Retaining Bolt 395 536 55
Differential Case Bolts 70 95 10
Differential Ring Gear Nuts 48 65 7
Differential Pinion Bearing Retainer Bolts 110 149 15
Handbrake Rear Reactio~ Plate
Retaining Bolts 110 149 15
Hand brake Cover Retaining Bolts 35 47 5
Handbrake Mechanism
Retaining Nuts- Small 28 38 4
Handbrake Mechanism
Retaining Nuts- Large 82 111 11
Differential Pinion Bearing
Pre-Load Adjuster Clamp Bolts 23 31 3
Wheel Securing Nuts 350 475 48
Brake Pin and Bracket Mounting Bolts 30 41 4
Differential Lock Fork Retaining Bolt 22 30 3
Differential Lock Oper. Rod Clevis Locknut 55 75 8
Differential Pedal Locknut 55 75 8
Axle Top Cover Plate Bolts 66 90 9
Axle Top Cover Plate Breather Bolt 44 60 6

1
 PART 5- REAR AXLE AND BRAKES

B. SPECIAL TOOLS

DESCRIPTION V. L. CHURCHILL NUDAY

TOOL NO. TOOL NO.
Heavy Duty Ratchet P61 9162
Double Threaded Adaptors (set) 924 9537
Step Plate Adaptors (set) 630S 9210
Push/Puller Legs (set) 9308 9521
Push/Puller Legs (set) 930E 9207
Push/Puller 938 9506
Internal/External Puller 943 9507
Slide Hammer 943S 9567
Pulling Attachment (small) 951 9190
Pulling Attachment (large) 952 9526
Puller/Reversible Arm (medium) 1002 9198
Puller/Single End Arm (large) 1003 9516
Rear Axle Planetary 2122
Ring Gear Remover/ 2123
Replacer FT4500 2119
Differential Bearing
Preload Gauge FT4501 2141

2
 PART6
POWER TAKE-OFF

Chapter 1
INDEPENDENT P.T.O.- FORD 455C

Section Page
A. I.P.T.O.- DESCRIPTION AND OPERATION 1
B. I.P.T.O. PRESSURE REGULATING VALVE AND CONTROL VALVE-
PRESSURE TESTS 6
c. I.P.T.O. PRESSURE REGULATING VALVE- OVERHAUL 7
D. I.P.T.O. CONTROL VALVE- OVERHAUL 8
E. I.P.T.O. CLUTCH ASSEMBLY- OVERHAUL 10
F. I.P.T.O. SHAFT- OVERHAUL 14
G. TRANSMISSION MOUNTED HYDRAULIC PUMP- DESCRIPTION
AND OPERATION 15
H. TRANSMISSION MOUNTED HYDRAULIC PUMP- OVERHAUL 17

Chapter 2
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 2
C. SPECIAL TOOLS 3

(i)
 PART6
POWER TAKE-OFF

Chapter 1
INDEPENDENT P.T.O.- FORD 455C

Section Page
A. I.P.T.O.- DESCRIPTION AND OPERATION 1
B. I.P.T.O. PRESSURE REGULATING VALVE AND CONTROL VALVE-
PRESSURE TESTS 6
c. I.P.T.O. PRESSURE REGULATING VALVE- OVERHAUL 7
D. I.P.T.O. CONTROL VALVE- OVERHAUL 8
E. I.P.T.O~ CLUTCH ASSEMBLY- OVERHAUL 10
F. I.P.T.O. SHAFT- OVERHAUL 14
G. TRANSMISSION MOUNTED HYDRAULIC PUMP- DESCRIPTION
AND OPERATION 15
H. TRANSMISSION MOUNTED HYDRAULIC PUMP- OVERHAUL 17

A. I.P.T.O.- DESCRIPTION AND OPERATION

The drive for the independent power take-off
(I.P.T.O.) as featured for the Ford 455C
Tractors with 8 x 8 transmission, is taken from
transmission hydraulic pump driven gear,
Figure 1.
A gear on the stator support, driven by the rear
hub of the torque converter, drives the driven
gear. The driven gear incorporates a splined
centre for the I. P.T.O. counter shaft to engage.
The I.P.T.O. countershaft transmits the drive
through the hollow transmission countershaft
to the rear of the front transmission assembly.
The I. P.T.O. countershaft is splined at the rear
end to accept the hydraulic pump drive gear
and the I.P.T.O. clutch input shaft.
The independent P.T.O. is controlled by an
hydraulically operated clutch assembly
located on and between the clutch input shaft
and the rear shaft.
The clutch assembly comprises 7 internally
splined sintered bronze drive plates, mounted
on the clutch shaft hub, and sandwiched
between these plates are 7 driven steel plates,
which together with a pressure plate are
externally splined to the clutch housing.
The I.P.T.O. rear shaft, which protrudes from
the rear of the tractor, is splined into the rear of
the clutch housing and is externally guarded
by a screw-on cap. A piston, located within
the clutch housing to the rear of the plates, is
retained in the disengaged position by a
spring, washer and snap ring.
Mounted on the rear of the I.P.T.O. clutch is a
brake and support assembly. The brake is
controlled by a double sided piston assembly.
When the brake is applied a brake pad is
forced against the I.P.T.O. clutch housing to
stop the rotation of the P.T.O. shaft. When the
I.P.T.O. clutch is engaged the brake is
automatically released.

1
- - - - - - - - - P A R T 6- POWER T A K E - O F F - - - - - - - - -

IR-6-1-01 11
Figure 1
Independent P.T.O.- Schematic

1. I.P.T.O. Rear Shaft 5. I.P.T.O. Countershaft 8. Hydraulic Pump Drive Gear

2. I.P.T.O. Rear Shaft Cap 6. Transmission Hydraulic Pump 9. I.P.T.O. Valve Assembly
3. I.P.T.O. Clutch Assembly Driven Gear 10. Brake Regulating Valve
4. I.P.T.O. Clutch Input Shaft 7. Stator Support

Also when the tractor engine is stopped the Located on the left-hand side within the rear
hydraulic pressure acting on the brake piston axle centre housing is the I.P.T.O. control
diminishes, releasing the brake and allowing valve assembly and on the right-hand side is
the P.T.O. shaft to be turned. the brake pressure regulating valve.

IR-6-1-02 11
Figure 2
Independent P.T.O. Assembly
1. Shaft Cap 5. Clutch Assembly
2. Rear Shaft Bearing and End Plate Assembly 6. Control Valve Assembly
3. Rear Shaft 7. Brake Pressure Regulating Valve
4. Brake Assembly

2
----------------------CHAPTER1----------------------

Figure 3
Oil Flow in the Disengaged Position

Pressure Oil - Exhaust Oil

1. Control Valve Piston 11 . Coupling

2. Clutch Housing 12. Pressure Plate
3. Clutch Piston 13. I.P.T.O. Pump
4. Support Assembly 14. Brake Pressure Regulating Valve Plunger
5. Rear Shaft 15. Brake Pressure Regulating Valve Spring
6. Clutch Spring 16. Shims
7. Brake Arm and Pad Assembly 17. Control Valve Detent
8. Brake Piston 18. Control Valve Spring
9. Brake Housing 19. Shims
1 0. Clutch Discs

3
- - - - - - - - - P A R T 6- POWER T A K E - O F F - - - - - - - - -

Figure 4
Oil Flow in Engaged Position

~ Pressure Oil CJ Reduced Pressure Oil - Exhaust Oil

1. Control Valve Piston 11 . Coupling

2. Clutch Housing 12. Pressure Plate
3. Clutch Piston 13. I.P.T.O. Pump
4. Support Assembly 14. Brake Pressure Regulating Valve Plunger
5. Rear Shaft 15. Brake Pressure Regulating Valve Spring
6. Clutch Spring 16. Shims
7. Brake Arm and Pad Assembly 17. Control Valve Detent
8. Brake Piston 18. Control Va lve Spring
9. Brake Housing 19. Shims
10. Clutch D iscs

4
. . . . . . . . . . . . . . . . . . . . . ._CHAPTER1 . . . . . . . . . . . . . . . . . . . . . .. .

The oil supply from the rear section of the
hydraulic pump is fed to the pressure
regulating valve. Oil at constant pressure is
supplied to the brake piston. The outlet port
from the Pressure Regulating Valve is
connected to the control valve which either
exhausts the oil to dump or directs the oil
under pressure to the clutch piston and brake
release piston.
Simultaneously, the pressurised oil flows
around the clutch hub and through a drilling
to act on the larger surface of the double-
sided brake piston. The pressurised oil acting
on the larger surface area forces the piston
away from the clutch and releases the brake
allowing the clutch housing to rotate.

The control valve is operated by an externally

The drive from the I.P.T.O. countershaft is
mounted selector lever which may be
thus transmitted via the clutch plates to the
controlled from the operator's seat.
I.P.T.O. rear shaft.

When the clutch is fully engaged and the

OPERATION brake reieased the build up of oil pressure
forces the control valve piston forwards
With the engine running oil is supplied to the
against the control spring, to uncover the
brake pressure regulating valve. The spring
dump port and allow the excess oil to return
loaded plunger in the regulating valve
to sump.
ensures that irrespective of engine speed, oil
at a constant pressure acts on one side of the
brake piston forcing the brake against the
clutch housing, Figure 3. Oil from the
regulating valve outlet passes through a tube
to the control valve. Placing the control in the
disengaged -POSition fully opens the dump
With the engine stopped, the hydraulic pres-
port in the valve and allows the oil to pass
sure in the circuit diminishes releasing the
directly to sump, Figure 3. The return spring
brake and allowing the clutch piston spring
in the clutch forces the clutch piston
to force the clutch piston rearwards,
rearwards to disengage the clutch plates,
disengaging the clutch.
allowing the drive plates to rotate freely
within ~he stationary clutch assembly.

Moving the I.P.T.O. control lever to the

engaged position, Figure 4, forces the
control valve plunger rearwards to cover the
dump port in the valve. Pressurised oil is
directed through the tube and clute<h support
to the clutch piston. The oil forces the piston
forwards against the action of the piston
return spring and compresses the clutch
plates together to engage the clutch.
A small groove in the brake pressure
regulating valve plunger allows the oil
trapped in the brake circuit to return through
the Pressure Regulating Valve to dump. With
the clutch disengaged and the brake released
the external P.T.O. shaft can be turned to
align the splines for coupling to an
implement shaft.

5
- - - - - - - - - P A R T 6- POWER T A K E - O F F - - - - - - - - -
B. I.P.T.O. PRESSURE REGULATING VALVE AND CONTROL VALVE
-PRESSURE TESTS
~~~~~----~~--------~Q
Figure 5
Brake Pressure Regulating Valve Pressure Test
1. Adaptor Tool No. FT.41 00-2 or 4657
2. Hydraulic Pump
3. Tube, Tool No. FT.41 00 or 1552
4. Pressure Gauge, Tool No. FT.4100 or 0074
If the I.P.T.O. clutch fails to operate as
described in Section A of this Chapter, or
following overhaul of the clutch control valve
and pressure regulating valve, the following
pressure tests must be carried out.
Run the tractor until the hydraulic oil is at
operating temperature then stop the engine.
BRAKE PRESSURE REGULATING VALVE
1. Remove the I.P.T.O. pressure test plug
from the rear of the hydraulic pump.
2. Install Adaptor Tool No. FT.4100-2 or
4657, Tube Tool No. FT.4100-1 or 1552
and the Pressure Gauge, Tool No. FT.41 00
or 007 4 onto the pressure test point, Figure
5.
3. Start the tractor and set the speed to 2300
rev/min and setthe I.P.T.O. controlleverto
the disengaged position. Note the pressure
gauge reading.
4. If the pressure obtained is outside the
specified range, see "Specifications" -
Chapter 2, adjust the pressure regulating
valve setting by adding or removing
shim(s) located in the pressure regulating
valve.
6
~------------~--~,-----~
Figure 6
I.P.T.O. Control Valve Pressure Test
1. Tube, Tool No. FT.4100-1 or 1552
2. I.P.T.O. Control Valve
3. Adaptor, Tool No. FT.4097 or 1221
4. Pressure Gauge, Tool No. FT.4100 or 0074
5. Check that the pressure reading remains
within the specified limits with an engine
speed of 1000 rev/min to 2300 rev/min.
6. Remove the gauge, tube and adaptors
from the pressure test point and install the
plug.
I.P.T.O. CONTROL VALVE
The I.P.T.O. Control Valve pressure setting
can be checked with the test equipment
installed as for the Brake Pressure Regulating
Valve, Figure 5. With the engine speed set to
2300 rev/min engage the I.P.T.O. clutch and
note the pressure gauge reading. If the pres-
sure reading is not greater than that obtained
for the Brake Pressure Regulating Valve or is
not within the specified range, see
"Specifications" Chapter 2 the control valve
pressure setting must be checked as follows:-
1 . Remove the axle top cover assembly, see
"REARAXLEAND BRAKES"-Part5and
use hose, Tool No. T8503-4 or 1392 to
connect the hydraulic lift cover feed to the
rear axle sump, Figure 6.
2. Disconnect the control valve to clutch
support housing tube from the control
valve, Figure 6.
------------------------cHAPTER1 ______________________...

3. Install Adaptor Tool No. FT.4097 or
1221,tubeTool No. FT.4100-1 or1552
and the Pressure Gauge, Tool No.
FT.41 00 or 0074 onto the control valve,
Figure 6.
4. Start the tractor and place the I.P.T.O.
control lever in the engaged position. Set
the engine speed to 1300 rev/min. then
disengage and engage the I.P.T.O. clutch
several times noting the pressure gauge
readings. The readings obtained with the
clutch engaged should be within the
specified range, see "Specifications" -
Chapter 2.
5. If necessary adjust the pressure setting by
adding or removing shims located
between the valve piston and spring. Do
not exceed a maximum of five shims, for
shim thicknesses see "Specifications"-
Chapter 2.
6. After testing remove the gauge, tube and
adaptor and re-connect the tube to the
control valve. Replace the rear axle top
cover, see "REAR AXLE AND BRAKES"
Part 5.

C. PRESSURE REGULATING VALVE-OVERHAUL

REMOVAL INSTALLATION

1. Remove the rear axle top cover, see 1. Install the pressure regulating valve,
"REAR AXLE AND BRAKES"- Part 5. tightening the tube connection to the
Drain the rear axle oil until the pressure specified torque- see "Specifications"-
regulating valve fs fully exposed. Chapter 2.

2. Disconnect the tubes from the pressure

regulating valve and remove the valve 2. Prior to installing the rear axle top cover
from the rear axle centre housing. pressure test the valve as previously
described in Section B of this Chapter.
DISASSEMBLY

With reference to Figure 7.

1. Remove the split pin and withdraw the

shims, spring and plunger.

INSPECTION AND REPAIR

1. Inspect the plunger and valve bore for

damage and wear and renew if
necessary.

2. Check the spring for damage and if

necessary renew.

RE-ASSEMBLY
IR-6-1-07 11
1. Re-assemble the components, coating Figure 7
the plunger in oil prior to re-assembly. Pressure Regulating Valve
The plunger must be installed into the 1. Spring 4. Split Pin
bore with the notched land towards the 2. Shims 5. Valve Body
base of the valve. 3. Plunger

7
- - - - - - - - - P A R T 6- POWER T A K E - O F F - - - - - - - - -

I
0

11
Figure 8
I.P.T.O. Control Valve Assembly

1. Piston 6. Detent Spring

2. Valve Spring 7. Plunger Retaining Roll Pin
3. Valve Plunger 8. Valve Body
4. Shim 9. 0-Ring
5. Detent Ball

D. I.P.T.O. CONTROL VALVE 5. Remove the valve spigot bolt and retaining
OVERHAUL bolt and withdraw the valve assembly from
the rear axle centre housing.
REMOVAL
6. Unscrew the retaining bolt and remove
1 . Remove the rear axle top cover, see the exhaust tube clamp.
"REAR AXLE AND BRAKES"- Part 5. 7. Pull the exhaust tubes free from the valve
body.
2. Disconnect the control valve to clutch
and brake assembly tube at the control DISASSEMBLY
valve.
With reference to Figure 8.

1. Punch the plunger retaining roll pin out

3. Disconnect the brake pressure regulating
valve to control valve tube at the control
valve.
of the valve housing.
2. Withdraw the plunger, detent ball and
spring from the valve housing.

4. Remove the split pin and clevis pin and 3. Remove the control valve spring and
disconnect the valve plunger from the piston from the valve housing. Extract the
control lever link. shim(s) from within the piston.

8
-----------------------CHAPTER1 . . . . . . . . . . . . . . . . . . . . . .. .

INSPECTION AND REPAIR

1. Inspect the valve piston for excessive

wear or scoring.

2. Inspect the control valve spring for

weakness or distortion. Inspect the valve
body for excessive wear or scoring of the
piston bore.

3. Check the valve plunger detent spring for

weakness or wear. Renew any
component which shows signs of
IR-6-1-09 11
excessive wear or damage.
Figure 9
I.P.T.O. Control Valve Piston and Shim

1. Shim
2. Piston

RE-ASSEMBLY
When installing the control valve observe the
Re-assembly of the control valve follows the following requirements:
disassembly procedure in reverse. Prior to
re-assembly observe the following
requirements:
• Install the control valve retaining bolt
finger tight.
• Clean all components with a suitable
solvent then dry with compressed air.

• Install the control valve spigot bolt and

• Lightly lubricate all machined surfaces tighten to the specified torque, see
with hydraulic oil. "Specifications" - Chapter 2.

• Renew all 0-ring seals.

• Tighten the control valve retaining bolt to
the specified torque, see "Specifications"
-Chapter 2.

• Prior to installing the rear axle top cover,

INSTALLATION
Installation of the control valve follows the
removal procedure in reverse.
pressure test the control valve as pre-
viously described in Section B. If the
pressure obtained is incorrect, add or
subtract shims between the valve piston
and the valve spring, Figure 9.

9
- - - - - - - - - P A R T 6- POWER T A K E - O F F - - - - - - - - -

Figure 10 Figure 11
Left-Hand Side of Rear Axle Assembly Clutch Brake Installation

1. Clutch Brake Plate 1. Piston Guide

2. Brake Cross-Shaft 2. Retaining Ring
3. Left Hand Brake Operating Lever 3. Piston
4. Dipstick Tube (if equipped)

E. I.P.T.O. CLUTCH ASSEMBLY - 3. Remove the retaining bolts and withdraw

OVERHAUL the clutch brake plate.

NOTE: Replacement of the clutch brake

seals may be performed without removing
the rear axle top cover or separating the
tractor as follows:
4. Remove the ring retaining the piston
guide in the cylinder and withdraw the
piston guide and piston from the brake
cylinder.

CLUTCH BRAKE SEALS 5. Separate the piston from the guide and
renew the seals located on the piston and
REMOVAL piston guide.

With reference to Figures 10 and 11 .

1. Release the pinch bolt then pull the

left-hand brake operating lever off the
brake cross-shaft.
2. Drain the rear axle oil and disconnect the
dipstick tube from the filter support (if
equipped).
INSTALLATION
Installation of the piston follows the removal
procedure in reverse. Ensure the plate
retaining bolts are tightened to the specified
torque, see "Specifications"- Chapter 2, and
refill the rear axle with oil.

10
-----------------------CHAPTER1----------------------•

IR-6-1-12 11
Figure 12
I.P.T.O. Clutch Assembly

1. Housing 6. Piston Spring 11. Snap Ring

2. Housing Sealing Rings 7. Spring Retaining Washer 12. Pressure Plate
3. Outer Piston Sealing Ring 8. Snap Ring 13. Drive Plate
4. Piston 9. Thrust Washer 14. Driven Plate
5. Inner Piston Sealing Ring 10. Clutch Drive Coupling

I.P.T.O. CLUTCH AND BRAKE 5. Withdraw the clutch drive coupling and
ASSEMBLY disconnect the tube connection to the
clutch support from the control valve.
REMOVAL Disconnect from the pressure regulating
valve the tube that is located under the
1 . Separate the tractor between the front clutch support connecting to the brake
and rear transmission assemblies, see cylinder.
"SEPARATING THE TRACTOR"- Part
10. 6. Remove the clutch pack and brake
support as an assembly.

2. Remove the hydraulic pump, see Section DISASSEMBLY

H in this Chapter.
3. Remove the retaining bolts and withdraw
the hydraulic pump inlet filter and tube
assembly.
4. Extract the bolts and withdraw the
I.P.T.O. shaft bearing and plate assembly
and shaft from the rear of the tractor.
I.P.T.O. Clutch
With reference to Figure 12.
1. Separate the brake and support assembly
from the clutch by pulling the support off
the rear of the clutch.
2. Remove the snap ring which retains the
pressure plate in the clutch housing then
withdraw the drive and driven plates.

11
- - - - - - - - - P A R T 6- POWER T A K E - O F F - - - - - - - - -

Figure 13 Figure 14
Compressing Clutch Spring Clutch Piston Removal

1. Puller, Tool No. 1003 or 9516 1. Tyre Valve

2. Clutch Housing 2. Air-line
3. Snap Ring 3. Clutch Housing
4. Compressor, Tool No. FT.41 01 or 1312 4. Piston

3. Using Puller, Tool No.1 003 or 9516 and INSPECTION AND REPAIR
Compressor Tool No. FT.41 01 or 1312,
compress the clutch piston return spring 1. Examine the clutch housing for excessive
and withdraw the snap ring, Figure 13. wear or scoring on the spigot or the bore.

4. Slowly release the puller then remove the

retaining washer and return spring.
2. Check the drive and driven plates for
excessive wear, damaged splines or
5. Use an air-line and a tyre valve to extract warping.
the piston from the clutch housing,
Figure 14.

6. Remove the housing and piston sealing 3. Examine the clutch spring for weakness
rings. or breakage.

I.P.T.O. Brake and Support Assembly 4. Inspect the brake housing bore for
excessive wear or scoring.
With reference to Figure 15.

1. Remove the ring retaining the brake

5. Examine the brake arm and pad for
piston guide and withdraw the piston
excessive wear or scoring.
and guide.

2. Remove the split pin and clevis pin then

withdraw the arm and pad assembly from 6. Renew any defective components and all
the brake housing. '0' -rings prior to re-assembly.

12
----------------------CHAPTER1----------------------
IR-6-1-15
Figure 15
I.P.T.O. Clutch Brake Assembly
1. Piston Guide 4. Split Pin
2. Retaining Ring 5. Clevis Pin
3. Brake Piston
RE-ASSEMBLY
Re-assembly of the P.T.O. clutch and brake
assembly follows the disassembly pro-
cedures in reverse. On re-assembly observe
the following requirements:
• Clean all components with a suitable
solvent and dry with compressed air.
• ·o·
Lightly lubricate all -rings to prevent
damage on assembly.
INSTALLATION
Installation of the I.P.T.O. clutch and brake
assembly follows the removal procedure in
reverse. On installation ensure all retaining
bolts are tightened to the specified torque,
see "Specifications" - Chapter 2.
Check that the clutch engages and
disengages correctly and that the brake stops
the shaft at 2200 engine rev/min. Ensure that
the P.T.O. shaft is free to rotate with the
engine stopped and clutch disengaged.
13
11
6. Brake Arm and Pad Assembly
7. Brake Housing
If new parts have been installed which affect
the shimming dimension between the
hydraulic pump drive gear lock ring and the
I.P.T.O. clutch drive coupling the following
procedure must be carried out to determine
the shim thickness:
(i) With the hydraulic pump removed, install
the shims previously installed and
reconnect the rear axle to the trans-
mission.
(ii) Through the hydraulic pump opening in
the rear axle centre housing, measure
the gap between the hydraulic pump
drive gear snap ring and the I.P.T.O.
clutch drive coupling using a feeler
gauge.
(iii) Refer to the table in "Specifications"-
Chapter 2 for the specified shim
thickness for the gap measured.
(iv) Separate the transmission from the rear
axle and install the specified shims.
Re-connect the rear axle to trans-
mission and install the hydraulic pump.
- - - - - - - - - P A R T 6- POWER T A K E - O F F - - - - - - - - -

IR-6-1-16 Tl
Figure 16 Figure 17
I.P.T.O. Rear Shaft Assembly Removing Rear Shaft Bearing

1. Cap 5. Shaft 1. Puller, Tool No. 1 003 or 9516

2. Cover 6. Snap Rings 2. Puller, Attachment, Tool No. 951 or 9190
3. Oil Seal 7. Bearing 3. P.T.O. Rear Shaft
4. Sleeve 8. Gasket 4. Bearing

F. I.P.T.O. SHAFT- OVERHAUL 5. Tap the rear end of the shaft using a
mallet to withdraw the shaft and bearing
DISASSEMBLY assembly from the cover.

With reference to Figure 16.

1. Remove the rear shaft cap and drain the 6. Use Puller, Tool No. 943 or 9507, and
oil from the rear axle centre housing. Slide Hammer, Tool No. 9435 or 9567 to
remove the oil seal from the cover.

2. Remove the bolts retaining the I.P.T.O.

cover to the rear axle centre housing.

7. Extract the snap ring locating the bearing

on the shaft.

3. Withdraw the shaft and cover as an

assembly from the centre housing.

8. Using Puller, Tool No. 1 003 or 9516 and

4. Remove the snap ring retaining the shaft Pulling Attachment, Tool No. 951 or
and bearing assembly in the cover, 9190, pull the bearing and sleeve off the
Figure 16. shaft, Figure 17.

14
. . . . . . . . . . . . . . . . . . . . . .--CHAPTER1------------------------
INSPECTION AND REPAIR
1. Inspect the bearing for excessive wear or
discolouration due to overheating, renew
if necessary.
2. Inspect the sleeve for wear or scoring, if
damaged renew.
3. Inspect the shaft for chipped or worn
splines and discolouration, renew if
necessary.
G. HYDRAULIC PUMP- TRANSMISSION MOUNTED GEAR TYPE
- DESCRIPTION AND OPERATION
A cross-section of the transmission mounted
gear type hydraulic pump is shown in Figure
18.
The pump is a tandem gear type unit
mounted in the lower right-hand side of the
rear axle centre housing.
The pump is driven directly by a gear splined
to the rear end of the I.P.T.O. countershaft.
Two sets of spur gears are incorporated
within the pump body. The gears, which are
coupled together and revolve at the same
speed, are in constant operation whenever
the engine is running. The front gears pump
oil to the hydraulic system (if equipped)
whilst the smaller rear gears pump oil to the
independent P.T.O. clutch and brake
energising circuits.
15
RE-ASSEMBLY
IMPORTANT: Prior to re-assembly clean all
components with a suitable solvent and dry
with compressed air.
Re -assembly ofthe I.P.T.O. rear shaft follows
the disassembly procedure in reverse.
Install the oil seal with the lip towards the
front of the shaft.
When re-assembling the I.P.T.O. rear shaft ·
ensure the I.P.T.O. cover retaining bolts are
tightened to the specified torque, see
"Specifications" - Chapter 2.
OIL FLOW
With reference to Figure 1 9.
Hydraulic oil is supplied to the pump from
the rear axle centre housing reservoir via a
replaceable full flow micronic intake filter.
On entering the pump the oil fills the spaces
between the teeth of the revolving front
gears and is carried around, within the pump
body, to a point where the teeth of the two
gears come into mesh . The oil is then
expelled through an outlet port via a passage
formed in the pump flange into the rear axle
centre housing reservoir.
Hydraul ic intake oil also passes to the pump
rear gears via a transfer passage drilled within
the pump body. The oil is carried around by
the rotating gears and is expelled through a
rear outlet port into a passage formed in the
pump flange.
 - - - - - - - - - • PART 6- POWER TAKE-OFF - - - - - - - - -•

IR-6-1-18 11
Figure 18
Cross- Section of Transmission Mounted Hydraulic Gear Type Pump

1. Rear Cover 7. Front Cover 12. Front Driven Gear

2. Rear Driven Gear Shaft 8. Driven Gear 13. Roll Pin Dowel
3. Rear Driven Gear 9. Tab Washer 14. Front Gear Bearing
4. Rear Gear Bearing 10. Nut 15. Rear Drive Gear
5. Front Drive Gear 11 . Shaft Key 16. Pressure Plate
6. Shaft Seal

This passage leads to a port on the pump

mounting face which directs the oil, through
the wall of the rear axle centre housing, into a
rigid pipe leading to the independent P.T.O.
brake pressure regulating valve.

Figure 19
Oil Flow in Hydraulic Gear Type Pump

- Pressure Oil Suction Oil

A. To Hydraulic Circuit B. From Reservoir
1. Driven Gear 2. Drive Gear IR-6-1-19 11

16
. . . . . . . . . . . . . . . . . . . . . .-CHAPTER1 . . . . . . . . . . . . . . . . . . . .. -. .

H. HYDRAULIC PUMP- TRANSMISSION MOUNTED GEAR TYPE- OVERHAUL

REMOVAL DISASSEMBLY

1. Drain the oil from the rear axle centre With reference to Figure 20.
housing.
1. Straighten the locking tab and remove
2. Disconnect the brake control rods. the external driven gear retaining nut.

3. ·Disconnect the brake levers from the pull 2. Withdraw the external driven gear from
rods. the shaft.

4. Withdraw the pump to rear axle centre
housing retaining bolts.
5. Remove the pump from the side of the
rear axle centre housing.
3. Remove the shaft key.
4. Remove the front cover retaining bolts
and washers and withdraw the front
cover.

11
Figure 20
Hydraulic Gear Pump- Exploded

1. Rear Cover 7. Front Drive Gear 13. External Driven Gear

2. Pressure Loading Ring 8. Front Gear Bearing 14. Front Cover
3. Outer Sealing Ring 9. Front Seal 15. Front Driven Gear
4. Pressure Plate 1 0.Shaft Key 16. Rear Gear Bearing
5. Rear Driven Gear 11. Nut 17. Roll Pin Dowel
6. Pump Body 12. Tab Washer 18. Rear Drive Gear

17
- - - - - - - - - P A R T 6- POWER T A K E - O F F - - - - - - - - -
5. Pull the front drive gear and bearing from
the pump body.
6. Separate the front drive gear from the
bearing.
7. Withdraw the front driven gear from the
pump body.
8. Remove the rear cover retaining bolts and
washers and withdraw the rear cover.
9. Extract the pressure plate from the rear of
the pump.
1 0. Using a pair of long-nose pliers remove
the rear gears.
11. Withdraw the rear gear bearing.
NOTE: To facilitate removal of the rear gear
bearing it may be necessary to push the
bearing from the rear end using a suitable rod
inserted in the oil transfer passage.
INSPECTION AND REPAIR
1. Wash all parts in a suitable solvent to
remove any foreign particles and dry with
a clean, lint-free cloth or compressed air.
18
Figure 21
Pump Bearing
A. Pump Inlet B.Pump Outlet
1. Relieved Radius
2. Recess on Face adjacent to Gears
3. Seal Bridge
4. Lubrication Scrolls
2. Examine each bearing for wear on the
face and in the bore. Pay particular
attention to the condition of the
lubrication scrolls and the seal bridge,
Figure 21. At the stage of major overhaul,
bearings should be renewed but light
score marking may be removed by
polishing as follows:
(i) Place a sheet of '0' grade emery paper,
lubricated with paraffin, on a truly flat
surface, then polish the bearing face
using light rotary motion.
(ii) Outer diameter may be lightly polished to
obtain free movement in the body.
3. Inspect the pump body for external
damage and cracks. Examine the bores
for wear and damage.
. .. -. . . . . . . . . . . . . . . . . . . . . CHAPTER1 . . . . . . . . . . . . . . . . . . . . . .. .
IR-6-1-22.
Figure22
Gear Track in Body
A. Inlet Side
B. Outlet Side
C. Bore Diameter (Bearing Location)
D. Depth of Gear Track
NOTE: It is normal for the gears to cut a light
track on the inlet side of the body bore and,
providing the depth of the track does not
exceed 0.004 in. (0.10 mm), the body is
reusable. Using an internal micrometer
measure the body at the bearing location and
then at the track position to assess the track
depth, see Figure 22.
Burrs at the edge of the gear track should be
removed with '0' grade emery paper.
4. Examine the gears for scored or worn side
faces or journals, damaged teeth, thread
or keyway and surface cracks. Slight
wear and scoring on the journals may be
erased by mounting between lathe
centres and polishing with '0' grade
emery paper lubricated with paraffin.
Lightly scored side faces maybe
renovated by sandwiching emery paper
between the gear face and a scrap
bearing and rotating the gear, Figure 23.
11 IR-6-1-23 11
Figure 23
Polishing Gear Faces
1. Gear
2. Emery Paper ·o· Grade
3. Scrap Bearing
IMPORTANT: Whilst servicing the drive
and driven gears, particular attention must be
paid to the following points:
(i) Gear widths of drive and driven gears
must be within 0.0002 in (0.005 mm) of
each other to ensure satisfactory pump
efficiency, see Figure 24.
(ii) Journals must be within 0.0005 in.
(0.013 mm) of each other, Figure 24.
(iii)Gear faces must be flat. This feature may
be checked by blueing a bearing face and
rotating against the gear. This check will
also reveal any sharp edges on the teeth.
5. · Inspect the cover for damage or cracks,
particularly adjacent to the ports, filter
connection and pump face. Ensure the
internal passages are clear.
19
- - - - - - - - - P A R T 6- POWER T A K E - O F F - - - - - - - - -
A A
IR-6-1-24. 11
Figure 24
Gear Pairing
A. Journals Paired within
0.0005 in (0.013 mm)
B. Gear Widths Paired within
0.0002 in (0.005 mm)
6. Check the external gears and housing for
damage, wear or cracks. Ensure the idler
gear runs freely on the shaft.
7. New seals and '0' rings should be
installed when servicing the pump.
In the event of components being unsuitable
for further use the advisable action is to clean
out the hydraulic system and renew the
complete pump unit. Worn components can,
in an emergency be replaced but the
following points must be noted:
• Under working conditions, hydraulic
pressure within the pump loads the gears
towards the inlet side of the body thereby
cutting the running track: If the bearings
or gear journals wear, the gears move over
thus deepening the track.
20
• If the running track is worn to or beyond
the limit for re-use, the installation of new
bearings will re-centre the gears and pre-
vent the tips of the teeth bottoming in the
track thereby resulting in pump
inefficiency.
RE-ASSEMBLY
Re-assembly of the transmission mounted
gear type pumps follows the disassembly
procedure in reverse.
IMPORTANT: If used bearings are to be
refitted, they should be installed in their
original positions. Inspection of the bearings
indicates two distinct features which may be
used to ensure correct location.
(i) A Y-shaped recess in the bearing face.
(ii) Relieved radii on one side of the bearing.
Assemble the bearings with the Y -shaped
recesses adjacent to the gear faces and the
relieved radii facing the outlet side of the
body, see Figure 25.
On re-assembly observe the following
requirements:
• Lubricate all parts with hydraulic oil.
• Coat all seals and '0' -rings with
petroleum jelly and ensure the pump
sealing rings are correctly positioned,
Figure 25. Ensure the sealing strips are
flush to 0.01 in. (0.25 mm) proud of the
bearing block on re-assembly.
----------------------CHAPTER1----------------------

• Coat the seal lip with grease

• If the pump is not to be re-used

immediately, the ports should be capped.

IR-6-1-25 · INSTALLATION
Figure 25
Position of Sealing Rings and Relationship Installation of the transm1ss1on mounted
of Bearings to Inlet Side of Body gear type pumps follows the removal pro-
cedure in reverse.
A. Inlet B. Outlet

1. Relieved Radius on Outlet Side of Pump

2. Pressure Loading Seal
3. Back Up Strip
4. Seal Back Up Ring
IMPORTANT: Prior to installation on the
5. Pressure Loading Strip tractor, introduce hydraulic oil into the
6. Back Up Strip suction port and rotate the gears by hand.

21
------------------PART6-POWERTAKE-OFF-----------------

22
 PART 6

POWER TAKE-OFF
Chapter 2
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 2
c. SPEC.IAL TOOLS 3

A. TROUBLE SHOOTING

IMPORTANT: Whenever effecting a repair The following table lists problems and their
the reason for the cause of the problem must possible causes with recommended remedial
be investigated and corrected to avoid repeat action.
failures.

PROBLEM POSSIBLE CAUSES REMEDY

P.T.O. will not 1. Low rear axle oil level Check level and top-up
engage with 2. Selector lever linkage broken Inspect and repair
load or stop 3. I.P.T.O. pump fails Pressure test pump
without load 4. Fracture of clutch feed tube Inspect and repair
5. Broken I.P.T.O. control valve Check valve operation, renew
components if necessary
6. Pressure regulating valve Check valve operation, renew
broken components if necessary
P.T.O. will not 1. I.P.T.O. clutch to support Inspect and renew rings
engage with sealing rings leak
load but shaft 2. I.P.T.O. control valve piston Inspect and renew components
stops without stuck or spring broken
load 3. I.P.T.O. clutch plates worn or Inspect and renew plates
teeth broken
4. I.P.T.O. clutch piston seals Inspect and renew seals
leaking
5. I.P.T.O. clutch piston or Inspect and renew components if
housing cracked necessary
6. Blocked I.P.T.O. oilways Inspect and repair

1
----------------PART6-POVVERTAKE-OFF----------------

PROBLEM POSSIBLE CAUSES REMEDY

P.T.O. 1. Selector lever linkage broken Inspect and repair
engages but 2. I.P.T.O. control valve stuck Check valve operation, renew
will not components if necessary
disengage 3. I.P.T.O. clutch return spring Inspect and renew spring
broken
4. Blocked I.P.T.O. oilways Inspect and repair
5. Seized or warped plates Inspect lubrication circuit
I.P.T.O. clutch 1. Brake pad or band worn or Inspect and repair
Brake fails to broken, band incorrectly
operate, shaft adjusted
rotates 2. Blocked I.P.T.O. oilways Inspect and repair
without load 3. Broken I.P.T.O. control valve Check valve operation, renew
and with components if necessary
clutch· 4. Brake piston seals leaking Inspect and renew
disengaged 5. Brake pressure oilways Inspect and repair
leaking

B. SPECIFICATIONS
P.T.O. SPEED 540 rev/min. @ 1850 engine rev/min.

SHIMS

LOCATION SIZE AVAILABLE

I.P.T.O. Pressure Regulating Valve 0.050 in. (Nominal) (1.20 mm)
I.P.T.O. Control Valve 0.015 in. (0.381 mm)
0.030 in. (0.762 mm)
I.P.T.O. Drive Shaft- 0.030 in. (0.762 mm)
(Refer to Chart Below for Shimming
Thickness

Shims to be Shims to be
Gap Measurement Gap Measurement
Installed Installed
0.006 in. (0.14 mm) 0.096 in. (2.42 mm)
0 3
0.035 in. (0.89 mm) 0.124 in. (3.17 mm)
0.036 in. (0.90 mm) 0.125 in. (3.18 mm)
1 4
0.065 in. (1.65 mm) 0.155 in. (3.94 mm)
0.066 in. (1.66 mm) 0.156 in. (3.95 mm)
2 5
0.095 in. (2.41 mm) 0.185 in. (4.70 mm)

2
-----------------------CHAPTER2-----------------------

I.P.T.O. SHAFT END PLAY

I.P.T.O. Drive Shaft End Play- 0.000- 0.025 in. (0.00- 0.630 mm)

I.P.T.O. Output Shaft Turning

Torque (Engine Stopped) - 0-2 lbf/ft (0- 3 Nm, 0-0.3 Mkg)

PRESSURE TESTING
Oil Temperature 140±6"F (60±3"C)

I.P.T.O. Pressure Regulating Valve-

(Clutch Disengaged)
At 2300 Engine rev/min. 220- 230 lbf/in 2 (15.2- 1 5.9 Bar 15.5- 16.2
(Oil Flow 1.5 gal/min. 1.8 U.S. kgf/cm 2 )
gal/min. 6.8 litres/min.)

At 1000-2300 Engine rev/min. 200- 230 lbf/in2 (13.8 -15.9 Bar 14.1 -16.2 kgf/cm2 )
(Oil Flow 0.6-1.5 gal/min.
0.75-1.80 U.S. gal/min.
2.8- 6.8 litres/min.)

I.P.T.O. Control Valve- (Clutch Engaged)

At 1300 Engine rev/min. 220-240 lbf/in2 (15.2 -16.5 Bar 15.5-16.9 kgf/cm2 )
(Oil Flow 0.8 gal/min. 1.0 U.S.
gal/min. 3.8 litres/min.)

TORQUE SPECIFICATIONS

lbf/ft Nm Mkg
Control Valve Spigot Bolt 33 45 4.6
Control Valve Retaining Bolt 33 45 4.6
Clutch Brake Plate Retainin,g Bolts 50 68 6.9
Tube Connections 9 12 1.2
Pump Port to Brake Pressure Regulating Valve
Connector 25 35 3.6
I.P.T.O. Valve Dump Tube Clamp Bolt 6 8 0.8
Tube Adaptors in I.P.T.O. Clutch Support 10 14 1.4
Selector Lever Retaining Bolt 37 50 5.1
Rear Cover Retaining Bolts 50 68 6.9

3
- - - - - - - - - P A R T 6- POWER T A K E - O F F - - - - - - - - -

C. SPECIAL TOOLS

DESCRIPTION CHURCHILL TOOL No. NUDAY TOOL No.

Ratchett P61 9162
Step Plate Adaptors 630S 9210
Bushing Kit 818 9514
Adaptor 924 9537
Puller Legs 9308 9521
Puller Legs 930E 9207
Puller 938 9506
Puller 943 9507
Slide Hammer 943S 9567
Pulling Attachment 951 9190
Pulling Attachment 952 9526
Puller 1002 9198
Puller 1003 9516
Pressure Gauge FT.4096 7284
Adaptor FT.4096-1 4646
Test Pipe/ Adaptor FT.4097 1221
Pressure Gauge FT.4100 0074
Pressure Pipe FT.4100-1 1552
Adaptor FT.4100-2 4657
Compressor FT.4101 1312
Test Hose and Connector T.8503-4 -
Consists of: Adaptor - 0835
Adaptor - 1384
Adaptor - 1389
Hose - 1392

4
 PART7
STEERING AND FRONT AXLE

Chapter 1
STEERING

Section Page
A. STEERING- DESCRIPTION AND OPERATION 1
B. HYDROSTATIC STEERING MOTOR- OVERHAUL 8
c. POWER STEERING PUMP AND RESERVOIR- OVERHAUL 23
D. POWER STEERING SYSTEM PRESSURE TESTING 26
E. RESERVOIR FILTER AND HYDRAULIC TUBES 28
F. BLEEDING THE STEERING SYSTEM 29

Chapter2
TWO WHEEL DRIVE FRONT AXLE

Section Page
A. FRONT AXLE- DESCRIPTION
B. TOE-IN-ADJUSTMENT 2
C. FRONTWHEELHUBANDSPINDLE-OVERHAUL 3
D. STEERING CYLINDER AND TRACK CONTROL ROD- OVERHAUL 7
E. FRONT AXLE- OVERHAUL 12

(i)
 Chapter 3
FOUR WHEEL DRIVE FRONT AXLE ASSEMBLY

Section Page
A. FOUR WHEEL DRIVE FRONT AXLE- DESCRIPTION AND
OPERATION
B. PLANETARY REDUCTION ASSEMBLY AND WHEEL HUBS-
OVERHAUL 3
c. AXLE SHAFT- OVERHAUL 10
D. STEERING SWIVEL PIN BEARINGS- OVERHAUL 14
E. STEERING CYLINDER AND TRACK RODS- OVERHAUL 19
F. FRONT AXLE- REMOVAL AND INSTALLATION 23
G. DIFFERENTIAL CROWN WHEEL AND PINION ASSEMBLY-
OVERHAUL 26
H. DRIVE SHAFT- OVERHAUL 36

Chapter4
TRANSFER GEAR ASSEMBLY

Section Page
A. TRANSMISSION GEAR ASSEMBLY- DESCRIPTION
AND OPERATION 1
B. TRANSMISSION GEAR ASSEMBLY- OVERHAUL 3
c. TRANSFER GEAR OPERATING CABLE-ADJUSTMENTS 15

Chapter 5
TROUBLE SHOOTING SPECIFICATIONS AND
SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING- STEERING 1
B. SPECIFICATIONS- STEERING 3
c. SPECIFICATIONS- TWO WHEEL DRIVE
FRONT AXLE 4
D. SPECIFICATIONS- FRONT WHEEL DRIVE AXLE
AND TRANSFER GEAR ASSEMBLY 5
E. SPECIAL TOOLS 9

(ii)
 PART7
STEERING AND FRONT AXLE
Chapter 1
STEERING
Section
A. STEERING- DESCRIPTION AND OPERATION
B. HYDROSTATIC STEERING MOTOR- OVERHAUL
c. POWER STEERING PUMP AND RESERVOIR- OVERHAUL
D. POWER STEERING SYSTEM PRESSURE TESTING
E. RESERVOIR FILTER AND HYDRAULIC TUBES
F. BLEEDING THE STEERING SYSTEM
A. STEERING- DESCRIPTION AND OPERATION
DESCRIPTION
The Ford 455C, 555C and 655C steering
system is a hydraulic power assisted
hydrostatic system. The major components
are shown in Figure 1. The Components are
serviced separately and consist of steering
column shaft, a steering motor, a power
steering pump, steering cylinder, a front axle
assembly, and the hoses and tubes required
to connect the system.
The system is "closed" that is, the hydraulic
oil is stored in the power steering oil
reservoir, is pumped through the steering
system, and returned to the reservoir. The
reservoir and the power steering pump are an
integral unit.
1
Page
1
8
23
26
28
29
STEERING COLUMN SHAFT
The steering wheel is secured to the steering
column shaft which is protected by a steel
outer tube. The lower end of the shaft is
coupled to the power steering motor input
shaft by a coupler and two pins. Two spring
wire retaining rings located around the
circumference of the shaft coupler hold the
pins in position.
The power steering motor and steering
column assembly are bolted to the power
steering motor support by 4 bolts.
- - - - - - - P A R T 7-STEERING AND FRONT A X L E - - - - - - -

0----------..]

Figure 1
Steering System General Layout

1. Steering Column 6. Steering Pump and Reservoir

2. Return to Reservoir Tube 7. Supply Pressure Tube
3. Steering Tube Connections 8. Steering Motor
4. Steering Cylinder Supply and Return Tubes 9. Steering Motor Support
5. Steering Cylinder

2
----------------------CHAPTER1----------------------•

Figure 2 Figure 3
Steering Pump and Reservoir Installation Steering Motor Assembly

1. Reservoir 1. Drive Link 5. Outer Tube

2. Inlet Tube- Low Pressure 2. Input Shaft 6. Top Cover
3. Outlet Tube - Pressurised 3. Coupling 7. Linear Control Valve
4. Breather 4. Steering Column 8. Metering Valve
Shaft

POWER STEERING PUMP AND event of pump failure the wheels can be
RESERVOIR turned manually with the metering unit
functioning as a hydraulic pump.
The integral power steering pump and
reservoir, Figure 2 are mounted on the engine
Port identification on the motor is cast in
front cover plate on the left hand side of the
raised letters on the valve housing. The
engine. The pump and reservoir are
pressure port is identified 'IN' the return port
connected to the steering motor by two
'OUT the right turn port 'RT and the left turn
tubes.
port 'LT.

The gear type pump is driven anti clock-wise

by the camshaft gear. The pump driven gear
is half the diameter of the camshaft drive
gear, thus the pump is driven at engine
speed. Pump output is 3.0 Imp. Gal. per
minute (3.6 U.S. Gal. per minute) (13.65
litres per minute) at 1000 rev/min and a
pump delivery pressure of 1525 lbf/in 2 (1 05
bar).
STEERING MOTOR
The hydrostatic steering motor, Figure 3
utilises a linear control valve to control the
direction of the steered wheels and a
metering unit to control the rate of turn. In the
CONTROL VALVE SECTION
The control valve section, Figure 4, directs
the hydraulic oil to and from the metering
unit and steering cylinder, and regulates the
pressure of the oil flowing to the steering
cylinder. The lower end of the input shaft is
bored to receive the top of the torsion bar.
The torsion bar is pinned to the input shaft,
extends through the spool and is linked with
the drive link in the metering system. The
drive link is splined to and turns the rotor in
the stator assembly. Thus, the torsion bar is
the principal link between the input shaft and
the metering system.

3
- - - - - - - P A R T 7-STEERING AND FRONT AXLE - - - - - - - •

Figure 4 Figure 5
Steering Motor Control Valve Section Steering Motor Metering Section

1. Drive Ring 6. Steering Motor 1. Spacer 5. Commutator Ring

2. Torsion Bar Housing 2. Drive Link 6. Manifold
3. Retaining Ring 7. Spool 3. Commutator 7. Rotor and Stator
4. Input Shaft 8. Actuating Ball 4. End Cover Assembly
5. Pin 9. Spacer

The lower end of the input shaft is splined to METERING SYSTEM

engage and drive the drive ring. The drive
ring is externally splined to engage and drive
the spool. The drive ring splines are wider
than the input shaft splines allowing a
predetermined amount of free play. This
provides a mechanical link between the shaft
and spool for manual steering in event of
pump failure, and limits the amount of twist
on the torsion bar.
The metering system, Figure 5, meters oil to
the steering cylinders, thus maintaining the
relationship between the steering wheel and
the steered front wheels. In addition, the
metering system acts as a manually operated
hydraulic pump in the event of power steer-
ing pump failure.

A helical groove is machined in the side of
the input shaft. The actuating ball is held
captive between the helical groove and a
pocket inside the spool.
When the steering wheel is turned, the tor-
sion bar twists and the spool is moved up or
down, uncovering oil ports leading to the
metering system.
The metering element consists of an orbiting
rotor and a fixed stator which are serviced as
a matched set. The rotor has six lobes and the
stator has seven cavities. When the rotor is
moving, (driven by the drive link) oil is
always flowing out of three cavities and
flowing into three cavities. One cavity is
inactive as it changes from one of
discharging oil to one of admitting oil. The
commutator rotates at orbit speed with the
rotor, by means of the drive link and channels
the oil to and from the metering element and
the valve section.

4
------------------------cHAPTER1------------------------

IR?-1-06 11
Figure 6
Steering Motor Oil Flow - Neutral

~ Supply Pressure (From Pump) ~ Return

c:::J Static Oil

1. Pump Feed 3. Cylinder Feed Right Turn

2. Cy linder Feed (Left Turn) 4. Return to Reservoir

In operation, when the steering wheel is Oil from the retracting cylinder flows into the
turned, the turning force is transmitted valve section and is channelled to the return
through the input shaft torsion bar and drive port and flows back to the hydraulic system
link to the metering element rotor. All of these reservoir.
components and the valve spool, tend to
rotate together. However, static oil in the
cylinder circuits tends to resist the movement
of the rotor. As the input shaft is turned
further, and with the rotor, drive link and
spool held stationary by the static oil, the
torsion bar is deflected. At the same time, the
actuating ball, held between the spool and
the helical groove in the input shaft is forced
to follow the groove and causes the spool to
move axially.
When the desired turn is established, and
there is no longer an input force at the
steering wheel, the torsion bar returns to its
When the spool is moved axially, fluid chan - original position, at the same time rotating
nels are selected to driect oil to and from the the valve spool and causing·the actuating
steering cylinders. Pressure oil flows from the ball to act against the helical groove in the
valve section, through the metering section, input shaft and move the spool back to the
back to the valve section and to the steering neutral position closing the channels to the
cylinder to be actuated. steering cylinders.

5
- - - - - - - P A R T 7- STEERING AND FRONT A X L E - - - - - - -

IR?- 1-07 11
Figure 7
Steering Motor Oil Flow - Right Turn

Supply Pressure ( From Pump) D Metered Oil flow to cylinder

- Return to Reservoi r

1. Pump Feed 3. Cylinder Feed Right Turn

2. Cylinder Feed (Left Turn) 4. Return to Reservoir

In a right turn, Figure 7, the oil is directed to
the metering section through two ports in the
base of the valve housing. The oil enters a
space between the retaining bolt and bolt
holes where it flows to the commutator and is
directed through ports in the manifold to the
rotor in the metering element. The seven
ports in the manifold index with the seven
cavities in the metering stator. The commuta-
tor is so designed that as it rotates it is always
channeling oil to the inlet side of the
metering element and away from the outlet
side. As the rotor turns and beg ins to mesh
with the stator, the oil is forced out and
through ports in the manifold and back to the
commutator. The oil is now directed to the
centre of the metering section then up past
the drive link to the centre of the spool. Ports
in the spool are aligned with t he right turn
circuit in the valve housing and the oil flows
to the right turn port and to the steering
cylinder.
In a left turn the oil flows in the opposite
direction. The metering element and the
commutator now turn in the opposite direc -
tion and the inlet and outlet sides are
reversed . The oil enters the centre of the
spool through the ports and flows down past
the drive link and rotor. The revolving rotor
forces the measured amount of oil back
down to the commutator, which itself has
now moved. The commutator now directs
the oil up the retaining bolt holes to the spool
and from the spool to the steering cylinder.

6
------------------------CHAPTER1 . . . . . . . . . . . . . . . . . . . . . .. .
Figure 8
Steering Cylinder
1. Cylinder Port
2. Cylinder Barrel
3. Piston
Flow through the metering rotor assembly
causes rotation of the rotor which is keyed to
the spool by the drive link. Rotation of the
spool causes the spool to react against a helix
and thus move back toward neutral.
The rotation of the metering rotor provides a
feed back that senses the amount of steering
cylinder movement and matches it to the
original displacement of the spool by the
steering wheel.
HOSES. TUBES AND STEERING
CYLINDERS
Oil flows, under pressure, from the power
steering motor tR.rough the hoses and tubes
to the steering cylinder.
Two types of steering cylinder are fitted
dependant on whether a two or four wheel
drive front axle has been installed.
7
11
4. Cylinder Rod
5. Cylinder Port
On two wheel drive axles the cylinder is
housed within the centre of the axle and on
four wheel drive units the cylinder is
anchored on the left hand side of the axle.
The principal of operation for both cylinders
is the same as follows.
Metered Oil is directed from the steering
motor outlet ports to either the right or left
hand turn port on the steering cylinder.
The metered oil enters the cylinder and exerts
pressure on the piston which, on two wheel
drive Units, is centrally mounted on the
cylinder rod, Figure 8. The exhaust oil on
the opposite side of the piston returns to the
steering motor allowing the piston to move in
direct relationship to the degree of turn on
the steering wheel.
For overhaul of the cylinders refer to the
appropriate Chapters in this Part covering
Two and Four Wheel Drive front Axle
assemblies.
- - - - - - - P A R T 7-STEERING AND FRONT A X L E - - - - - - -

B. HYDROSTATIC STEERING MOTOR- OVERHAUL

Figure 9 Figure 10
Lower Console Reversing Lever and Steering Console

1. Attaching Screws 1. Turn Signal Switch (where fitted)

2. Lower Console 2. Hexagon Socket Screw
3. Steering Console Panel
4. Power Reversing Lever

REMOVAL 4. Remove the two hexagon socket screws

securing the power reversing lever to the
1. Disconnect the battery ground cable at steering column. Figure 10. Ease the
the battery. lever away from the column.

5. Remove the steering console panel

screws and carefully slide the panel up
the steering column. This will provide
access to the power reversing and turn
2. Remove the lower console cover, signal switch harness connectors. Dis-
Figure 9. connect the connectors, identify the
location of the steering console indicator
lights and remove the panel from the
steering column.

6. Loosen the steering column shroud

3. Remove the steering wheel cap and nut. clamp, Figure 11 and slide the shroud up
Then lift the steering wheel from the the steering column until the coupling is
steering column. exposed.

8
----------------------CHAPTER1----------------------•

Figure 11
Steering Column

1. Steering Column Shroud 4. Coupling Pins 8. Steering Column Shroud

Bushing and Seal 5. Steering Motor Securing Bolt Clamp
2. Steering Wheel Retaining Nut 6. Steering Motor 9. Coupling Pin Retainer
and Washer 7. Steering Motor Support 10. Steering Column Shroud
3. Steering Column

7. Remove the pin retainer and pin, Figure

11, then remove the steering column
from the steering motor.

8. Clean the steering tube connections,

Figure 12.

9. With a suitable container positioned to Figure 12

catch escaping steering oil, mark and Hydrostatic Steering Tubes
separate the steering tubes at the point of
1. Steering Tubes
entry through the cab fire wall. Cap and 2. Steering Tube Connections
seal the tubes using suitable plugs. 3. Fire Wall

9
- - - - - - - PART 7-STEERING AND FRONT AXLE - - - - - - - •

10. Remove the motor mounting bolts and

lower the motor from the mounting
flange.

11. Identify and detach each of the power

steering tubes from the motor, Figure 13.

IR-7-1-12 0
DISASSEMBLY
Figure 13
Steering Motor and Tubes
Refer to Figure 14 for identification of parts
during disassembly and assembly.
• If the spool or housing must be replaced,
replace the complete motor.

Cleanliness in servicing the power steering

system is imperative. If it is necessary to
disassemble any of the units, ensure a clean
work bench or table is used.

• If the commutator or commutator ring

must be replaced, replace both as a
Plug the four port holes and clean the matched set.
exterior of the motor thoroughly. Then
remove the pi ugs.

When disassembled, parts should be cleaned

only in clear-clean petroleum base solvent
• If the rotor or stator must be replaced,
and blown dry with clean air. Other solvents
replace the complete metering element.
may cause deterioration of rubber seals.
Avoid wiping parts with cloth and never
steam clean hydraulic steering assemblies.

NOTE: The spool and housing, the commu-

tator and commutator ring and the rotor and • If the pin in the end cover or the end cover
stator are selectively fitted and must be must be replaced, replace both the pin
serviced as follows: and end cover assembly.

10
------------------------CHAPTER1-----------------------

Figure 14
Steering Motor

1. Thrust Washer 18. Valve Spool

2. Circlip 19. Torsion Bar
3. Shims 20. Spacer
4. Spacer 21. End Cover
5. Pin 22. Wear Washer
6. Input Shaft 23. Rotor Seal
7. Drive Ring 24. Seal Retainer
8. Dust Seal 25. Commutator
9. Circlip 26. Commutator Ring
10. Stepped Washer 27. Manifold
11. Seal 28. Metering Element
12. Upper Cover Assembly 29. Spring Washer
13. Seal 30. Drive Link
14. Spool Spring 31. Spacer
15. Steel Ball 32. Thrust Washer
16. Housing 33. Valve Thrust Bearing
17. Plug and "0" Ring (2 off)

11
- - - - - - - P A R T 7-STEERING AND FRONT AXLE - - - - - - - •

Figure 15 Figure 16
Supporting Steering Motor Steering Motor Metering Element

1. Fitting 1. Metering Element

2. Vice 2. Spacer

1. Insert an 0-ring tube fitting, with a tube
nut or fitting cap attached, into one of the
four threaded ports in the housing.
Clamp the fitting in a vice with the seven
end cover bolts upright. Figure 15.
4. Tap the seal retainer sideways with a soft
headed hammer to remove the rotor seal
retainer from the valve body. Discard the
rotor seal.

2. Withdraw the seven special bolts from 5. If they are not stuck to the end cover, lift
the end cover. the wear washer and commutator from
the manifold.

NOTE: To ensure protection of the ground

and lapped faces of the components, take
care in the following steps to avoid
6. Slide and lift the commutator ring from
scratching or nicking the finished surfaces.
the manifold.

3. Tap the end cover sideways with a soft

headed hammer to loosen the seal and
retainer. Lift the end cover from the unit. NOTE: Handle the fragile commutator ring
with great care.

NOTE: The wear washer and commutator

may be stuck to the end cover by a film of oil.
Do not attempt to remove the pin which is a 7. Slide and lift the manifold from the
press fit in the cover and is not serviceable. metering element.

12
------------------------CHAPTER1----------------------•

0
Figure 17 Figure 18
Metering Element Steering Motor Input Shaft

1. Rotor 3. Drive Link 1. Alignment Marks

2. Spacer 4. Stator

8. Grasp the spacer then slide and lift the
metering element, spacer and drive link
as an assembly, from the valve housing,
Figure 16.
1 0. Reverse the unit in the vice with the input
shaft in a vertical position. To facilitate
re-assembly, use a centre punch to mark
the upper cover assembly and the port
face of the housing, Figure 18.

11. Remove the four special cap screws with

9. Separate the drive link by sliding the a •j,. inch 12-point socket.
metering element on the spacer and
allowing the drive link teeth to clear the
spacer hole. Remove the drive link and
separate the metering element from the
12. Grasp the input shaft and, with a smooth
spacer. Use extreme caution to stop the
upward motion, remove the input shaft,
vanes and springs from falling out. When
upper cover and spool assembly from the
handling the metering element, pressure
valve body.
should be applied to the rotor by gripping
the metering element between the
fingers and pressing the rotor into con-
tact with the stator, Figure 17.
NOTE: Do not apply side forces to the spool
which will cause binding of the closely fitted
assembly. Never use excessive force to
remove the spool from the body.
NOTE: The rotor and stator must be kept in a
matched set. Protect against damage to the
side faces. 1 3. Remove and discard the seal.

13
- - - - - - - • PART 7-STEERING AND FRONT AXLE --~~~~~~----•
Figure 19
Steering Motor Input Shaft and Spool
1. Spool
2. Input Shaft
14. Remove the upper cover with the shaft
seal intact.
15. Remove the shims from either the upper
cover cavity or from the thrust washer
face. To aid re-assembly, record the
number of shims.
16. Remove the upper cover dirt seal. Extract
the circlip and remove and discard the
stepped washer and seal.
17. Remove the circlip, thrust washer, thrust
bearing, thrust washer, spring washer
and spacer from the input shaft.
18. Use a punch 0.12 in (3 mm) maximum
diameter and 0.63 (16 mm) minimum
length; to remove the torsion bar
retaining pin. Place the input shaft on a
block of wood and use light hammer
blows to remove the pin, Figure 19.
14
0
Figure 20
Torsion Bar and Spool
1. Spool 3. Spacer
2. Torsion Bar
19. Invert the spool assembly and allow the
torsion bar and spacer to fall free Figure
20. Do not remove the pin from the end of
the torsion bar.
20. Place the end of the spool on a flat
surface and rotate the input shaft full left
and full right until the drive ring falls free,
Figure 21.
21 . Keep the spool assembly in the same
position and rotate the input shaft in a
clockwise direction until the steel ball
disengages from the helical groove in the
input shaft. Lift out the input shaft.
IMPORTANT: Take care not to loose the
steel ball which may fall free.
----------------------CHAPTER1----------------------•

• Valve spool edges.

• Valve spool splines.

• Input shaft seal area. Check for rust,

pitting and excessive wear. Acceptable
light circumferential polishing due to seal
contact may be observed.
IR-7-1-20 ·

Figure 21
Drive Ring Removal

1. Spool
2. Drive Ring • Input shaft helical groove. Note the con-
tact pattern created by the actuator ball.
The surface should be free from pits,
22. Do not remove the. ball retainer spring chipping or surface breakdown.
unless replacement is required. If the
spring has to be removed, grasp the
flattened end with pliers and lift over the
shoulder on the spool. Continue to pull
and remove the retainer' spring. A screw-
• Thrust bearing and thrust washers.
driver may be used to pry the spring over
Inspect for pitting of the rollers and faces
the shoulder of the spool. Take care to
of the thrust washers.
avoid scratching or nicking the spool
outside diameter edges.

• Drive link pin slot. The width of the slot

must not vary more than 0.001 in
INSPECTION AND REPAIR (0.025 mm) along the entire length.

1. Inspect and replace all damaged or worn

parts. The following finished surfaces
should be inspected for abnormal wear,
scoring or damage.
• Drive link teeth.

• Housing bore and ends.

• Valve spool outside diameter. Some • Torsion bar and pin assembly. The
acceptable burnishing due to use may be diameter of the pin should not vary more
observed. than 0.001 in (0.025 mm).

15
- - - - - - - • PART 7-STEERING AND FRONT AXLE - - - - - - - •

IR?-1-21 0

Figure 22 Figure 23
Metering Element Rotor to Stator Check

1. Rotor 3. Vane Spring 1. Rotor 3. Feeler Gauge

2. Stator 4. Vane 2. Stator

2. The following parts may show a normal
polish pattern due to the rotor action and
the circular motion of the commutator.
The sides of these components are
ground and lapped and should be free
from nicks, burrs and scoring.
• Spacer.
• Manifold.
• Rotor.
3. Handle the metering element with great
care to avoid nicks and scratches. It is
recommended that the rotor, stator vanes
and springs be checked whilst assem-
bled. To inspect the metering element,
place the assembly face down on the
lapped face of the end cover and check
for freedom of rotor rotation within the
stator. The action of the spring loaded
vanes may be observed during rotation.
The vanes should move freely in their
slots without binding, Figure 22. Use a
feeler gauge to check the rotor to stator
clearance as shown in Figure 23. If the
clearance is more than 0.006 in (0.15
mm) the metering element must be
replaced.

• End cover and pin assembly.

• Commutator.
4. Carefully separate the metering element
components and measure the thickness
NOTE: The difference in thickness between of the rotor and the stator. The difference
the commutator and the commutator ring between the rotor and the stator must not
must not exceed 0.0015 in (0.038 mm). exceed 0.002 in (0.05 mm).

16
-----------------------CHAPTER1------------------------

5. The rotor internal splines should not

show abnormal wear or damage.

RE-ASSEMBLY

IMPORTANT: Before starting re-assembly,

clean all parts with a petroleum base solvent
and air dry. Unless otherwise stated, DO NOT
oil parts before assembly.

1. Re-clamp the valve body in the vice by Figure 24

means of the hose fitting. Using Torsion Bar as a Gauge

1. Spool 3. Thrust Washer

2. Torsion Bar

2. Assemble the small thrust washer, thrust

bearing, large thrust washer and circlip 7. Place the input shaft and spool assembly
on the input shaft. in a vertical position with the shaft end on
a flat surface.

3. If the actuating ball retaining spring has

been removed, install a new retaining
spring.

8. Insert the drive ring into the spool end by

4. Hold the spool in a horizontal position
and insert the steel ball into the ball seat
located inside the spool.
5. Assemble the spring washer over the
thrust washer and thrust bearing. fnsert
the input shaft into the spool and engage
the helix and ball with a counter clock-
wise motion.
aligning an internal space on the drive
ring with a tooth on the input shaft spline
and allow the drive ring to drop to the
limit of travel. If the drive ring does not
engage the input shaft spline, a slight
rotation of the input shaft will allow the
drive ring to become fully engaged.
Remove the torsion bar.

6. Using the mid-section of the torsion bar

as a gauge, insert the gauge between the 9. Install the spacer over the torsion bar and
spool end and the thrust washer, pin assembly and insert the assembly into
Figure 24. the spool end.

17
- - - - - - - P A R T 7-STEERING AND FRONT AXLE - - - - - - - •
IR-7-1-24 0
Figure 25
Pressing Pin Into Input Shaft
1. Press Arbor
2. Input Shaft
10. Align the cross-hole in the torsion bar
with the cross-hole in the input shaft and
insert the 0.12 in (3 mm) diameter pin
punch to maintain alignment.
11. Insert the pin into the cross-hole in the
input shaft and, whilst retracting the pin
punch, engage the pin in the torsion bar
cross- hole.
12. Press the pin flush with the outside
diameter of the input shaft, Figure 25.
With a few light taps on the 0.12 in
(3 mm) diameter pin punch, drive the pin
approximately 0.03 in (0.8 mm) below
the input shaft outside diameter.
18
13. Slip the spacer over the spool ensuring
that the stepped internal end of the
spacer abuts the spring washer. Place the
spool assembly into the motor housing.
NOTE: Avoid applying side forces to the
spool which would cause binding of the
closely fitted assembly.
14. If neither the input shaft nor the upper
cover are replaced, the original shims
may be re-used. If the shims are
damaged, replace with shims of the same
thickness.
Place the shims on top of the thrust
washer.
Coat the '0' ring seal with clean grease
and place in the upper cover counter-
bore. Assemble the upper cover to the
input shaft and rotate to align the
punch marks previously made during
disassembly.
NOTE: If a new upper cover is used then no
angular alignment is required. However, the
upper cover and housing must be aligned
axially.
. . . . . . . . . . . . . . . . . . . . . ._CHAPTER1 . . . . . . . . . . . . . . . . . . . . . .. .

Figure 26 Figure 27
Upper Cover Installation Shimming on Final Assembly

1. Upper Cover 1. Drive Link 3. Straight Edge

2. Hose Clamp 2. Feeler Gauge 4. Spool

15. Install the upper cover screws finger (d) Remove the drive link then align the drive
tight. Use a pilot ring, or a worm drive link slot to engage the torsion bar pin and
type hose clamp tightened around the fully insert the drive link.
upper cover flange and the body pilot
diameter, to achieve the required align-
ment, Figure 26. Tighten the screws to
the correct torque, see 'Specifications' -
Chapter 5.
NOTE: To achieve engagement, the spool
may have to turn slightly relative to the body.
NOTE: If either the input shaft or upper cover
or both have been replaced, the following
procedure for shimming must be used.

(e) Using a feeler gauge and straight edge

(a) Reassemble as above, using the required
measure the relationship of the spool end
new parts and shims of same thickness as
to the housing. The spool must be flush
previously removed.
to no more than 0.0025 in. (0.064 mm),
above the face of the housing Figure 27.

(b) Revolve the unit in the vice so the input

shaft is pointing downwards.

(c) Pull the input shaft down and prevent
rotation then engage the drive link
splines in the spool. Rotate the shaft until
the spool is flush with the end of the
housing.
(f) If the spool end is not within the
specifications, add or remove shims in
the upper cover according to the shim
sizes available, see 'Specifications' -
Chapter 5.

19
- - - - - - - P A R T 7-STEERING AND FRONT A X L E - - - - - - -

Figure 28 Figure 29
Spacer Installation Metering Element Installation

1. Assembly Posts 1. Rotor 3. Drive Link

2. Spacer 2. Stator

16. With the drive link installed, assemble
two assembly posts into the housing as
shown in Figure 28. These assembly
posts can be made by cutting the heads
off two bolts similar to the special end
cover bolts.
19. Install the manifold over the assembly
posts and onto the metering element.
Ensure the circular slot side of the
manifold faces upwards, Figure 30.

17. Assemble the spacer plate over the

assembly posts and onto the housing
with the plain side up.

18. Install the geroter (metering element)

over the assembly posts and drive link
splines, Figure 29.

Figure 30
IMPORTANT: All vane springs must be Manifold Installation
down in their slots with no part of any spring
protruding from either side of the metering 1. Assembly Posts
element. 2. Manifold

20
----------------------CHAPTER1----------------------

0
Figure 31 Figure 32
Commutator Ring Commutator Installation

1. Slot 1. Commutator Ring

2. Manifold 2. Commutator

20. Install the commutator ring over the 23. Apply a few drops of hydraulic oil on the
assembly posts and onto the manifold. commutator and manifold.
Ensure the slot side of the ring faces the
manifold, Figure 31.

21. With the counterbore side of the

24. Apply a small amount of clean grease to
commutator upwards, assemble the
the washer. Install the washer over the
commutator into the commutator ring
pin in the end cover. The grease should
with the slotted hole in the commutator
hold the washer to the end cover.
engaging the nose on the drive link. Align
the commutator outside diameter
concentric with the inside diameter of the
commutator ring, Figure 32.

25. Assemble the end cover, with the washer

22. Install the rotor seal and seal retainer over attached, over the assembly posts and
the metering element allowing the seal onto the steering motor ensuring that the
and retainer to rest on the housing pin is engaged in the centre hole of the
assembly. commutator.

21
- - - - - - - • PART 7-STEERING AND FRONT AXLE - - - - - - - •
1 input shaft upwards. Cover the end of the
5 4
Figure 33
Steering Motor End Cover Bolt
Tightening Sequence
26. Install five of the special bolts finger tight.
Remove the two assembly posts and
assemble the two special bolts finger
tight.
IMPORTANT: Finish tightening the seven
special bolts according to the following
procedure. Do not over-tighten as
irrepairable damage will occur.
(a) Tighten all seven bolts to 2-3 lbf.ft
(2. 7-3.6 Nm) (0.3- 0.4 Mkg) in the
sequence shown in Figure 33.
(b) Tighten all seven bolts to 17 lbf.ft
(23 Nm) (2.3 Mkg), in the sequence
shown in Figure 33.
(c) Check that the unit will rotate when a
torque of no more than 100 lbf.in
(11 Nm) (1.2 Mkg) is applied to the
input shaft.
22
27. Re-locate the unit in the vice with the
input shaft with tape to protect the new
seal from sharp edges. Apply clean
grease to a new seal and gently assemble
with the lip facing inwards.
28. Install the stepped washer flat side up
and retain in position with the circlip.
Ensure the rounded edge of the circlip
faces inwards.
29. Install a new dirt seal into the upper cover
counterbore.
30. If the un1t IS to be stored, plug the
cylinder ports and fill the inlet port with
clean oil. Rotate the input shaft until oil
appears at the outlet port.
31. Plug the inlet and outlet port holes to
prevent the entry of dirt.
INSTALLATION
Installation of the steering motor assembly
follows the removal procedure in reverse. On
installation observe the following
requirements:
• Tighten all nuts, bolts and connections to
the correct torques, see 'Specifications'-
Chapter 5.
• Fill the power steering reservoir with the
correct grade of oil, see 'specifications'-
Chapter 5 and purge the air from the
system as described in Section F
"BLEEDING THE STEERING SYSTEM".
----------------------cHAPTER1----------------------

C. POWER STEERING PUMP AND RESERVOIR- OVERHAUL

DISASSEMBLY

Refer to Figure 35 for Component

Identity.

1. Remove the reservoir retaining bolt and

pull off the reservoir casing. Discard the
large ·o· ring seal and filter element.

2. Straighten the tab on the lockwasher

locating the drive gear retaining nut.
Remove the nut, lockwasher and drive
gear.

Figure 34
Steering Pump and Reservoir Installation
3. Remove the key from the drive gear shaft.

1. Reservoir Filler Cap

2. Inlet Tube- Low Pressure
3. Outlet Tube- Pressurised 4. Withdraw the pressure relief valve from
4. Breather the pump body.

REMOVAL
5. Remove the four bolts and separate the
1 . Support a suitable container under the pump end cover and pump flange from
pump and reservoir assembly. the pump body.

6. Noting their pos1t1ons relative to the

2. Disconnect the pump pressure and return pump body for re-assembly, remove the
tube and allow the oil to drain. Refer to bearing blocks and pump gears.
Figure 34.

7. Remove the snap ring retaining the drive

3. Plug the disconnected tubes and ports to shaft oil seal in the pump flange and
prevent the entry of dirt. extract the oil seal.

4. Extract the bolts retaining the pump in

the timing gear casing. INSPECTION AND REPAIR

1. Clean all parts in a suitable solvent and air

dry. Lightly oil machine surfaces. Keep
5. Remove the pump from the Unit and disassembled parts in position to facili-
drain the remaining oil from the reservoir. tate assembly.

23
- - - - - - - • PART 7-STEERING AND FRONT AXLE - - - - - - - •

Figure 35
Steering Pump and Reservoir

1. Bearing Block 7. Relief Valve Assembly 13. Drive Shaft Oil Seal
2. Pump Gear Set 8. Pump End Cover 14. Pump Flange
3. Reservoir Filler Cap 9. '0' Ring Seal 15. Bearing Block
4. Breather Assembly 10. Drive Gear Retaining Nut 16. Pump Body
5. Reservoir 11 . Pump Drive Gear 17. Reservoir '0' Ring Seal
6. Filter 12. Circlip

2. Examine the pump body and gears for
wear or damage.
The wear track on the inlet side of the
pump body interior should be free from
scoring and no deeper than 0.0025 in.
(0.064 mm) Figure 36.
0.001 in. (0.025 mm). Shaft journals can
be polished lightly with "0" grade emery
paper-and paraffin (kerosene) to remove
we~r marks: Gear faces may be polished
by,:sandwiching the emery paper bet-
ween the gear face and a scrap bearing
block, then rotating the gear.

The pump body and gears are not

The pump gears should not be scored or supplied for service, if they are
pitted. Run-out across the gear face to excessively worn a complete
the tooth edge should not exceed replacement pump must be installed.

24
------------------------cHAPTER1------------------------

L B

IR-7-1-37 0
Figure 36 Figure 37
Gear Track in Body Steering Pump Pressure Relief Valve

A. Inlet Side 1. Valve Head 5. Valve Seat

B. Outlet Side 2. Shims 6. '0' Ring
C. Bore Diameter 3. Pins 7. Valve
D. Depth of Gear Track 4. Seal 8. Spring

3. Inspect the bearil)g blocks for signs of • Apply grease to specification

seizure or scoring. Light scoring on the ESN M1 C137- B to the drive shaft oil seal
sides can be removed by careful lapping and the pump body bolt ·o·
ring seals.
on a surface plate using ·o·
grade emery
paper and paraffin (kerosene), ensure
such _parts are thoroughly washed and
dried prior to re-assembly. Should the
wear be excessive install new bearing
blocks. • Ensure correct installation of the bearing
blocks and seals.
4. Use the soft jaws of a vice to grip the
seat of the pump pressure relief valve
then unscrew the head and body. Check
the components for wear or swart
contamination, Figure 37.
• Tighten the four through bolts evenly and
to the correct torque, see 'Specifications'
-Chapter 5.
RE-ASSEMBLY
Re-assembly of the power steering pump
follows the disassembly procedure in
reverse. On re-assembly observe the
• Install a new lockwasher under the pump
following requirements:
drive gear retaining nut. Tighten the nut to
the correct torque, see 'Specifications' -
• All rubber seals, ·o·
rings and the drive Chapter 5, and secure with the lock-
shaft oil seal must be replaced. washer tab.

25
- - - - - - - P A R T 7-STEERING AND FRONT AXLE - - - - - - - •
• Pour a small quantity of clean oil into the
pump for initial lubrication and ensure the
pump drive can be turned by hand.
, requirements:
• Install a new oil filter element. Tighten the
reservoir retaining bolt until the reservoir
engages the reservoir ·o· ring seal then
tighten the bolt to the specified torque
which is usually achieved after one turn of
the bolt.
D. POWER STEERING PUMP- PRESSURE TESTING
1. Turn the steering wheel until the wheels
are on a full right hand lock.
2. Two Wheel Drive Units
Raise and securely support the front of
the Unit to enable the axle to oscillate.
3. Raise and securely support the left hand
end of the axle to prevent any axle
movement and allow easier access to the
steering cylinder hose connections.
4. Disconnect the pressure 'IN' steering
hose connection from the cylinder and
using adaptors FT.8541, FT.8503-8 and
Ford hose Part No. E1 NN F493 AA
connect pressure gauge FT.8503-A to
the steering hose, Figures 38 and 39.
5. Start the engine and operate at 11 00
rev/min.
6. Turn the steering wheel as for a right turn.
Record the gauge reading then stop the
engine.
IMPORTANT: Operate the engine just long
enough to obtain an accurate reading.
Prolonged operation will cause overheating
and damage.
26
INSTALLATION
Installation of the power steering pump
follows the removal procedure in reverse. On
installation observe the following
• Fill the power steering reservoir with the
correct grade and quantity of oil, see
'Specifications' - Chapter 5, and purge
the air from the system as described in
Section F "BLEEDING THE STEERING
SYSTEM".
7. Disconnect the pressure testing equip-
ment and repeat the above installation
and test procedure for the steering
system performing a full left hand lock.
8. If the pressure readings on both locks are
different it is an indication of concern
within the steering motor and the steer-
ing motor should be overhauled as
detailed in Chapter 1. If the pressure
readings are similiar but not to the
Specified value, see "Specifications" -
Chapter 5, remove the relief valve in the
power steering pump and adjust the
shims as follows:
(i) With a suitable container held under
the pump assembly, disconnect the
return pipe.
(ii) Remove the reservoir casing and
carefully drain the oil.
(iii) Extract the pressure relief valve.
Figure 40.
-----------------------CHAPTER1 . . . . . . . . . . . . . . . . . . . . . ...

Figure 38 Figure 39
Pressure Test Gauge Installation Pressure Test Gauge Installation
Two Wheel Drive Units on Right Hand Lock Front Wheel Drive Units on Right Hand Lock

1. High Pressure Gauge; Tool No. FT.8503A 1. Pressure 'IN' Steering Hose
2. Adaptor; Tool No. FT.8503-8 2. Adaptor; Tool No. FT.8541
3. Ford Hose; Part No. E1 NN-F493AA 3. Ford Hose; Part No. E1 NN-F493AA
4. Adaptor; Tool No. FT.8541 4. High Pressure Gauge; Tool No. FT.8503A
5. Pressure 'IN' Steering Hose 5. Adaptor; Tool No. FT.8503-8

(iv) Use the soft jaws of a vice to grip the 7. Fill the power steering reservoir with the
seat of the pressure relief valve then correct grade of oil, see "Specifications"
unscrew the head and body. - Chapter 5 and purge the air from the
system as described in Section F
"BLEEDING THE STEERING SYSTEM".
(v) Carefully withdraw the pressure
relief valve, pin, seal and spring, and
add or subtract shims as required.
Refer to Figure 37.

NOTE: For every 0.01 in. (0.25 mm)

increase in shim thickness, the pressure relief
valve setting is increased by 70 lbf/in 2
(4.8 bar, 4.9 kgf/cm 2 }.

(vi) Reassemble the valve and install

into the pump body. Tighten the
valve to the correct torque, see
"Specifications" - Chapter 5. 3 2

Figure 40
6. Reassemble the filter and reservoir, refill Pressure Relief Valve
the reservoir and re-test the relief valve 1. Shims 3. Valve
pressure setting. 2. Spring 4. Valve Seat

27
- - - - - - - P A R T 7-STEERING AND FRONT A X L E - - - - - - -

E. RESERVOIR FILTER AND HYDRAULIC TUBES

TO RENEW FILTER ELEMENT HYDRAULIC TUBES

1. Hold a suitable container under the pump Except for replacement of the tubes which
assembly then disconnect the pressure pass through the firewall, no special
and return tubes and allow the oil to procedures are required.
drain.

2. Extract the reservoir retaining bolt, ease Servicing the power steering tubes which
the reservoir casing away from the pump pass through the firewall can best be
body and drain off any remaining oil. accomplished after removing the fuel tank.

3. Discard the old filter element.

When replacing the power steering tube
firewall grommet lubricate the grommet with
soap to ease installation into the firewalls.
4. Clean the reservoir casing with a suitable
solvent and dry with a lint-free cloth.

NOTE: Check all tubes and hoses after

installation to assure there is no possibility of
5. Inspect the large reservoir sealing ring
chafing or rubbing.
and retaining bolt sealing washer for
damage and replace if necessary.

When examining the steering system check

6. Install a new filter element and replace the tubes and hoses as follows:
the reservoir.

7. Re-connect the power steering pump 1. Inspect the hydraulic tubes for leakage at
pressure and return tubes. connections. Replace oil seals (where
fitted) and tighten loose connections.

8. Fill the reservoir with the correct grade

and quantity of oil, see "Specifications"-
Chapter 5. 2. Check the tubes for signs of fracture and
renew if necessary.

9. Operate the steering from lock-to-lock

several times with the engine running to
expel any air from the system then 3. Examine flexible hoses for cracks or
re-check the oil level. chafing and renew if required.

28
-----------------------CHAPTER1------------------------
F. BLEEDING STEERING SYSTEM
1. Fill the reservoir with the correct oil see
"Specifications" - Chapter 5.
2. Start the engine and let it idle.
3. Add oil to the reservoir as required. Do
not let the oil level drop below the pump
outlet.
4. With one finger on a spoke of the steering
wheel. spin the wheel rapidly to bleed the
air in the steering cylinders and lines.
5. As soon as the steering motor valve spool
is actuated, oil must be added to the
reservoir to replenish the oil flowing into
the circuit.
6. Rotate the steering wheel to keep the
valve spool actuated. Do this until the
front wheels have reached the stop in one
direction, then quickly reverse the
steering wheel rotation to actuate the
valve spool in the opposite direction.
29
7. Keep rotating the steering wheel left and
right (from stop to stop) to bleed out the
air, replenishing the oil as necessary.
8. The air will bleed out only at the reservoir,
therefore, the oil must be circulated in
both directions repeatedly until the air
has bled out. (The oil in the lines to the
power cylinder reaches a "dead end" at
the piston. The oil in the cylinder does not
flow in a circuit. As the piston moves
back and forth, the oil moves back and
forth in the lines. Therefore, air in these
lines and the cylinder may be slow in
moving into the steering motor control
valve and to the reservoir).
NOTE: Do not operate the vehicle until all
the air is bled from the hydraulic steering
system.
9. When the oil in the reservoir is clear (not
cloudy or creamy), the system is free of
air.
 PART7
STEERING AND FRONT AXLE

Chapter 2
TWO WHEEL DRIVE FRONT AXLE

Section Page
A. FRONT AXLE- DESCRIPTION 1
B. TOE-IN- ADJUSTMENT 2
C. FRONT WHEEL HUB AND SPINDLE- OVERHAUL 4
D. STEERING CYLINDER AND TRACK CONTROL ROD- OVERHAUL 7
E. FRONT AXLE- OVERHAUL 12

A. FRONT AXLE- DESCRIPTION

The Two Wheel Drive Front Axle, Figure 1, is between the top of the spindle and the axle
centrally mounted on the front support by casting.
two support caps. The support caps locate
on the axle trunnion bushes and allow the
axle to oscillate when traversing over rough
terrain.
The steering cylinder is clamped in the centre
of the axle housing and retained in position
by a locking plate and two studs. The track
The hub and spindle assemblies are attached
control rod assemblies are connected
to the axle by spindle pins which pass
between the wheel spindle arms and the
through the spindle assembly and locate in
cylinder piston rod which protrudes through
machined castings welded on each end of
both ends of the cylinder.
the axle beam. The spindle pin is locked to
the spindle by a locking pin but swivels in
greasable bushings housed in the machined
axle castings.
The non adjustable front wheel track width is
62 inches (1575 mm) on 455C models and
The vertical thrust of each spindle is 70 inches (1778 mm) on 555C and 655C
supported by a thrust bearing located Units.

1
- - - - - - - P A R T 7-STEERING AND FRONT A X L E - - - - - - -

Figure 1
Front Axle Assembly

1. Hub and Spindle Assembly 3. Steering Cylinder

2. Oscillation Bearing Support Cap 4. Track Control Rod

B. TOE-IN ADJUSTMENT

The toe-in for the front wheels is set at the 2. Mark the inboard rim of each front wheel
factory. Normally the front wheels maintain towards the front at wheel centre height.
their toe-in adjustment; however, an
occasional check of the toe-in should be
made after any front axle component
overhaul as follows:
3. Measure and note the distance between
the two marks, call this dimension A.
Refer to Figure 2.

1. On flat level ground slowly drive the
tractor in a straight line for at least 10 feet
(2 metres). Stop the Unit and ensure the
front wheels remain in the straight ahead
position.
4. Maintain the straight ahead position and
move the Unit forward so the wheels
rotate through 180° and the marks on the
wheels face the rear at wheel centre
height.

2
. . . . . . . . . . . . . . . . . . . .- .... CHAPTER2 . . . . . . . . . . . . . . . . . . . . . ....

IR?-2-19 11
Figure 2 Figure 3
Front Wheel Toe-in Measurements Track Control Rod Adjustment

1. Rear Track Width (Dimension B) 1. Clamp Bolt

2. Front Track Width (Dimension A) 2. Track Control Rod
3. Hexagon Adjuster

5. Again measure and note the distance This method minimises any inaccuracy due
between the two marks, call this to wheel rim run-out.
dimension B.

If the toe-in is not correct, make the

adjustments outlined as follows:

NOTE: If dimension A is larger, then A-8

gives the toe-out. If dimension 8 is larger,
then 8-A gives the toe-in. 1 . Loosen the clamp bolt on each track
control rod, Figure 3.

2. Rotate the hexagon adjuster in order to

achieve the specified toe-in. Ensure that
For specified toe-in see "Specifications" - this adjustment is carried out equally on
Chapter 5. both track rods.

3. After the correct toe-in is obtained,

tighten the clamp nuts.
To ensure accurate results it is recommended
that the above procedure is completed three
times with three different marks equally
spaced around each wheel rim and the 4. Re-check the toe-in as outlined above
average dimension for toe-in calculated. and readjust if necessary.

3
- - - - - - - • PART 7-STEERING AND FRONT A X L E - - - - - - -

IR?-2-03
Figure 4
Hub and Spindle Assembly

1. Spindle 5. Cotter Pin 8. Washer

2. Mud Shield 6. Grease Retaining Cap 9. Hub
3. Inner Bearing 7. Castellated Nut 10. Grease Retainer
4. Outer Bearing

C. FRONT WHEEL HUB AND SPINDLE- OVERHAUL

REMOVAL Spindle Removal

With reference to Figure 4
1. Disconnect the track control rod from the
Hub and Bearing Removal spindle arm.

1. Using a suitable jack or hoist, support the 2. Remove the bolts retaining the dust seals
front end of the unit. on each end of the spindle pin, Figure 5.

2. Remove the front wheel.

3. Remove the nut and lock washer from the
3. Remove the front wheel hub grease spindle locking pin and drive out the pin.
retaining cap.
4. Drive the spindle pin from the axle
4. Remove the split pin and castellated nut. housing, refer to Figure 6.

5. Pull the hub assembly from the spindle

5. Remove the spindle assembly and thrust
and retrieve the washer and outer
bearing from the axle.
bearing.

6. Remove the inner bearing, grease 6. Remove and discard the seal located in
retainer and mud shield from the spindle. the bottom of the spindle.

4
------------------------CHAPTER2------------------------

IR7-2-04 11 IR7-2-06 11
Figure 5 Figure 6
Spindle Installation Spindle Pin Removal

1. Thrust Bearing 4. Bolt 1. Spmdle Pin 3. Thrust Bearing

2. Locking Pin 5. Dust Seal 2. Locking pin bore 4. Notch
3. Dust Seal

INSPECTION AND REPAIR 5. Inspect the spindle pin for abnormal wear
or scoring. Install a new pin if necessary.
1. Clean all components with a suitable
solvent and allow to dry. 6. If noisy thrust bearings were reported or
the bearing race is scored or damaged,
2. Inspect the inner and outer bearings and
install a new bearing.
cups for wear and damage. Install new
parts as necessary. The bearings if worn
should be replaced as an assembly and
when installing bearing cups in the hub,
ensure they are seated correctly against
the shoulder in the bore.
3. Inspect the grease retainer bearing
surface in the hub for scoring. If slight
marking is evident, polish smooth with a
fine abrasive. If scoring is excessive or
damage is evident, install a new hub
assembly.
4. Inspect the spindle pin bushes in the axle
for wear, cracks or scoring, Figure 7. If
the pin fit is poor or any side play was
noticed before disassembly, install new
bushings. The bushings can be removed
and installed with bushing kit, Tool No.
818 or 9514. IR-7-2-07
Figure 7
NOTE: When installing new bushings the Axle Spindle Pin Bushes
holes in the bushings must be aligned with
the corresponding hole for the grease fitting. 1. Bushes

5
- - - - - - - P A R T 7-STEERING AND FRONT A X L E - - - - - - -
IR-7-2-05
Figure 8
Spindle Oil Seal
1. Oil Seal
INSTALLATION
1. Press a new seal into the base of the
spindle, Figure 8.
2. Using a suitable sized sleeve install the
mud shield and grease retainer on the
wheel spindle. Refer to Figure 9.
NOTE: The surface of the retainer assembly
should be wiped with grease prior to
installation and installed with the metal
surface facing towards the hub.
3. Place the spindle on the axle casting,
aligning the spindle bores.
4. Apply grease to the thrust bearing and
place the bearing between the axle and
spindle pin bores.
11 11
Figure 9
Mud Shield and Grease Retainer Installation
1. Grease Retainer
2. Mud Shield
5. Install the spindle pin ensuring that the
notch in the pin aligns with the locking
pin bore in the spindle, Figure 10.
NOTE: The locking pin notch in the spindle
pin is offset to one end. Ensure when
installing the pin that the offset is positioned
to the bottom of the spindle to align with the
locking pin bore.
6. Drive the pin until it seats and secure with
the lock washer and nut. Tighten the nut
to the specified torque, see
"Specifications" - Chapter 5.
7. Position new dust seals on each end of
the pin and secure in position with the
retaining bolts, tightening the bolts to the
specified torque, see "Specifications" -
Chapter 5.
8. Reconnect the track control rod to the
spindle arm. Tighten the castellated nut
to the specified torque ~hen rotate the nut
to the next slot to align with the hole in
the ball joint stud. Install a new cotter pin
to prevent movement of the nut.
6
-----------------------cHAPTER2 . . . . . . . . . . . . . . . . . . . . . .. .

9. Install the inner bearing assembly onto

the spindle. Where necessary a suitable
sleeve may also be used to install the
bearing.

10. Apply the specified grease to the

bearing and position the hub onto the
spindle.

11. Apply grease to the outer bearing and 11

locate the bearing in the hub. Install the
Figure 10
retaining washer and castellated nut. Installing Spindle Pin
Tighten the nut to a torque of 50 lbf.ft
(6.92 kgm), then slacken off two to 1. Spindle Pin
three slots to give an end float of 0.002 2. Locking Pin Bore
to 0.010 inch (0.050 to 0.254 mm). 3. Thrust Bearing
4. Notch
Insert a new cotter pin to locate the nut.
Pack the hub grease retaining cap with
the specified grease, see
"Specifications"- Chapter 5 and install 1 2. Install the wheel and lower the tractor to
the cap. the ground.

D. STEERING CYLINDER AND TRACK CONTROL ROD OVERHAUL

REMOVAL

In order to remove the steering cylinder it is

necessary to use a suitable 55 mm open
ended spanner or to manufacture a ball joint
locking spanner which will be used when
releasing the track control rod ball joint from
the steering cylinder piston rod.

If a locking spanner is to be manufactured it

should be made from high carbon steel to the 1.-------~ G --------~~~
dimensions shown in Figure 11 and
hardened after machining.
IR?-2-10 1
Figure 11
Locking Spanner

A 80mm E 55mm
1. Stand the Unit on a hard level surface and B 60mm F 10mm
position the front wheels as for a right C 50mm G 250mm
hand turn. D 90mm

7
- - - - - - - • PART 7-STEERING AND FRONT A X L E - - - - - - -
Figure 12
Locking Spanner Installed
1. Ball Joint
2. Track Control Rod
3. Locking Spanner
1. Fit the locking spanner over the flats on
the right hand track control rod ball joint,
Figure 12.
NOTE: The outer edge ofthespannerfingers
will locate in the channel in the axle and
prevent rotation of the joint when releasing
the joint on the opposite end of the piston
rod.
2. Position a good quality heavy duty open
ended spanner with leverage capable of
withstanding a torque in excess of
340 lbf.ft (465 Nm) onto the ball joint at
the opposite end of the piston rod. Refer
to Figure 13. Apply leverage to the
spanner to unscrew the ball joint.
8
IR-7-2-12 11
Figure 13
Releasing Track Control Rod Ball Joints
(Shown With Axle Removed From Vehicle For Clarity)
1. Locking Spanner
2. Heavy Duty Open Ended Spanner
NOTE: The weakest joint will unscrew and
to remove the cylinder from the axle it is
necessary to release the left hand joint. If the
right hand joint is released, position the
locking spanner on the left hand track control
rod ball joint and use a suitable spanner
located on the flats machined on the left
hand end of the piston rod to release the
joint.
3. Raise and securely support the front of
the Unit to enable the axle to oscillate.
4. Raise one end of the axle and support the
raised end with an axle stand to prevent
axle movement. For additional safety
insert a wooden wedge between the axle
and front support on the lowered side of
the axle, then disconnect the steering
cylinder hose connection elbow at the
steering cylinder, Figure 14. Remove the
wedge and repeat this procedure to
disconnect the elbow on the opposite
end of the cylinder.
. . . . . . . . . . . . . . . . . . . . . .-CHAPTER2 . . . . . . . . . . . . . . . . . . . . . .. .

~
IR7-2-08
Figure 14 Figure 15
Steering Cylinder Hose Connections Steering Cylinder Locking Plate

1. Front Support 1. Stud

2. Steering Hose Elbow 2. Stud
3. Front Axle 3. Locking Plate
4. Wedge

5. Disconnect and remove the track control clamped by the jaws of a vice without
rods from the spindle arms. gripping on the cylinder barrel.

6. Remove the two studs which clamp the

locking plate to the cylinder and remove
the plate, Figure 15.
7. Withdraw the cylinder assembly from the
right hand side of the axle.
DISASSEMBLY
IMPORTANT: Do NOT clamp directly
around the cylinder barrel as distortion and
damage to the barrel will occur.
3. Using Special ·c· spanner FT. 8554 and
while pulling the exposed tang of the
locking wire, rotate each gland anti-
clockwise and remove the wire.

With reference to Figure 15.

4. Pull on the cylinder rod and knock the
gland from the end of the cylinder barrel.
1. Thoroughly drain the cylinder of all oil If necessary, continue to rotate the gland
from both ports. Recap the ports and during this operation.
thoroughly clean the exterior so that the
internal parts will not be contaminated.

5. Insert the rod back into the cylinder and

2. Install suitable fittings into the cylinder similarly remove the gland at the opposite
ports so that the cylinder may be end of the barrel.

9
- - - - - - - P A R T 7-STEERING AND FRONT A X L E - - - - - - -

IR7-2-14
Figure 16
Steering Cylinder- Exploded View

1. Wiper Seal 7. ·o· Ring 13. Cylinder Barrel

2. Oil Seal 8. Back Up Washer 14. ·o· Ring
3. Piston and Rod Assembly 9. Locking Wire 15. Back Up Washer
4. ·o· Ring 10. Wiper Seal 1 6. Locking Wire
5. Piston Seal 11. Oil Seal 17. Gland
6. Wear Ring 12. Gland

6. Remove the wear ring, piston seal and ·o·

ring from the piston. INSPECTION

1. Wash the cylinder components in a

suitable solvent and allow to air dry.

2. Inspect the cylinder rod for damage. Any

minor nicks or burrs may_ be relieved
7. Remove the ·o·
ring, back up washer, oil using an abrasive stone.
seal and wiper seal from each of the
glands. 3. Inspect the inside of the cylinder barrel
for damage.

10
----------------------CHAPTER2----------------------
4. lnspectthetrackcontrol rod ball joints for
looseness. If any wear is evident renew
the joint.
RE-ASSEMBLY
With reference to Figure 16
1. Install new piston seal expander ('0'
ring), piston seal and wear ring on the
piston.
2. Install a new rod seal in the groove in the
gland: Ensure the sealing lip faces
towards pressure.
3. Install a new cylinder rod wiper seal into
the gland.
4. Install a new ·o·
ring and back-up seal
onto the outer diameter of the gland.
Ensure that the concave face of the
back-up ring abuts the ·o·
ring and that
the ·o·ring is positioned towards the
barrel.
NOTE: Installation of the piston seal on top
of the '0' ring requires special care. Allow the
seal to contract naturally before attempting
to install the piston and rod assembly into the
cylinder.
5. Lubricate all seals and slide a gland
assembly onto the piston rod.
6. Place the cylinder barrel in a vertical
position and insert the piston and rod
assembly.
7. Lightly coat the outer surface of the gland
and lead in area of the cylinder barrel with
a lithium base high melting point type
grease. Gently tap the gland into the
barrel until fully seated. Slowly rotate the
gland until the small hole in the locking
wire groove aligns with the hole in the
side of the barrel.
11
8. Push the short right angled bend on the
locking wire into the entry hole in the
barrel and using the special ·c· spanner
FT. 8554 rotate the gland clockwise (as if
it were threaded) and feed in the wire.
The rotation of the gland will become
tight when the wire has completely
rotated around the barrel. Ensure at least
0.375 in. (8 mm) of wire is left exposed
for future disassembly. Seal the wire
entry hole with a proprietary non
solidifying sealant.
9. Install the gland on the opposite end of
the barrel using the same procedure as
detailed above.
INSTALLATION
1. Installation of the steering cylinder and
track control rods follows the removal
procedure in reverse.
2. Ensure all steering joints and ball joints
are tightened to the specified torque. see
"Specifications" - Chapter 5. When
tightening the track control rod ball joints
to the steering cylinder rod locate the
locking spanner on the flats of the right
hand joint and position a suitable good
quality torque wrench onto the flats of
the left hand joint. Apply effort to the
torque wrench until the specified torque
is applied. When this torque is achieved
both joints will have been tightened to
the specified value.
3. Fill the steering reservoir with oil to the
specified type and grade. see
"Specifications" - Chapter 5. and purge
the air from the system as described in
Chapter 1 Section F "BLEEDING THE
STEERING SYSTEM".
4. Adjust and set the front wheel toe-in as
detailed in Section 8 of this Chapter.
- - - - - - - P A R T 7-STEERING AND FRONT AXLE - - - - - - - •

D. FRONT AXLE OVERHAUL

IR-7-2-15 11
Figure 17 Figure 18
Steering Cylinder Hose Connections Axle Bearing Caps

1. Front Support 1. Axle

2. Hose Connection 2. Front Oscillation Bearing Cap
3. Axle 3. Rear Oscillation Bearing Cap
4. Wooden wedge

For overhaul of the hub and spindle assembly repeat this procedure to disconnect the
refer to Section C of this Chapter. hose on the opposite end of the cylinder.

4. Support the front axle with suitable

REMOVAL
1. Using suitable lifting equipment raise the
front of the unit and place a support in a
position clear of the front axle and
wheels.
2. Remove the front wheel and tyre
assemblies.
3. Raise one end of the axle and support the
raised end with an axle stand tb prevent
axle movement. For additional safety
insert a wooden wedge between the axle
and front support on the lowered side of
the axle, then disconnect the steering
cylinder hose connection at the cylinder,
Figure 17. Remove the wedge and
lifting equipment and remove the bolts
securing the front and rear oscillation
bearing caps, refer to Figure 18.
5. Carefully lower the axle from the vehicle
and position it on a suitable stand.
INSPECTION AND REPAIR
1. Inspect the bushes on the axle trunnions,
Figure 19, for excessive wear or
distortion and replace if necessary.
Similarly inspect the bushes in the
oscillation bearing caps and replace if
worn.
2. Inspect the thrust washers for wear and
replace if excessively worn. The
thickness of the washers when new are
3.85-4.00 mm (0.151-0.157 inch).

12
-----------------------cHAPTER2 . . . . . . . . . . . . . . . . . . . . . ...
IR-7-2-16 ·
Figure 19
Trunnion Bush and Thrust Washer
1. Thrust Washer
2. Bush
3. Examine the oscillation bearing cap
locating dowells·for damage. During axle
removal the dowells may remain in either
the bearing cap or front support.
4. Inspect the front axle body for cracks or
damage. If the axle structure is damaged
it is necessary to install a new axle.
13
INSTALLATION
1. Position the thrust washers on both axle
trunnions.
2. Locate the dowells in the front support.
3. Position the oscillation bearing caps onto
the axle trunnions and using suitable
lifting equipment locate the axle beneath
the vehicle. Position the bearing caps
onto the locating dowells in the front
support and install the retaining bolts.
Tighten the bolts to the .correct torque,
see "Specifications" - Chapter 5.
4. Reconnect the steering hoses using the
removal procedure in reverse and tighten
the joints to the correct torque.
5. Attach the wheel and tyre assemblies to
the wheel spindles and tighten the nuts
to the correct torque, see
"Specifications" - Chapter 5.
6. Fill the power steering reservoir with the
correct grade of oil, see "Specifications"
- Chapter 5, and purge the air from the
steering system as described in Chapter 1
Section F "BLEEDING THE STEERING
SYSTEM".
 PART7
STEERING AND FRONT AXLE

Chapter3
FOUR WHEEL DRIVE FRONT AXLE ASSEMBLY

Section Page
A. FOUR WHEEL DRIVE FRONT AXLE- DESCRIPTION AND
OPERATION 1
B. PLANETARY REDUCTION ASSEMBLY AND WHEEL HUBS-
OVERHAUL 3
C. AXLE SHAFT- OVERHAUL 10
D. STEERING SWIVEL PIN BEARINGS- OVERHAUL 14
E. STEERING CYLINDER AND TRACK RODS- OVERHAUL 19
F. FRONT AXLE- REMOVAL AND INSTALLATION 23
G. DIFFERENTIAL CROWN WHEEL AND PINION ASSEMBLY-
OVERHAUL 26
H. DRIVE SHAFT- OVERHAUL 36

A. FOUR WHEEL DRIVE FRONT AXLE- DESCRIPTION AND OPERATION

The 'Carraro' 710-19 type front axle installed
on Ford 455C, 555C and 655C backhoe
loaders can be readily identified by the data
plate attached to the right hand side of the
axle casing.
The data plate details the axle type, serial
number, total gear ratio, reference number,
oil capacity and type and grease type.
When ordering spare parts, always quote the
type, reference and serial numbers. Refer to
Chapter 5 for Ford oil and grease specifications.
The axle has a track width measuring
1884 mm (74.2 in) and is measured at the
wheel mounting flange. Wheel track
adjustment is achieved by using separate
wheel rim and disc assemblies.

1
 PART 7- STEERING AND FRONT AXLE

Figure 1
Front Axle - Cutaway View

1. Track Rod 6. Axle Centre Casing

2. Pinion 7. Centre Casing Breather
3. Steering Cylinder 8. Crown Wheel and Differential Assembly
4. Hub and Planetary Reduction Gear Assembly 9. Planetary Reduction Gear
5. Axle Shaft Double Universal Joint Assembly 10. Swivel Pin Assembly

2
- - - - - - - - - - - CHAPTER3 - - - - - - - - - - -

The axle, Figure 1, is pivoted at the centre to
allow oscillation when traversing rough
ground and the drive pinion actually passes
through the hollow centre of the rear
oscillation bushing. This arrangement keeps
the driveshaft, connecting the front axle with
the transfer case assembly, in a straight plane
through all degrees of oscillation. The drive
shaft runs in a single row ball bearing and is
connected to the axle pinion and transfer
case through sliding splined connections.
Final reduction is achieved using three
pinion epicyclic gearing housed in a
removable hub with a separate oil housing.
The reduction hubs are attached to the
central housing by swivel pins top and
bottom, turning in cone and cup type
bearings which are serviceable and
greaseable to ensure long life.
This axle type features a centrally mounted
differential supported in the axle casing by a
separate removable carrier.

With the exception of the differential unit, the

axle reduction hubs, wheel hub bearings,
Axle shafts are double universally jointed for axle shafts and steering cylinder can all be
constant running and each joint is removed and overhauled without removing
serviceable. the axle from the unit.

B. PLANETARY REDUCTION ASSEMBLY AND WHEEL HUBS- OVERHAUL

REMOVAL

1. Position the unit on a hard level surface,

lower the loader arms, apply the parking
brake and block the rear wheels.
Disconnect the battery.

2. Jack up the front axle and securely

support the front of the unit. Remove the
frorit wheel.

3. Turn the hub so that the filler/drain plug

is at its lowest point and drain the hub oil.

Figure 2
4. Remove the two 8 mm socket screws Planetary Carrier Retainers
and the two shouldered wheel studs,
1. Shouldered Wheel Studs
Figure 2, securing the planetary carrier 2. Filler/Drain Plug
assembly to the hub assembly. 3. Socket Screws

3
 PART 7- STEERING AND FRONT AXLE

Figure 3 Figure 4
Withdrawing Planetary Carrier from Hub Assembly Removing Sun Gear Components

1. Thrust Washer 3. Sun Gear

2. Spacer 4. Snap Ring

5. Gently tap the planetary carrier with a 8. Carefully pull off the hub assembly, if
soft face mallet and using the slots pro- necessary tap the hub using a soft faced
vided, lever the carrier from the hub. mallet on the rear face at equal spaces
around periphery, Figure 7.

Carefully withdraw the planetary carrier

assembly, Figure 3. Take care not to
misplace the thrust pad positioned in the
centre of the carrier.

6. Remove the sun gear retaining snap ring

and remove the sun gear from the axle
shaft, Figure 4, followed by the spacer
and thrust washer.

7. Remove the eight ring gear and carrier

assembly retaining bolts, Figure 5, and
remove the assembly by installing 4 of
the bolts into the threaded jacking holes Figure 5
Ring Gear and Carrier Retaining Bolts
in the ring gear. Tighten the bolts evenly
to draw off the planetary ring gear, 1. Axle Shaft 3. Retaining Bolts
Figure 6. 2. Ring Gear and Carrier

4
 CHAPTER3

Figure 6 Figure 8
Using Jack Bolts to Withdraw Ring Gear and Carrier Levering Off Hub Inner Bearing
Assembly

1. Jack Bolts

9. Lever off the inner bearing inner track DISASSEMBLY

from the swivel casing, Figure 8.
Planetary Carrier Assembly

1 . Remove the planetary carrier outer cover

10. Remove the oil seal from the inner side of plate screws and remove the cover plate,
the hub. Figure 9.

1
Figure 7 Figure9
Removing Hub Assembly Carrier Housing Cover Plate

1. Carrier Housing 2. Cover Plate

5
 PART 7- STEERING AND FRONT AXLE

3. Identify each shaft and its gear and

bearings to facilitate assembly if the gears
are fit for further service, Figure 11.

INSPECTION AND REPAIR

1. Wash all components in a suitable

solvent and allow to air dry.

2. Inspect the hub main bearings - the

outer tracks will still be in the hub
housing. If these are worn, carefully drive
them out of the housing using a suitable
drift. Install new bearing outer tracks,
Figure 10
carefully pressing in the tracks until they
Removing Shaft Roll Pins
are fully seated.
1. Shaft 3. Planet Gear
2. Housing 4. Roll Pin
3. Examine the planet gear bearing rollers
and shafts. If wear is found renew the
2. Drive out the three roll pins, Figure 10, complete planet gear shaft and bearing
securing each shaft to the carrier. Push set. A worn bearing roller or one which
each shaft outward, out of the carrier has picked up will undoubtedly signify
collecting from each shaft two thrust similar wear or damage to the bearing
washers, the planetary gear and the thirty path inside the planet gear and to the
bearing rollers. planet gear shafts.

R-8-3-11
Figure 11
Planetary Carrier - Exploded View
\ '
1. Thrust Washer 6. Shouldered Wheel Stud 11. Shaft·o· Ring Seal
2. Planet Gear 7. Carrier to Hub Screw 12. Shaft
3. Needle Roller Bearings 8. Drain/Filler Plug 13. Roll Pin
4. Thrust Pad 9. Cover Plate 14. Carrier Housing
5. Locating Dowel 10. Retaining Screw 15_ Thrust Washer

6
- - - - - - - - - - - • CHAPTER3 - - - - - - - - - - - ·

Figure 12 Figure 13
Ring Gear and Carrier Ring Gear and Carrier Retention - Section View

1. Retaining Ring 3. Carrier 1. Axle Shaft 5. Locating Bushing

2. Retaining Ring 4. Ring Gear 2. Swivel Casing (7 x 20 mm + 1 x 24 mm)
3. Hub 6. Carrier Retaining Bolt
4. Carrier

4. Remove the carrier to ring gear retaining 6. Examine the sun gear and planet gear
ring and separate the two components, teeth for wear or damage.
Figure 12. Carefully inspect the ring gear
teeth for wear.

5. Examine the ring gear carrier to swivel

hub locating bushings, Figure 13.

7. Examine the sun gear and planet gear

Examine these bushes for any damage
caused by fretting, particularly if it was
noticed that the bolts were below torque
during disassembly.
thrust washers and spacers and the thrust
pad located on the inner fa~e of the
planet carrier housing. Renew any worn
or defaced item.

NOTE: On each hub there are two types:

seven bushes have a diameter of 20 mm and
one has a diameter of 24 mm. The larger one
serves as a master locator ensuring that the 8. Renew the planet gear shaft ·o· ring
carrier can only be refitted in one position. seals.

7
 PART 7- STEERING AND FRONT AXLE

1 l
IIr
R-10-526 1
Figure 14 Figure 15
Hub Oil Seal Wear Journal Oil Seal Journal Installation Tool

1 . Swivel Casing A. 90 mm (3.543 in) D. 175 mm (7.0) in)

2. Wear Journal B. 140 mm (5.512 in) E. 18.5 mm (0.728 in)
C. 155.2 mm (6.110 in) Material:- Mild Steel

9. On the swivel hub assembly there is a RE-ASSEMBLY

removable oil seal journal, Figure 14.
Inspect this journal for damage. If 1 . Reassemble the planetary carrier
necessary, carefully cut off the journal, following the disassembly procedure in
thoroughly clean the swivel hub surface reverse. Ensure thirty bearing rollers are
and press on a new journal using the placed in each planet gear and new roll
'fixing agent' as specified in pins are used to secure the shafts to the
'Specifications' - Chapter 5. Ensure the housing.
journal is correctly seated and that the
continuous bead of fixing agent is applied
to the mating surfaces to prevent oil
leakage. A locally fabricated tool made to 2. ~ sealant is not specified for the outer
fully enclose the journal during the planet shaft cover. Sealing is effected by
pressing operation will ease assembly, the shaft '0' rings. Apply sealant to the
Figure 15. chamfered heads only of the three cover
attaching bolts as specified in
'Specifications'- Chapter 5.

INSTALLATION

1 0. Carefully inspect the planet shaft cover to
planet carrier mating surfaces and the
planet carrier to hub mating surfaces.
Minor nicks or burrs to these surfaces
should be relieved, using an abrasive
stone.
1. Assemble the hub inner bearing onto the
swivel casing. Carefully install a new oil
seal into the hub. Ensure the seal is fully
seated and concentric within the hub.
Special tooling is not required for this
operation.

8
- - - - - - - - - - - CHAPTER3 - - - - - - - - - - - •

Figure 16 Figure 17
Tightening Ring Gear and Carrier Assembly Retaining Installing Sun Gear Components
Bolts
1. Thrus~ Washer 3. Sun Gear
1. Axle Shaft 3. Retaining Bolts 2. Spacer 4. Snap Ring
2. Ring Gear and Carrier

2. Lubricate the oil seal journal area with 5. Bolt the ring gear and carrier assembly to
grease, as specified in 'Specifications' - the swivel casing, ensuring that the single
Chapter 5 and carefully assemble the hub large bushing is correctly positioned,
to the swivel assembly. Figure 16. Tighten the bolts, as specified,
evenly in three stages, see
'Specifications'- Chapter 5.

3. Supporting the hub, slide in the outer

bearing, maintain the hub in this position
whilst fitting the ring gear and carrier.

6. Install the sun gear/axle shaft thrust

washer, spacer and sun gear, Figure 17.
NOTE: The hub bearings and the machining
Lock the sun gear to the axle shaft using a
of the hub housing and swivel stub are held
new snap ring.
to fine limits and bearing pre-load/rolling
resistance adjustment is not necessary.

4. Assemble the ring gear carrier to the ring

gear with the wire type locking rings.
Ensure that the rings have not been 7. Coat the mating surfaces of the planetary
deformed or damaged during carrier and the hub with sealant as
disassembly. specified in 'Specifications'- Chapter 5.

9
 PART 7- STEERING AND FRONT AXLE

8. Ensuring that the thrust button is in place

in the centre of the carrier assembly,
position the assembled planetary carrier
to the hub and install the two retaining
screws and the two special wheel studs,
Figure 18. Tighten the screw and studs to
the torque specified in 'Specifications' -
ChapterS.

9. Position the combined filler/level plug on Figure 18

Installing Planetary Carrier Retainers
the horizontal plane and refill the hub
with oil, as specified in 'Specifications' - 1. Shouldered Studs 3. Socket Screws
Chapter 5. 2. Filler/Level Plug

C. AXLE SHAFTS- OVERHAUL

REMOVAL

1 . Remove the planetary gear carrier

assembly, sun gear, spacer and thrust
washer as previously described under
Section B "PLANETARY REDUCTION
ASSEMBLY AND WHEEL HUBS"
OVERHAUL.

2. Position a suitable sling around the hub

and swivel casing, Figure 19.

3. Disconnect the track rod and steering R-8-3-19 l

cylinder, where necessary, from the Figure 19
steering control arm. Hub and Swivel Assembly Supported by Sling

10
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER3

Figure 20 Figure 21
Upper Swivel Pin and Retaining Bolts Removing Swivel Casing and Hub Assembly

1. Swivel Pin 3. Retaining Bolts

2. Lever Slot 4. Greaser

4. Remove the upper and lower swivel pin 6. Very carefully pull the axle shaft from the
retaining bolts, Figure 20, and carefully axle casing, guiding it through the outer
lever the swivel pins and shims from the oil seal, Figure 22.
casing, noting the position of the shims.
Identify the top pin and shims to aid
re-assembly.

5. Carefully ease the hub and swivel

assembly from the axle centre casing,
Figure 21, -do not allow the axle shaft
to be pulled from the centre casing. As
the hub and swivel casing assembly is
moved away from the centre casing,
support the short outer end of the axle Figure 22
shaft as it passes through the seal. Withdrawing Axle Shaft from Axle Casing

11
 PART 7- STEERING AND FRONT AXLE
Figure 23
Removing Axle Shaft Oil Seal
from Axle Casing
1. Puller Tool No. 954C or 9508
2. Oil Seal
DISASSEMBLY
1. Disassembly of the double universally
jointed axle shaft follows conventional
practice and requires no special
instruction. Before disassembly, read the
following "INSPECTION AND REPAIR"
section.
INSPECTION AND REPAIR
1. Carefully inspect the universal joints and
determine that wear is confined to the
actual joint and that the parent metal of
the inner and outer yokes is not worn.
Similarly, inspect the splined ends of the
shafts for fretting or wear.
2. Inspect the bearing and seal journal areas
for wear or damage.
12
Figure 24
Removing Oil Seal from Swivel Casing
1. Swivel Casing
2. Oil Seal
3. Puller Tool No. 954C or 9508
3. If yoke parent metal and journals are
undamaged and fit for further service,
disassemble the universal joints as
necessary. If damage is present, consider
replacement of the complete axle shaft.
4. Remove the axle shaft oil seals from the
axle centre casing, Figure 23, and the
swivel casing assembly, Figure 24.
5. Inspect the axle shaft bushings in the
swivel casing and the axle centre casing.
If these bushings are worn or damaged,
extract them using Tool No. 943 and
943S (9507 and 9567) or Tool No. 954C
(9508), Figure 25.
- - - - - - - - - - - - CHAPTER3 - - - - - - - - - - - -
Figure 25
Removing Axle Shaft Bushing from Axle Casing
1. Bushing
2. Puller Tool No. 943 or 9507
3. Slide Hammer Tool No. 943S or 9567
6. Where necessary, drive in new bushings,
Figure 26, using the following tools with
driver handle No. 550:
Swivel Hubs- FT. 3164 (307974)
Axle Centre Casing- FT. 3165 (307975)
Ensure the bushings are fully seated.
Figure 26
Installing Axle Shaft Bushing in Swivel Casing
1. Bushing Installer FT. 3164 or 307974
2. Driver Handle Tool No. 550
13
R-8-3-27
Figure 27
Installing Oil Seal in Swivel Casing
1. Driver Handle Tool No. 550
2. Oil Seal Installer Tool No. FT. 3162 or 307972
7. Install new oil seals to the swivel casing
and axle centre casing using driver
handle No. 550 and FT. 3162 (307972),
Figure 27.
Ensure the seals are positioned squarely.
RE-ASSEMBLY
1. Re-assemble the axle shaft universal
joints following established techniques.
Take great care that each bearing cup is
installed without disturbing the bearing
rollers and that the new snap rings can be
installed positively in their grooves.
INSTALLATION
1. Lubricate the bushing and oil seal in the
axle casing and swivel casing using a
good quality grease, see 'Specifications'-
Chapter 5.
 PART 7- STEERING AND FRONT AXLE

2. Carefully pass the axle shaft through the 5. Tighten the swivel pin retaining bolts to
centre casing bushing and locate it into the torque specified in 'Specifications' -
the differential side gear. Ensure that the Chapter5.
oil seal is not damaged during this
operation.
6. Install the sun gear thrust washer, spacer
3. Locate the swivel casing onto the axle
and sun gear. Lock the sun gear to the
casing taking care when passing the axle
axle shaft using a new snap ring. Re-
shaft through the centre of the casing
assemble the planetary gear carrier to the
that the oil seal is not damaged.
hub assembly following the removal
procedure in reverse.
4. Install the swivel pins and shims,
ensuring that the same shims removed
are replaced in exactly the same location.
If any doubt exists as to the correct 7. Fill the hub assembly with oil, check the
position, refer to the following heading differential oil and grease the swivel
covering "STEERING SWIVEL PIN bearings. See 'Specifications' - Chapter 5
BEARINGS- OVERHAUL". for Lubricant detail.

D. STEERING SWIVEL PIN BEARINGS- OVERHAUL

REMOVAL 4. Support the hub and planetary carrier

assembly using a crane and sling,
1. Position the unit on a hard level surface Figure 28.
lower the loader arms and raise the front
wheel. Securely support the unit in this
position and remove the front wheel.

2. Remove the planetary gear carrier

assembly, sun gear, spacer and thrust
washer as previously described under the
heading "PLANETARY REDUCTION
ASSEMBLY AND WHEEL HUBS -
OVERHAUL".

3. Disconnect the steering track rod and R-8-3-19 1

steering cylinder where applicable, from Figure 28
the steering arm. Hub and Swivel Assembly Supported by Sling

14
- - - - - - - - - - - • CHAPTER3 - - - - - - - - - - - •

R-8-3-21
Figure 29
Upper Swivel Pin and Retaining Bolts
1. Swivel Pin 3. Retaining Bolts
2. Lever Slot 4. Greaser
5. Remove the upper and lower swivel pin
retaining bolts, Figure 29, and carefully
level the swivel pins from the casing,
noting the position of the shims. Identify
the top pin and shims and the bottom pin
and shims, Figure 30.
1
Figure 31
Removing Swivel Casing and Hub Assembly
As the hub and swivel casing assembly is
moved away from the centre casing,
support the short outer end of the axle
shaft as it passes through the seal.

6. Carefully ease the hub and swivel casing DISASSEM-BLY

assembly from the axle centre casing, 1 . Remove the seals from the upper and
Figure 31, do not allow the axle shaft to lower locations in the axle centre casing,
be pulled from the centre casing. Figure 32.

Figure 30 Figure 32
Removing Upper Swivel Pin Removing Swivel Pin Grease Seal
1. Swivel Pin 2. Shim

15
 PART 7- STEERING AND FRONT AXLE
Figure 33
Removing Swivel Pin Bearing Outer Cup
1. Slide Hammer Tool No. 9435 or 9567
2. Outer Track
2. Using Tool No. 943·and 943S (9507 and
9567), or 954C (9508) extract the outer
bearing track from the axle centre casing,
Figure 33.
NOTE: It may be necessary to heat the axle
casing or apply a bead of weld to the inner
surface of the bearing causing the bearing to
contract to ease removal.
3. Using a suitable drift, drive the cone
half of the swivel bearing off each pin,
Figure 34.
INSPECTION
1. Thoroughly clean all parts including the
ends of the axle centre casing.
16
Figure 34
Removing Swivel Pin Bearing Cone
2. Inspect the axle shaft oil seal in the swivel
casing. If this was damaged during
disassembly or is worn, renew the seal, as
described under the heading AXLE
SHAFTS-INSPECTION AND REPAIR.
3. Ensure the greasers are in good condition
and that the grease channels are not
blocked.
RE-ASSEMBLY
1. Drive in new bearing outer tracks to the
upper and lower locations on the ends of
the axle centre casing using a suitable
driver, Figure 35.
NOTE: It may be necessary to heat the axle
casing and chill the bearing to aid
installation.
- - - - - - - - - - - CHAPTER3

Figure 35 Figure 37
Installing Swivel Pin Bearing Outer Track Pressing Swivel Pin Bearing Cone onto Pin

1. Suitable Driver Tool 1. Spacer Block 3. Swivel Pin

2. Bearing Cone

2. Install new grease seals adjacent to each 3. Press on new cone halves to the swivel
bearing cup. The seals are a light press fit pins, ensuring that they are fully seated,
and are easily pushed into their locations, Figure 37.
Figure 36.

INSTALLATION

1. Carefully reposition the hub and swivel

casing onto the axle shaft and to its
location on the axle centre casing. Ensure
that the axle shaft does not damage the
seal as it passes through the swivel
casing and that the upper and lower
swivel pin seals are not damaged.

NOTE: The swivel pin bearings are pre-

loaded by 0.20 mm - 0.40 mm (0.008 -
0.016 in). When installing new bearings, a
new swivel casing or axle centre casing, the
pre-load must be adjusted. It is
recommended that when new bearings are
installed, the pre-load is set at the upper limit,
Figure 36 when resetting old be'arings, set the pre-load
Installing Swivel Pin Grease Seal to the lower limit.

17
 PART 7- STEERING AND FRONT AXLE
Figure 38
Lower Swivel Pin and Shim Installation
1. Swivel Pin 2. Shim (1 mm)
2. Select a shim value of 1.00 mm
(0.040 in) and assemble the lower swivel
pin assembly with the 1.00 mm
(0.040 in) shim installed under the head
of the pin, Figure 38.
3. Without any shims, install the upper
swivel bearing assembly. Tighten the
upper and lower swivel bearings to the
specified torque, see 'Specifications' -
Chapter 5.
4. Mount a dial gauge with its stylus
mounted on the top of the upper swivel
pin and the body clamped to the axle
housing, Figure 39.
Example for Calculating Required Shim Thickness
Recorded movement
Specified pre-load (new bearings)
Shim pack already positioned
Shim Calculation=c- (a+b)mm
0.40 mm divided by two
Shim Calculation=c- (a+b)in
O.D16 in divided by two
18
R-10-569 ...,
Figure 39
Dial Gauge Mounted to Record Swivel Pin Bearing
Clearance
5. Zero the gauge and lever the swivel
casing upwards. The placement of the
1 .00 mm (0.40 in) shim on the lower pin
will ensure a free play. Record the
amount of free play.
6. Add the specified pre-load to the
recorded measurement and subtract the
total from the 1.00 mm (0.40 in) shim
already in position. This will give the
resultant thickness of shim to achieve the
specified pre-load. This resultant shim
size should then be divided by two to
give two shim packs of equal size to be
positioned under the upper and lower
swivel pins.
0.20 mm (0.008 in)= a
0.40 mm (0.016 in)= b
1.00 mm (0.040 in)= c
1.00 mm- (0.20 mm + 0.40 mm)
0.40 mm
0.20 mm shims required per swivel pin
0.040 in- (0.008 in+ 0.016in)
0.016 in
0.008 in shims required per swivel pin
- - - - - - - - - - - CHAPTER3 - - - - - - - - - - -

7. Remove the swivel pins and the 1.00 mm
(0.040 in) shim from the lower pin and
install the calculated shim value to each
swivel pin. Re-tighten to the specified
torque, see 'Specifications'- Chapter 5.
9. Re-install the axle shaft thrust washer
spacer and sun gear. Lock the sun gear to
the axle shaft using a new snap ring and
re-assemble the planetary gear carriage
to the hub assembly following the
removal procedure in reverse.

10. Fill the hub with the specified oil as

detailed under the heading
"PLANETARY REDUCTION
ASSEMBLY AND WHEEL HUBS".

11 . Reconnect the track rod end to the

steering arm and tighten the retaining
8. Grease the swivel pins with grease as bolt to the specified torque, see
specified in 'Specifications'- Chapter 5. 'Specifications'- Chapter 5.

E. STEERING CYLINDER AND TRACK CONTROL ROD OVERHAUL

REMOVAL

1. Position the unit on a hard level surface.

2. Thoroughly clean the area around the

cylinder to prevent contamination of the
steering system during removal.

Figure 40
3. Disconnect the hydraulic steering Steering Cylinder Installation
connections to the cylinder, Figure 40
1. Hydraulic Steering Connections
and cap the open ends of the
2. Steering Cylinder
connections. Remove the hose clip 3. Cylinder Rod
securing the tubes to the cylinder. 4. Ball Joint Clamp Bolt

19
 PART 7- STEERING AND FRONT AXLE - - - - - - -
Figure 41
Releasing Steering Cylinder Gland
1. Wrench
2. ·c· Spanner Tool No. FT 3171
3. Gland
4. To aid disassembly of the cylinder after
removal from the unit, use ·c· spanner
Special Tool No. FT 3171 and a suitable
wrench to release the gland from the
cylinder, Figure 41.
5. Remove the steering cylinder rod to ball
joint clamping bolt and using a spanner
on the,flats on the end of the cylinder rod,
loosen the ball joint.
6. Disconnect the steering cylinder ball
joints from the steering arm and cylinder
anchor.
7. Withdraw the steering cylinder assembly
from the axle.
20
IR-8-3-42
Figure 42
Cylinder Rod and Piston Assembly
1. Ball Joint 4. Cylinder
2. Gland 5. Piston
3. Cylinder Rod
8. Where overhau I of the ball joints on either
end of the track control rod connecting
the axle swivel hubs are required the ball
joints are disconnected and removed
using established overhaul procedures.
DISASSEMBLY
1. Unscrew the gland from the cylinder and
withdraw the cylinder rod and piston
assembly, Figure 42.
2. Unscrew the ball joint from the cylinder
rod and withdraw the gland.
3. Remove the wear rings, piston seal and
'0' ring from the piston and the ring,·o·
oil seal and wiper seal from the gland,
Figure 43.
- - - - - - - - - - - • CHAPTER3 - - - - - - - - - - -

-\ I

-~
--- ---- ------

~-8-3-43 0
Figure 43
Steering Cylinder - Exploded View

1. Cylinder Barrel 5. Rod Seal 9. Wear Ring 12. Wear Ring

2. Ball Joint 6. Gland 10. Seal 13. Dust Cover
3. Dust Cover 7.·o· Ring 11. Piston Seal Expander
4. Wiper 8. Cylinder Rod

INSPECTION 4. Inspect the cylinder rod ball joint for

looseness. If any wear is evident renew
1. Wash the cylinder components in a the joint.
suitable solvent and allow to air dry.

2. Inspect the cylinder rod for damage. Any
minor nicks or burrs may be relieved
using an abrasive stone.
3. Inspect the inside of the cylinder barrel
for damage.
NOTE: The cylinder rod and barrel are not
serviced as individual components. If either
of these parts is damaged, the complete
cylinder assembly must be renewed.
RE-ASSEMBLY
With reference to Figure 43
1. Install new piston seal expander ('0'
ring), pistol seal and wear rings on the
piston.
2. Install a new rod seal in the groove in the
gland. Ensure the sealing lip faces
towards pressure.
3. Install a new cylinder rod wiper seal and
·o·ring barrel seal into their respective
locations on the gland.

21
 PART 7- STEERING AND FRONT AXLE

4. Lubricate all seals and the piston and

re-assemble the piston and rod assembly
into the cylinder barrel.
\ \

NOTE: Installation of the piston seal on top

of the '0' ring requires special care. Allow the I
seal to contract naturally before attempting
to install the piston and rod assembly into the
\ I

cylinder.

IR-8-3-44 0
Figure 44
Steering Cylinder Ball Joint Adjustment

5. To protect the gland seals during A 403 mm (15.875 in)

reassembly apply masking tape to the
threads of the cylinder rod then install
the gland and tighten using 'C' spanner
Tool No. FT 3171 and a suitable torque INSTALLATION
wrench to the specified torque, see
'Specifications'- Chapter 5. 1. Installation of the steering cylinder
follows the removal procedure in reverse.

NOTE: Do not clamp the cylinder barrel

when tightening the gland as this will cause 2. Ensure all steering joints and ball joints
distortion. Instead clamp the ball joint or are tightened to the specified torque, see
alternatively tighten the gland after 'Specifications' Chapter 5.
installation of cylinder onto the axle.

3. Secure the steering cylinder tubes to the

6. Remove the masking tape and loosely cylinder using a hose clip.
~nstall the ball joint to the cylinder rod.
Push the cylinder rod into the barrel until
fully retracted and adjust the position of-
the ball joint until the specified distance
between the centres of the ball joint studs
on either end of the cylinder is achieved,
Figure 44. Tighten the ball joint retaining 4. Fill the steering reservoir with oil to
bolt to the specified torque, see the specified type and grade, see
'Specifications'- Chapter 5. 'Specifications'- Chapter 5.

22
- - - - - - - - - - - • CHAPTER3

IR-7-3-46
IR-7-3-45 11
Figure 45 Figure 46
Track Rod Adjustment Toe-in Measurement

1. Track Rod 1. Rear Measurement

2. Clamp Bolt 2. Front Measurement
3. Ball Joint

5. Adjust and set the front wheel toe-in as
specified in 'Specifications'- Chapter 5,
by adjusting the length of the track
control rod. To adjust length of track rod
release clamp bolts on either end of rod,
Figure 45 and turn rod as necessary.
After adjustment tighten clamp bolts to
specified torque, see 'Specifications~ -
Chapter 5.
Ensure toe-in measurement is made at
the inside of each wheel rim and at hub
height, Figure 46.

F. FRONT AXLE- REMOVAL AND INSTALLATION

REMOVAL

1. Position the unit on a hard level surface,

apply the parking brake and block the
rear wheels.

2. Remove the drive shaft guard retaining

bolts and remove the guard.

IR-8-3-47
Figure 47
3. Disconnect the drive shaft to axle pinion Drive Shaft to Axle Pinion Flange
flange bolts. Figure 47. 1. Drive Shaft 2. Drive Flange Bolt

23
 PART 7- STEERING AND FRONT AXLE

IR-7-3-48 11
Figure 48 Figure 49
Front of Vehicle Supported Prior to Axle Removal Front Support Pillar Retaining Bolts

1 . Axle Stands 1. Support Pillar

2. Safety Support 2. Retaining Bolt
3. Retaining Bolt

4. Raise the front of the tractor so that both 9. Fully remove the front and rear support
front wheels are clear of the ground and retaining bolts and lower the axle to the
securely support the tractor on the loader ground.
subframe in a position clear of the front
axle and wheels, Figure 48. Ensure the
method of blocking and supporting the
tractor is secure.

IMPORTANT: Ensure the loader is raised

and the safety support is engaged during this
operation.

5. Remove the front wheels.

6. Disconnect the steering hydraulic hose

connections and cap the ends.

7. Using suitable jacks or lifting equipment,

and ensuring that the axle will be stable
once the front and rear support pillars are
removed, position such equipment to
support the weight of the axle.

8. Loosen both the front and rear support Figure 50

pillar retainiilg bolts, Figures 49 and 50, Rear Support Pillar Retaining Bolts
equally and gradually lower the jacks or
1. Pinion Drive Flange
lifting equipment, checking that the axle 2. Retaining Bolts
is stable and secure. 3. Support Pillar

24
 CHAPTER3
Figure 51
Front and Rear Support Pillar Installation
1. Rear Support Bushing
2. '0' Ring Seal
3. Rear Support Bearing Surface
4. Thrust Washers
5. Front Support Bushing
6. Front Trunnion Bushing
INSPECTION
1 . Remove the front and rear support pillars
from the axle trunnions. Inspect the bush
on the front trunnion and the rear support
qearing surface on the differential
housing trunnion. Figure 51.
2. Remove the '0' ring seal from the
bushing inside the rear support pillar,
Figure 52. Clean all mating surfaces of
the bushings and offer the front and rear
supports back on to the front and rear
trunnions. Assess the degree of wear by
rocking the supports from side to side. If
wear is excessive bushings should be
replaced.
3. To remove the bushings from the
supports, first remove the locating bolt
and greaser assembly then remove the
rear support bushing using a press. The
front support bushing may require
cutting to ease removal. Install new
bushings, ensuring that the grease holes
align with the drilling in each support and
insert the special locating bolt and
greaser assemblies.
25
Figure 52
Rear Support Pillar Bushing and ·o· Ring Seal
1. '0' Ring Seal
2. Bushing
3. Rear Support Pillar
4. Bushing Locator and Greaser
5. Locators (Dowels)
4. Where necessary draw off the bush on
the front axle trunnion. If necessary cut
the bush longitudinally to ease removal.
Install a new thrust washer and bush by
carefully driving the bush onto the
trunnion until it abuts the thrust washer.
INSTALLATION
1. Installation of the axle follows the
removal procedure in reverse.
2. Apply thread locking sealant to the front
and rear support pillar retaining bolts and
tighten to the specified torque, see
'Specifications'- Chapter 5.
3. Lubricate the support pillar bushings with
grease as specified in 'Specifications' -
Chapter 5.
 PART 7- STEERING AND FRONT AXLE
4. Tighten the drive shaft to axle pm1on
flange bolts to the specified torque, see
'Specifications'- Chapter S.
5. Fill the steering reservoir with the correct
type and grade of oil, see 'SpeCifications'
-ChapterS.
6. Cycle the steering from lock to lock to
purge any air from the circuit. Re-check
the reservoir level.
G. DIFFERENTIAL, CROWN WHEEL AND PINION ASSEMBLY- OVERHAUL
REMOVAL
1. Remove the axle assembly as described
in the relevant section of this Chapter and
mount on a suitable stand to enable the
differential assembly to be removed.
2. Drain the oil from the differential
housing.
3. Disconnect and remove the track rod and
steering cylinder.
4. Remove the two bolts securing the drive
shaft coupler to the pinion shaft, Figure
53, and withdraw the coupler from the
shaft.
5. Remove the rear support pillar from the
trunnion on the differential support
housing.
26
7. Check and adjust the front wheel toe-in,
see 'Specifications'- Chapter S.
8. Check that when the axle is fully
oscillated and on full left or right lock the
tyres do not touch the sides of the tractor.
Where necessary adjust the steering
stops on the swivel casings to limit the
turning angle, see 'Specifications' -
ChapterS.
6. Remove the pinion oil seal housing
retaining bolts and withdraw the housing
from the pinion shaft. Figure 54. Removal
of oil seal housing at this stage improves
handling of differential support housing
during removal from axle.
7. Remove the swivel casings and axle
shafts following the procedure described
in this Chapter.
Figure 53
Pinion Drive Shaft Coupler
1. Rear Support Pillar
2. Coupler Retaining Bolts
3. Drive Shaft Coupler
 CHAPTER3

IR-8-3-56 0
Figure 54 Figure 56
Removing Pinion Oil Seal Housing Pinion and Bearing Retaining Nut

1. Differential Support Housing 1. Retaining Nut Deformation

2. Pinion Shaft
3. Pinion Oil Seal Housing

8. Remove the differential support to axle DISASSEMBLY

casing retaining bolts.
1. Relieve the deformation on the edge of
9. Install 2 off M1 0 x 1.5 x 50 mm bolts in the pinion and bearing retaining nut
the threaded jacking holes in the which locks the nut to the pinion shaft.
differential support. Tighten the .bolts Figure 56.
evenly to draw off the differential support
assembly, Figure 55. Remove the
· differential support from the axle casing.
2. Position a suitable piece of hard wood in
mesh with the crown wheel and pinion to
effectively lock the two gears to facilitate
removal of the pinion and bearing
retaining nut.

3. Using Tool No. FT.3168 (307978)

remove the retaining nut and tabbed
washer.

4. Carefully mark the bearing adjuster ring

nuts relative to their respective bores and
to the position of each within its bore.
-55 0
This marking will assist re-assembly if
Figure 55
new components affecting bearing pre-
Removing Differential Support
load or crown wheel and pinion
1 . Jacking Bolts matching are not required.

27
 PART 7- STEERING AND FRONT AXLE

IR-8-3-57 0
Figure 57 Figure 58
Differential Support Assembly Removing Differential Bearing Caps

1. Locking Plates 1. Bearing Adjuster Ring Nut

2. Bearing Adjuster Ring Nut 2. Bearing Cap
3. Bearing Cap Identification Marks 3. Bearing Outer Track
4. Bearing Adjuster Ring Nut
5. Crown Wheel

5. Mark each bearing end cap in relation to 11 . Remove the crown wheel and separate
the housing to ensure these are not the two halves of the differential housing.
interchanged during re-assembly, Figure Refer to Figure 60.
57.

6. Remove the differential unit bearing

adjuster ring nut locking plates.

7. Remove the bearing cap retaining nuts

and caps. Figure 58.

8. Lift out the differential and crown wheel

assembly, Figure 59 from the support
housing. Collect the bearing outer tracks
and adjuster ring nuts. Identify each
bearing track to its respective bearing.

9. Mark the two halves of the differential

0
housing to ensure correct alignment on
Figure 59
re-assembly. Differential and Crown Wheel Assembly

1. Crown Wheel Retaining Bolt~

10. Support the differential and remove the 2. Crown Wheel
crown wheel retaining bolts. 3. Differential Housing

28
----------------------•CHAPTER3 ----------------------·

IR-8-3-60 0
Figure 60
Differential and Crown Wheel Assembly - Exploded View

1. Adjuster Ring 6. Shaft 10. Bearing Track 14. Thrust Washer

2. Bearing Track 7. Thrust Washer 11. Differential Housing 15. Side Gear
3. Bolt 8. Bearing 12. Side Gear 16. Differential Housing
4. Crown Wheel 9. Adjuster Ring 13. Bevel Gear 17. Bearing
5. Thrust Washer

12. Prise the bevel gear shafts from the 2. Clean the differential support housing
separated differential housing and collect mounting face and the mating face of the
the four bevel gears and thrust washers axle casing, remove all traces of sealant.
and two side gears and thrust washers.

13. Drive the pinion from the differential

support housing and collect the
collapsible spacer and outer bearing
inner race Figure 61.

IR-8-3-51 0
Figure 61
INSPECTION AND REPAIR Drive Pinion Removed from Differential Support
Housing
1. Pinion and Bearing 4. Retaining Nut
1. Clean all the components in a suitable 2. Support Housing 5. Tabbed Washer
solvent and allow to air dry. 3. Outer Bearing 6. Collapsible Spacer

29
 PART 7- STEERING AND FRONT AXLE

IR-8-3-63 0
Figure 62 Figure 63
Removing Pinion lnne.r Bearing Race Pinion Oil Seal Housing

1. Puller Tool No. 1003 or 9516 1. Housing

2. Shaft Protector 2. Oil Seal
3. Pinion
4. Pulling Attachment Tool No. 951 or 9190
5. Bearing Inner Race

3. Clean all traces of locking compound 7. Inspect the differential gears, thrust
from the crown wheel securing bolts and washers and shafts for wear, renew any
any locating dowels. worn or damaged items.

4. Carefully inspect the crown wheel and

pinion teeth. If worn or damaged both 8. Inspect the side gears and the splines
gears must be replaced. They are only within each gear for damage.
serviced as a matched pair.

5. Inspect the differential side bearings; 9. Examine the thrust washer placed under
where necessary pull off the inner races the head of each side gear for wear and
using Tool No. 1003 (9516) and Tool damage and replace if necessary.
No. 951 (9190).

6. Inspect the p1mon bearings; where

1 0. Visually check the condition of the axle
housing, the differential support housing
necessary draw off the inner bearing
and the differential gear housing.
inner race using Tool Nos. 951 and 1003
(9190 and 9516), Figure 62. Note that
there is a shim positioned between the
pinion inner bearing and the head of the
pinion. Drive out the outer tracks from the 11. Remove and replace the oil seal in the
differential support housing. pinion oil seal housing, Figure 63.

30
----------------------•CHAPTER3

IR-8-3-64 0
Figur• 64
Differential, Crown Wheel and Pinior1 Assembly - Exploded View

1. Bolt 7. Shim 23. Side Gear 19. ~haft

2. Bearing 8. Pinion 14. Differential Housiag 20. Side Gear
3. Tabbed Washer 9. Crown Wheel 15. Bearing Track 21 . Differential Housing
4. Retaining Nut 10. Thrust Washer 16. Adjuster Ring 22. Bearing
5. Collapsible Spacer 11. Thrust Washer 17. Bearing 23. Bearing Track
6. Bearing 12. Bevel Gear 18. Thrust Washer 24. Adjuster Ring

RE-ASSEMBLY Calculate the shim thickness as

follows:-
With reference to Figure 64.

1. If the crown wheel and pinion assembly

or pinion bearings have been renewed or
the differential support housing !)as been
changed, it will be necessary to
recalculate the thickness of shim placed
behind the head ofthe drive pinion on the
pinion shaft (the bevel distance). If all
these components are re-usable then the
drive pinion may be recinstalled in the
differential support housing using the
same shim value as originally fitted.
(i) Install the pm1on bearings in the
differential support housing as
shown in Figure 65 and lightly
clamp the bearings using part of
Tool No. FT. 3135 (or4775). Ensure
the disc part of the tool with the
cut-away side is uppermost.
Tighten the clamp so that the
bearing cones can just be turned by
hand - do not overtighten.

31
 PART 7- STEERING AND FRONT AXLE

R-10-540
Figure 65 Figure 66
Pinion Bearings Clamped in Housing Measuring Diameter of Differential Support Housing
Bearing Bores
1. Part of Pinion Setting Gauge Tool No. FT.3135 or
4775
2. Pinion Bearing Assemblies

(ii) Install the differential support (v) Determine the required thickness of
housing bearing caps (not the shim using the following
bearing tracks) and tighten the cap calculation:
retaining nuts to the specified
torque. See 'Specifications' -
a) C= B-25.0mm (dia.ofbar) +%A
ChapterS.

The actual shim thickness will be the

difference between calculation C
and the dimension etched on the
head of the pinion.

(iii) Using an internal micrometer or Example:

vernier gauge, measure the side
bearing bore dimension 'A' shown
in Figure 66. c = 90.8-25 + %(90) = 110.8
Etched on head of pinion is 107,7.

110.8-107.7=3.1 shim thickness

required in millimeters.
(iv) Locate the circular bar of Tool No.
FT.3135 (4775) across the two Select the calculated shim thickness
bearing bores in the support from the range available, see
housing Figure 67, and using a 'Specifications' - Chapter 5, and
depth gauge, measure the install on the pinion shaft with the
dimension B. chamfer adjacent to the pinion gear.

32
----------------------•CHAPTER3

Figure 67 Figure 69
Measuring Dimension 'B' Checking Pinion Shaft Bearing Rolling Resistance
1. Depth Gauge 1. Spring Balance
2. Bar Gauge- Part of Tool No. FT.3135 or 4775 2. Pinion Shaft
3. Pinion Shaft Bearings 3. String
4. Pinion Setting Gauge Tool No. FT.3135 or 4775 4. Differential Support Housing
5. Differential Support Housing
2. Press the inner bearing onto the pinion
shaft, ensuring that it is fully seated, 3. Assemble the pinion bearing and spacer
Figure 68. assembly into the support housing and
install the outer bearing, tabbed washer
IMPORTANT: Place a new collapsible and retaining nut. Ensure the retaining
spacer on the pinion shaft. DO NOT use the nut is in good condition and, using Tool
old item. No. FT.3168 (307978) tighten the nut
until the bearings are just supported (no
free play exists).

4. Wrap a length of string evenly and

without over lapping around the exposed
input spline and using a pull scale,
measure the force required to rotate the
pinion shaft in its bearings, Figure 69.
The scale should be read during rotation
of the pinion. Do not read the scale at the
point where rotation starts.

5. Progressively tighten the retammg nut

until a rotational pull, as specified in
'Specifications'- Chapter 5, is achieved.

Figure 68
Pressing Inner Bearing onto Pinion It may be necessary to temporarily replace
1. Press
the differential and crown wheel to prevent
4. Shim
2. Shaft Protector 5. Inner Bearing rotation of the pinion during tightening of
3. Pinion the bearing retaining nut.

33
 PART 7- STEERING AND FRONT AXLE
Figure 70
Re-assembling Differential
1. Side Gear 3. Thrust Washer
2. Shaft 4. Bevel Gear
6. When the specified pull scale reading is
achieved, lock the retaining nut to the
shaft by forming the locking sleeve part
of the nut into the slot machined on the
pinion shaft. Record the reading
obtained.
7. Position a tabbed thrust washer and side
gear into one half of the differential
housing.
8. · Locate the bevel gears and thrust
washers onto the shafts and position the
shafts into the differential housing,
Figure 70. It will be necessary to lightly
tap each shaft to ensure they are fully
seated in the housing.
9. Position the remaining tabbed thrust
washer and side gear into the second half
of the differential housing and assemble
the two halves of the housing ensuring
that they align with marks scribed during
disassembly.
34
Figure 71
Re-assembling Differential and Support Housing
1 . Bearing Track 3. Bearing
2. Adjuster Ring 4. Crown Wheel
10. Install the crown wheel on the housing.
Coat the threads of the retaining bolts
with sealant as specified in
'Specifications' - Chapter 5 and tighten
to the specified torque.
11 . Press the two side bearings onto the
housing ensuring that they are both fully
seated.
12. Place the assembled differential housing
into the support housing and position the
bearing outer tracks, support housing
end caps and bearing adjuster rings in
their respective positions, Figure 71 .
Ensure that the centering bushes are in
position and that the relationship
between the crown wheel and pinion is
correct. The crown wheel should always
be to the right of the pinion when viewed
from the input side.
- - - - - - - - - - - CHAPTER3 - - - - - - - - - - -
Figure 72
Measuring Crown Wheel to Pinion Back Lash
1. Adjuster Ring 3. Crown Wheel
2. Pry Bars 4. Dial Indicator
13. Assemble the bearing cap retaining nuts
so that the caps are just pinched and at
the same time carefully adjust the
adjuster rings to ensure that the crown
wheel is not forced into mesh with the
pinion. Take care during this procedure.
Tightening the cap nuts and forcing the
crown wheel against the pinion could
seriously damage the gear set.
14. With the bearing cap retaining nuts fully
supporting the caps, but not fully
tightened, adjust the adjuster rings to
remove all free play. Do this by first
tightening the crown wheel side locking
ring, moving the crown wheel against the
pinion and then tightening the other
adjuster until it becomes difficult to
move. DO NOT force the adjuster.
15. Measure the backlash between the
crown and pinion by placing a dial
indicator with its stylus placed at 90" to
the crown wheel teeth, Figure 72.
35
16. Adjust the adjuster rings by equal
amounts moving the crown wheel
towards or away from the pinion to
achieve the specified backlash. See
'Specifications' - Chapter 5. During this
operation, gently tap each bearing cap
with a soft faced hammer to ensure the
cap and bearings remain correctly seated.
Repeat the backlash measurement on
two more teeth equidistant around the
crown wheel and re-adjust as necessary.
17. To set the pre-load on the differential side
bearings tighten each adjusterring by%to
1 notch and perform the following test to
ensure correct adjustment has been
achieved:
(i) With the crown wheel in mesh with
the pinion and the backlash
correctly set, rotate the pinion using
the string and pull scale and record
the effort required to rotate the
pinion and the crown wheel/
differential unit.
(ii) From this result, subtract the pre-
viously recorded pm1on only
bearing rolling resistance, refer to
Steps 5 and 6.
Example:
Effort to rotate crown wheel and pinion
= 15 daN (15.3 kgf, 34 lbf)
Effort to rotate pinion only
= 11 daN (11.2 kgf, 25 lbf)
Differential Bearing rolling resistance
= 15-11
=4 daN (4.1 kgf, 9 lbf)
(iii) Adjust where necessary each
differential side bearing adjuster ring
by equal amounts, to preserve the
backlash adjustment, until the rolling
resistance achieved is within the
lower band of the specified figure see
'Specifications'- Chapter 5.
18. Fully tighten the bearing cap nuts to the
torque specified in 'Specifications' -
ChapterS.
 PART 7- STEERING AND FRONT AXLE
19. Recheck the backlash and then install the
adjuster ring lock tabs. Where necessary
tighten the adjuster rings to align the tab
with the slot. Recheck the bearing rolling
resistance.
20. Install a new oil seal in the pinion oil seal
housing using driver handle No. 550 and
seal installer FT.3162 (307972).
21. Coat the mating s~urfaces of the pinion oil
seal housing and ihedifferential support
casing with specified sealant, see
'Specifications'- Chapter 5.
22. Carefully slide the housing over the
pinion and install the retaining bolts.
Tighten the bolts to the specified torque,
see 'Specifications'- Chapter 5.
H. DRIVE SHAFT- OVERHAUL
REMOVAL
1. Position the unit on a hard level surface,
apply the parking brake and block the
wheels.
2. Remove the drive shaft guard.
3. Support the drive shaft and remove the
bolts securing the drive shaft to the axle
pinion drive flange, Figure 73.
36
INSTALLATION
1 . Ensure that the differential support
casing and axle housing mating faces
are thoroughly clean then coat these
surfaces with specified sealant, see
'Specifications'- Chapter 5.
2. Carefully assemble the support casing to
the axle housing and evenly tighten the
retaining bolts to the specified torque, see
'Specifications'- Chapter 5.
3. Re-assemble the axle shafts and swivel
hubs to the axle as described earlier in
this Chapter.
4. Install the axle on the tractor as pre-
viously described in Section F of this
Chapter.
5. Fill the axle centre casing and the hubs
with the specified type, grade and
quantity of oil, see 'Specifications' -
Chapter5.
Figure 73
Drive Shaft to Axle Pinion Flange
1. Drive Shaft
2. Bolt
- - - - - - - - - - - • CHAPTER3 - - - - - - - - - - - •
Figure 74
Drive Shaft to Transfer Case Coupling
1 . Transfer Case
2. Connecting Bolts
3. Coupling
4. Remove the clamping bolts on the sliding
coupling connecting the drive shaft to
the transfer case output shaft and
disconnect the coupler, Figure 74.
5. Remove the bolts securing the bearing
support bracket and withdraw the drive
shaft from beneath the unit, Figure 75.
INSPECTION AND REPAIR
1. Remove the bolts securing the bearing to
the support and slide the bearing from the
drive shaft.
2. Inspect the drive shaft bearing for wear or
damage and replace if necessary.
37
Figure 75
Drive Shaft Support Bearing
1. Bearing
2. Support Bracket
3. Support Retaining Bolt
3. Examine the drive shaft for straightness.
The drive shaft and bearing must be
replaced if the shaft is damaged.
INSTALLATION
Installation follows the removal procedure in
reverse. On installation observe the
following requirements:-
• Tighten all nuts and bolts to the specified
torque. See 'Specifications'- Chapter 5.
• Grease the bearing and couplings with
the correct grade of Ford grease, see
'Specifications'- Chapter 5.
 PART7
STEERING AND FRONT AXLE
Chapter4
TRANSFER GEAR ASSEMBLY
Section
A. TRANSFER GEAR ASSEMBLY- DESCRIPTION
AND OPERATION
B. TRANSFER GEAR ASSEMBLY- OVERHAUL
C. TRANSFER GEAR OPERATING CABLE- ADJUSTMENTS
A. TRANSFER GEAR ASSEMBLY- DESCRIPTION AND OPERATION
The front wheel drive on the Ford 455C, 555C
and 655C tractors is taken via a transfer gear
assembly housed in the transfer case located
at the base of the rear axle centre housing,
Figure 1.
The transfer gear assembly transmits the
drive from the rear axle centre housing to the
drive shaft which is located under the tractor
and protected by a guard. The drive shaft
connects directly to the pinion in the front
axle.
A gear on the rear axle pinion drives the train
of two gears inside the transfer case. The
second gear in the train is connected to the
transfer gear output shaft via a sliding dog
clutch assembly, actuated by the spring
loader selector lever mechanism.
1
Page
1
3
15
The front wheel drive can be engaged and
disengaged under all normal operating
conditions using the selector lever located on
the right-hand side of the operator on the
side of the instrument console. The front
wheel drive is engaged when the selector
lever is in the up position and disengages
when the lever is in the down position.
Moving the selector lever to engaged
position (up) moves the selector fork
operating the sliding coupling/dog clutch
rearwards. Should a tooth to tooth situation
occur on the dog clutch the rear springs in
the sliding coupling will be loaded trying to
force the shift gear half of the clutch
rearwards. As the driving gear rotates the dog
clutch teeth will move relative to one another
and the springs will ensure full engagement
takes place.
 PART 7- STEERING AND FRONT AXLE

Figure 1
Front Wheel Drive Transfer Gear Assembly

1 . Idler Gear 4. Output Shaft

2. Driven Gear 5. Sliding Coupling Assembly
3. Detent Mechanism 6. Pinion Drive Gear

Moving the selector lever to the disengaged
position (down) moves the fork. forwards. If
there is a large torque difference between the
shift gear and driving gear, the dog clutch
teeth will not separate.
In this situation, the front springs of the sliding
coupling will be loaded, trying to force the
shift gear forwards. When the torque
equalises, the dog clutch teeth will part due to
the springs and disengage the drive.

2
- - - - - - - - - - - • CHAPTER4 - - - - - - - - - - - •

B. TRANSFER GEAR ASSEMBLY- OVERHAUL

Figure 2 Figure 3
Transfer Case Installation Transfer Gear Assembly

1. Actuating lever 1. Idler Gear 5. Sliding Coupling

2. Drain Plug 2. Detent Adjuster Assembly
3. Drive Shaft Coupling 3. End Cap 6. Driven Gear
4. Transfer Case Securing Bolts 4. Output Shaft

REMOVAL 6. Support the weight of the transfer case

on a trolley jack and remove the transfer
case to centre housing securing bolts.
1. Park the unit on a hard level surface and Carefully withdraw the transfer case
block the wheels. assembly.

2. Remove the drive shaft guard.

3. Remove the transfer case/rear axle drain
plug, Figure 2, and allow the oil to drain
into a suitable container. Replace the
drain plug.
DISASSEMBLY
1. Withdraw the idler gear shaft retainer
bolts, Figure 3, and remove the retainer.

4. Disengage the front wheel drive and 2. Using a suitable press remove the idler
disconnect the selector lever linkage gear shaft and withdraw the idler gear
from the actuating lever at the transfer and bearing assembly.
case.

3. Remove the output shaft end cap

5. Disconnect the drive shaft coupling from retaining bolts and withdraw the end cap
the transfer gear output shaft. and drive shaft guard retaining bracket.

3
 PART 7- STEERING AND FRONT AXLE
IR-8-4-04
Figure 4
Transfer Case
1 . Transfer Case
~. Blanking Plug
4. Remove the detent adjusting bolt and
withdraw the spring and ball.
5. Remove the blanking plug in the rear of
the transfer case, Figure 4.
NOTE: The end of the output shaft is
situated very close to the face of the blanking
plug and care must be taken if drilling a hole
in the plug to assist in applying leverage to
remove the plug.
6. Position the transfer case assembly on a
suitable press and insert two 80 mm long
bolts between the driven gear and
transfer casing, Figure 5. Press the shaft
from the transfer case.
NOTE: The two 80 mm (3 in) bolts will
ensure that the rear bearing remains seated in
the casing. Failure to achieve this will make
shaft removal difficult.
4
Figure 5
Output Shaft Removal
1. Press 3. 80 mm Bolts
2. Output Shaft 4. Driven Gear
NOTE: Where the driven gear is of similar
diameter to the sliding coupling it is
necessary to reduce the thickness of the bolt
heads in order that they can be positioned
between the coupling and driven gear to
enable shaft removal.
7. Using the transfer gear actuating lever
position the fork to the front of the casing
then ·remove the sliding coupling
assembly and thrust washer. Moving the
fork fully forwards will also press the
detent shaft plug from the casing, retr~eve
the plug.
8. Remove the driven gear and thrust
washer from the casing. To aid removal
twist the gear through 180" so that the
dog clutch teeth are facing rearwards.
. . . . . . . . . . . . . . . . . . . . . .•CHAPTER4

Figure 6 Figure 8
Shaft and Fork Installation Output Shaft Rear Bearing

1. Fork 3. Detent Shaft 1. Snap Ring

2. Pin 2. Bearing

9. Using a pin punch knock the pin securing NOTE: Do not attempt to knock the pin
the fork on the detent shaft into the through the shaft as this will prevent removal
"centre" of the shaft, Figure 6. of shaft.

10. Push the detent shaft toward rear of

housing and remove fork.

11. Remove detent shaft from casing and

"knock" the pin from the shaft. Retrieve
the remaining detent ball and spring.
Refer to Figure 7.

12. Using a pin punch drive the lever

assembly retaining pin from the actuating
lever shaft. Remove the lever and shaft
from the casing.

13. Remove the rear bearing snap ring,

Figure 8 and using a suitable press and
step plate adaptors Tool Nos. 630T /14
Figure 7 and 15 or 9211, remove bearing.
Fork and Detent Shaft Assembly

1. Pin 6. Detent Adjuster 14. Using a suitable press and step plate
2. Fork 7. Lock Nut
3. Actuating Shaft
adaptor Tool No. 630T or 9211, remove
8. Plug
4. Detent Shaft 9. Ball and Spring the dust and oil seal from the output shaft
5. Ball and Spring 10. Transfer Case end cap, Figure 9.

5
 PART 7- STEERING AND FRONT AXLE

IR-8-4-11
IR-8-4-09
Figure 9 ' Figure 11 '
End Cap Assembly Idler Gear Assembly

1. Dust Seal 3. Sealing Ring 1. Bearing 3. Idler Gear

2. Oil Seal 4. End Cap 2. Retaining Ring 4. Retaining Ring

15. Remove the actuating lever oil seal from 17. Remove the retaining ring from the idler
the transfer case. gear and bearing assembly and separate
the components, Figure 11 .
16. Remove the snap ring from the sliding
coupling assembly and separate the
components, Figure 10.

INSPECTION AND REPAIR

1. Clean all components in a suitable

solvent and dry with a lint free cloth.

2. Inspect all gears for damage and replace

if necessary.

3. Inspect all bearings for wear or damage

and replace if necessary.

4. Examine the transfer casing for cracks

and replace if necessary.
IR-8-4-10 1
Figure 10 5. Replace the dust seal. oil seal and sealing
Sliding Coupling Assembly
ring in the end cap.
1. Collar 4. Retaining Ring
2. Shift Gear 5. Snap Ring
3. Springs 6. Replace the actuating lever oil seal.

6
- - - - - - - - - - - CHAPTER4 - - - - - - - - - - -

..,
Figure 12
Transfer Gear Assembly - Exploded View

1. Idler Gear Bearing 8. Drain Plug 15. Sliding Coupling Assembly

2. Bearing Retainer 9. Transfer Case 16. End Cap Assembly
3. Thrust Washers 10. Actuating Lever 17. Front Bearing
4. Blanking Plug 11. Oil Seal 18. Output Shaft
5. Snap Ring 12. Detent Shaft Components 19. Snap Ring
6. Rear Bearing 13. Actuating Lever Shaft 20. Shaft and Retainer
7. Driven Gear 14. Fork 21. Bearing Retainer
22. Idler Gear

RE-ASSEMBLY 3. Locate the actuating lever in the gate on

the fork and position the fork on detent
With reference to Figure 12. shaft. Retain fork on shaft with roll pin.

1. Assemble the actuating lever and shaft to

the transfer case.

2. Insert the detent spring and ball into

transfer case drilling and install shaft. To
ease installation locate the ball in the
machined slot in the shaft, push shaft 4. Re-assemble the sliding coupling
forward and then rotate shaft to seat ball. assembly.

7
 PART 7- STEERING AND FRONT AXLE
Figure 13
Installing Output Shaft Front Bearing
1. Sleeve
2. Bearing
3. Sliding Coupling Assembly
4. Output Shaft
5. Where front bearing replacement has
been necessary install the bearing onto
the output shaft. Ensure the snap ring
which limits travel ofthe sliding coupling
is also correctly located on the shaft.
6. Position the driven gear in transfer case.
To ease installation install gear with dog
clutch teeth facing rearwards and then
turn gear through 180" to position teeth
forwards.
7. Position the sliding coupling on the
actuating fork. Pass the output shaft
through the front of the transfer casing,
through the coupling and driven gear
while at the same time positioning the
thrust washer to the front of the gear.
8. Using a suitable press and sleeve, press
the output shaft and front bearing into
the casing, Figure 13.
8
Figure 14
Installing Output Shaft Rear Bearing
1. Step Plate Adaptors
2. Bearing
9. Coat the detent Shaft blanking plug with
specified sealant, see 'Specifications' -
Chapter 5 and press plug into bore in
housing.
10. Install the end cap assembly and drive
shaft guard retaining bracket, tighten the
retaining bolts to the specified torque, see
'Specifications' -Chapter 5.
11 . Position the driven gear thrust washer
over the output shaft and using a suitable
press and step plate adaptors Tool No.
630T or 9211, install the rear bearing,
figure 14. The bearing must only be
pressed into the bore sufficiently to allow
the locating snap ring to be installed.
Install the snap ring.
- - - - - - - - - - - CHAPTER4 - - - - - - - - - - -

12. Re-assemble the idler gear and bearing

assembly and install in the casing. Retain
the idler gear shaft in position with the
retainer, tightening the bolts to the
specified torque, see 'Specifications' -
Chapter5.

13. Ensure the output shaft rotates freely and

install a new blanking plug into the rear
of the casing.

14. Install the drain plug.

Figure 15
Detent Adjuster

1 . Detent Adjuster
15. Install the activating lever onto the shaft 2. Spring Balance
and retain with roll pin.

INSTALLATION

16. Install detent outer ball and spring. Coat
threads of adjusting stud with sealant,
see 'Specifications' - Chapter 5 and
adjust detent pressure until a 12 Kgf is
required on the operating lever to
activate detent, Figure 15.
Installation of the transfer case follows the
removal procedure in reverse. On installation,
observe the foliowing requirements:~
• Install a new mounting face gasket.
• Tighten all bolts to the specified torque,
see 'Specifications'- Chapter 5.

• With the Unit on level ground, refill the

17. Lock detent adjusting stud in position rear axle with the correct grade and
using lock nut tightened to specified quantity of new oil, see 'Specifications'-
torque, see 'Specifications'- Chapter 5. Chapter5.

C. TRANSFER GEAR OPERATING CABLE- ADJUSTMENTS

REMOVAL 2. Loosen the cable adjusting nuts at the

1. Disengage the front wheel drive and
disconnect the selector lever linkage from
the actuating lever at the transfer case,
Figure 16.
bracket attached to the loader sub-frame,
Figure 16.
3. Pull the cable from the bracket.

9
 PART 7- STEERING AND FRONT AXLE

Figure 16 Figure 17
Transfer Gear Operating Cable at Transfer Gear Operating Cable at
Transfer Case Side Console

1. Retaining Bracket 1. Retaining Bracket

2. Cable Clevis 2. Clamp Retaining Screw
3. Clevis Pin 3. Cable Clevis
4. Actuating Lever 4. Clevis Pin
5. Cable. Locknuts

4. Remove the side console lower panel 2. Connect the cable to the selector lever
retaining screws. and retain with the clevis pin and split
pin, Figure 17.

5. Remove the front wheel drive selector

lever knob and remove the panel
3. Attach the cable to the transfer case
actuating lever and retain with the clevis
6. Disconnect the cable at the selector pin, Figure 16.
lever, Figure 17, loosen the cable clamp
retaining screws and pull the cable
through the clamp.

4. Position the cable into the retaining

7. Pull the cable from the tractor from bracket, Figure 16, and hand tighten the
underneath the cab. locking nuts.

INSTALLATION
5. Install the side console lever panel and
1. Route the cable up into the cab and tighten the retaining screws. Install the
through the cable clamp. Secure the selector lever knob and tighten the
clamp retaining screws, Figure 17. retaining screw.

10
----------------------• CHAPTER4

6. Position the selector lever in the
disengaged, lower position. Ensure the
transfer case actuating lever is in the
disengaged position. Adjust the cable
locknuts so that when the selector lever is
operated the lever does not hit the
console lower panel in either the engaged
or disengaged position.
, 7. Tighten the locknuts to the specified
torque, see "Specifications"- Chapter 5.

11
 PART7

STEERING AND FRONT AXLE

Chapter 5
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS

Section Page
A TROUBLE SHOOTING- STEERING 1
B. SPECIFICATIONS- STEERING 3
C. SPECIFICATIONS- TWO WHEEL DRIVE FRONT AXLE 4
D. SPECIFICATIONS- FRONT WHEEL DRIVE AXLE AND
TRANSFER GEAR ASSEMBLY 5
E. SPECIAL TOOLS 9

A. TROUBLE SHOOTING- STEERING

PROBLEM POSSIBLE CAUSES REMEDY

No steering or excessive 1. Incorrect oil level in
effort required to steer reservoir
2. Air in system
3. Pump relief valve faulty
4. Worn pump
5. Leaking power cylinder
6. Damaged valve spool
7. Broken or damaged
steering column
8. Damaged or worn
metering element
1. Fill with the correct
grade and quantity of
oil
2. Check for loose
connections or
damaged tubing. Purge
system of air
3. Check system pressure
4. Inspect and repair
5. Inspect and repair
6. Inspect and replace
7. Inspect and replace
8. Inspect and replace

1
- - - - - - P A R T 7-STEERING AND FRONT A X L E - - - - - -

PROBLEM POSSIBLE CAUSES REMEDY

Steering wanders 1. Excessive play in steering 1. Inspect and replace
linkage ball joints
2. Leaking power cylinder 2. Inspect and repair
3. Control valve spool 3. Inspect and replace
sticking or worn
4. Weak or broken torsion 4. Inspect and repair
bar
5. Incorrect valve spool 5. Check and adjust
shimming adjustment
6. Damaged or worn 6. Inspect and replace
metering element
Front wheels surge when 1. Leaking power cylinder 1. Inspect and repair
steering
2. Control valve spool 2. Inspect and repair
sticking
3. Weak or broken torsion 3. Inspect and replace
bar
4. Damaged or worn 4. Inspect and replace
metering element
Noisy Pump 1. Incorrect oil level in 1. Fill with the correct grade
reservoir and quantity of oil
2. Air in system 2. Check for loose
connections or damaged
tubing. Purge system of
air
3. Water in oil 3. Drain and renew the oil

2
----------------------CHAPTERs-----------------------

B. SPECIFICATIONS- STEERING

POWER STEERING MOTOR

Type Hydrostatic

Steering Wheel Turns Lock to Lock

Two Wheel Drive Axle 4.1
Four Wheel Drive Axle - Left Turn 3.1
Four Wheel Drive Axle - Right Turn 3.75

Upper Cover Shim Sizes 0.0025 in (0.064 mm)

0.005 in (0.127 mm)
0.01 0 in (0.254 mm)
0.030 in (0.762 mm)

POWER STEERING PUMP

Type Gear

Pump Output at 1000 rev/min 3.0 Imp. Gal/min

3.6 U.S. Gal/min
13.6 Litres/min

Pump Output at 2200 rev/min 6.6 Imp. Gal/min

7.9 U.S. Gal/min
29.9 Litres/min

Relief Valve Pressure 1850± 501bf/in 2 at 1100 rev/min

128±3.5 bar
Shim Thickness Pressure Change
0.010 in (0.25 mm) 66-74 lbf/in2 (4.54- 5.10 bar)
0.015 in (0.38 mm) 99-110 lbf/in2 (6.82- 7.58 bar)

OIL SPECIFICATION

Fill with the correct grade, quantity and type of oil as specified in the relevant Operators Manual.

STEERING MOTOR AND PUMP TORQUE SPECIFICATIONS

Nm Kgfm lbf.ft.
Steering Wheel Retaining Nut 54 5.5 40
Steering Motor Securing Bolt 18 1.8 13
Steering Tube to Motor Connections 31 3.2 23
Steering Motor Upper Cover Bolts 27 2.8 20
Steering Motor End Cover Bolts 23 2.3 17
Steering Pump Retaining Bolts 31 3.2 23
Steering Pump Through Bolts 36 3.6 26
Steering Pump Reservoir Bolt 16 1.6 12
Steering Pump Drive Gear Securing Nut 42 4.3 31
Steering Pump Relief Valve 42 4.3 31

3
- - - - - - - • PART 7-STEERING AND FRONT AXLE - - - - - - - •

C. SPECIFICATIONS- TWO WHEEL DRIVE FRONT AXLE

DIMENSIONS AND ADJUSTMENTS

Wheel Tread Width (fixed)

Ford 455C 62 in (1575 mm)
Ford 555C and 655C 70 in (1778 mm)

Toe-in 0-0.25 in (0-6 mm)

GREASE

Grease with the correct grade as specified in the relevant Operators Manual.

FRONT TYRE PRESSURES AND PERMISSIBLE LOADS (two wheel drive)

The following charts give the carrying capacity of the axle at the tyre pressures indicated.

Inflation Pressures in Bar

Tyre Ply
1.5 1.7 1.9 2.1 2.2 2.4 2.6 2.8 3.0 3.3 3.6 3.9
size rating
Permissible Load Capacity Per Axle (kg)
9.00-16 10 1360 1480 1600 1700 1750 1850 1940 2030 2110 2240 2360 2490
11L-16 10 1400 1480 1620 1720 1790 1880 2000 2080 2210 2340 2460 -

Inflation Pressures in lbf/in 2

Tyre Ply
22 25 28 30 32 35 38 41 44 48 52 57
size rating
Permissible Load Capacity Per Axle (lb)
9.00-16 10 2298 3262 3527 3747 3858 4078 4276 4475 4651 4938 5202 5489
11L-16 10 3086 3262 3571 3791 3946 4144 4409 4585 4872 5158 5423 -

TWO WHEEL DRIVE FRONT AXLE- TORQUE SPECIFICATIONS

Nm Kgfm lbf.ft.
Oscillation Bearing Cap Bolts 510 52.0 376
Spindle Locking Pin Nut 50 4.9 37
Spindle Dust Seal Bolts 46 4.7 34
Track Control Rod Ball Joint to Steering Cylinder 465 47.0 340
Track Control Rod Ball Joint Nut to Spindle Arm 385 40.0 285
Steering Cylinder Locking Plate Bolts 145 15.0 105
Front Wheel Nuts- 2WD 176 17.9 130

4
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTERs----------------------•

D. SPECIFICATIONS- FRONT WHEEL DRIVE AXLE

AND TRANSFER GEAR ASSEMBLY

FRONT AXLE TYPE

Carrara heavy duty, centre driven, double reduction (crown wheel and pinion plus planetary
hubs)

STEERING TURN ANGLE 50"

(Dependent on track setting)

AXLE OSCILLATION ANGLE 12"

OVERALL WIDTH 1884 mm (74.2 in)

(Wheel mounting flange)

FRONT AXLE RATIOS

Ford Ford Ford
455C 555C/655C 555C/655C
I.S.O. N.A.S.O.
Overall: 10.33:1 16:1 14.3:1
Crown Wheel and Pinion 1.72:1 2.67:1 2.383:1
Planetary Hubs 6:1 6:1 6:1
Matching Transfer Gear Assembly 0.735:1 1.037:1 1.037:1

OIL CAPACITIES
Hub (each
Litres 1 1 1
Imp. Pints 1.76 1.76 1.76
U.S. Pints 2.10 2.10 2.10

Axle Differential
Lit res 6.5 6.5 6.5
Imp. Pints 11.4 11.4 11.4
U.S. Pints 13.6 13.6 13.6

5
- - - - - - - P A R T 7-STEERING AND FRONT A X L E - - - - - - -

CLEARANCES AND ADJUSTMENTS

Front Wheel Toe-in 0-4.0 mm (0.16 in)

Axle Hub Bearing Rolling Resistance Non-adjustable, pre-set
Axle Shaft End Float Non-adjustable, pre-set

Swivel Bearing Pre-Load 0.2- 0.4 mm (0.008- 0.016 in)

Adjustable by shims of:-
0.1 0 mm (0.0040 in)
0.19 mm (0.0076 in)
0.35 mm (0.0140 in)

Drive Pinion Bearing Rolling 9.2-13.7 daN

Resistance (see text) (21 - 31 lbf) (9.5- 14.0 kgf)

Pinion to crown Wheel Backlash 0.15- 0.25 mm (0.006- 0.01 0 in)

Pinion to Crown Wheel Bevel Adjustable by shims

Distance (see text) 2.5 mm- 3.4 mm in steps of 0.1 mm
(0.1 0 in- 0.136 in in steps of 0.004 mm)

Differential Bearing Rolling Drive Pinion Bearing Rolling

Resistance (see text) Resistance plus 3.1 -4.7 daN
(7 .0- 1 0.6 lbf) (3.2- 4.8 kgf)

LUBRICANTS

Fill with correct grade, quantity and type of oil as specified in the relevant Operator's Manual.

GREASE FITTINGS

Grease with the correct grade as specified in the relevant Operator's Manual.

THREAD SEALANT

To Ford Specification- ESK-M4G247-A2 (Loctite 243 or 542).

Crown wheel retaining bolts, planetary shaft cover screw heads.

To Ford Specification ESE-M4G203-A2 (Loctite 270/271 ).

Axle support pillar retaining bolts.

DOWEL FIXATIVE ADHESIVE

To Ford Specification- SPM-2G9120-A (Loctite 638).

Differential support housing to axle casing dowel.

6
. .- .. . . . . . . . . . . . . . . . . . . . CHAPTERs----------------------•

FLANGE SEALANT (FACE-TO-FACE SEALANT)

To Ford Specification ESK-M4G269-A (Loctite Superflex Silicone, Loctite 518 or Silastic

732).

Planetary carrier to hub housing, differential support housing to axle casing and pinion oil
seal housing.

WEAR RING RETAINER

To Ford Specification ESK-M4G269-A (Loctite 518).

Hub seal wear ring.

TRANSFER GEAR ASSEMBLY

TYPE Rear axle centralized mounting with dog type non-slip clutch.
Mechanically engaged and released.

Ford 455C Ford 555C/655C (All)

TRANSFER GEAR ASSEMBLY RATIO 0.735:1 1.037:1
Drive Pinion Teeth 25 28
Idler Gear Teeth 38 33
Driven Gear Teeth 34 27

ACTUATING LEVER DETENT ADJUSTMENT

Adjust until effort required to activate lever when measured with a spring balance is
equivalent to 12 kgf (26 lbf).

OIL CAPACITY

Transfer Case Lubricated by Rear Axle Oil.

Increase in Rear Axle Oil Capacity with Transfer Case Installed

Lit res 1.0

Imp. Pints 1.7
U.S. Pints 2.1

SEALANT

To Ford Specification SJ-M4G91 02-A (loctite 573).

Detent adjustment screw and detent shaft blanking plug.

7
- - - - - - - • PART 7-STEERING AND FRONT AXLE - - - - - - - •

TORQUE SPECIFICATIONS
FWD AXLE

IR-8-5-01
..,

Fig. Ref. Nm Kgf.m lbf. ft

1 70 7 51
2 70 7 51
3 10 1 7
4 57 5.8 42
5 352 35.9 260
6 57 5.8 42
7 57 5.8 42
8 56 5.7 41
9 100 10.2 74
10 156 15.9 115
11 70 7 51
12 40 4.1 30
13 250 25.4 184
14 34 3.5 25
15 80 8.2 59
16 137 13.8 100
17 70 6.9 50
18 140 14.1 102
19 515 53 380
20 240 24 177
21 258 26.3 190
22 300 30.4 220
Front Wheel Nuts -FWD 270 27.5 200

8
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTERs----------------------•

TORQUE SPECIFICATIONS
TRANSFER GEAR ASSEMBLY

Fig Ref. Nm Kgf.m lbf.ft

1 48 4.9 35.5
2 60 6.0 44.0
3 87 8.8 64.0
4 24 2.4 17.5
5 24 2.4 17.5

E. SPECIAL TOOLS

Fixture - Crown Wheel and Pinion Bevel Setting FT.3135 4775

Oil Seal Installer- Axle Shaft (Swivel Casing) FT.3162 307972

Oil Seal Installer- Axle Shaft (Centre Casing) FT.3162 307972

Oil Seal Installer- Differential Pinion FT.3162 307972

Bushing Installer- Axle Shaft (Swivel Casing) FT.3164 307974

Bushing Installer- Axle Shaft (Centre Casing) FT.3165 307975

Wrench- Differential Pinion Bearing Nut FT.3168 307978

Steering Cylinder ·c· Spanner FT.8554

Driver Handle 550

Slide Hammer 943 9507

Slide Hammer Puller 943S 9567

Puller Attachment 951 9190

Slide Hammer 954C 9508

Puller 1003 9516

9
 [CD]

40045531 393 Printed in U.S.A.

 Ill

e 1ce anual

Tractor Loader Backhoe

455C, 555C, 655C
Section 8 - Hydraulic System, Controls and Frame
Section 9 - Cab
Section 10 - Separating the Tractor
Section 11 - Accessories
Vol. 3

40045531
Reprinted
 PARTS
HYDRAULIC SYSTEM,
CONTROLS AND FRAME

Chapter 1
HYDRAULIC CIRCUITS

Section· Page
A. HYDRAULIC CIRCUITS- GENERAL INTRODUCTION 1
B. HYDRAULIC CIRCUITS- DESCRIPTION AND OPERATION 2

Chapter 2
RESERVOIR, FILTER AND OIL COOLER

Section Page
A. RESERVOIR, FILTER AND OIL COOLER- DESCRIPTION
AND OPERATION 1
B RESERVOIR- OVERHAUL 3
C. FILTER- OVERHAUL 5
D. OIL COOLER- OVERHAUL 8

Chapter 3
HYDRAULIC PUMP

Section Page
A. HYDRAULIC PUMP- DESCRIPTION AND OPERATION 1
B. HYDRAULIC PUMP- OVERHAUL 2
C. HYDRAULIC PUMP DRIVESHAFT- OVERHAUL 6

( i)
 Chapter 4
BACKHOE HYDRAULIC CONTROL VALVE
ASSEMBLY

Section Page
A. BACKHOE CONTROL VALVE ASSEMBLY
DESCRIPTION AND OPERATION 1
B. BACKHOE CONTROL VALVE- OVERHAUL 18

Chapter 5
SIDESHIFT BACKHOE
HYDRAULIC CLAMPING SYSTEM

Section Page
A. SIDESHIFT HYDRAULIC CLAMPING SYSTEM-
DESCRIPTION AND OPERATION 1
B SIDESHIFT HYDRAULIC CLAMPING SYSTEM- OVERHAUL 3

Chapter 6
LOADER HYDRAULIC CONTROL VALVE ASSEMBLY

Section Page
A. LOADER HYDRAULIC CONTROL VALVE ASSEMBLY-
DESCRIPTION AND OPERATION 1
B. LOADER CONTROL VALVE OVERHAUL 13

(ii)
 Chapter 7
SWING SYSTEM, HYDRAULIC CYLINDERS AND
FLOW RESTRICTOR VALVES

Section Page
A. SWING SYSTEM- DESCRIPTION AND OPERATION 1
B. HYDRAULIC CYLINDERS- DESCRIPTION AND OPERATION 9
C. FLOW RESTRICTOR VALVES- DESCRIPTION AND OPERATION 12
D. HYDRAULIC CYLINDERS- OVERHAUL 14

Chapter 8
BACKHOE FRAME, BOOM, DIPSTICK AND
BUCKETS, CONTROL SYSTEM,
HOSES AND TUBES

Section Page
A. BACKHOE FRAME, BOOM, DIPSTICK AND BUCKETS-
DESCRIPTION AND OPERATION 2
B BACKHOE CONTROL SYSTEM- DESCRIPTION AND OPERATION 4
C. HOSES AND TUBES- DESCRIPTION AND OPERATION 6
D. BACKHOE/LOADER COUNTERWEIGHT- REMOVAL
AND REPLACEMENT 7
E. BACKHOE BOOM, DIPSTICK AND BUCKETS- OVERHAUL 12
F. BACKHOE SWING POST, CARRIAGE AND MAINFRAME-
OVERHAUL 18
G. BACKHOE EXTENDIBLE DIPSTICK- OVERHAUL 22
H. BACKHOE CONTROL SYSTEM (MECHANICAL)- OVERHAUL 26
J. HOSES AND TUBES- OVERHAUL 29

(iii)
 Chapter 9
LOADER FRAME, BUCKETS, CONTROL
SYSTEM, HOSES AND TUBES

Section Page
A. LOADER FRAME AND BUCKETS- DESCRIPTION AND OPERATION 1
B. LOADER LIFT ARMS, BUCKET AND SUBFRAMES- OVERHAUL 5
C LOADER CONTROL SYSTEM (MECHANICAL)- OVERHAUL 10
D. HOSES AND TUBES- OVERHAUL 13

Chapter 10
HYDRAULIC TROUBLE SHOOTING AND
PRESSURE TESTING

Section Page
A. TROUBLE SHOOTING AND PRESSURE TESTING-
INTRODUCTION 1
B TROUBLE SHOOTING- WHOLE UNIT 3
C. TROUBLE SHOOTING- BACKHOE 4
D. TROUBLE SHOOTING- LOADER 6
E. TROUBLE SHOOTING- HYDRAULIC PUMP 7
F. HYDRAULIC PUMP PERFORMANCE TESTING 8
G. PRESSURE TESTING 10

Chapter 11
SPECIFICATIONS AND SPECIAL TOOLS

Section Page
A. SPECIFICATIONS 1
B. SPECIAL TOOLS 6

(iv)
 PARTS
HYDRAULIC SYSTEM,
CONTROLS AND FRAME
Chapter 1
HYDRAULIC CIRCUITS
Section
A. HYDRAULIC CIRCUITS- GENERAL INTRODUCTION
B. HYDRAULIC CIRCUITS- DESCRIPTION AND OPERATION
A. HYDRAULIC CIRCUITS- GENERAL INTRODUCTION
The Ford 455C, 555C and 655C Industrial
Tractors may be equipped with a front end
heavy duty industrial loader and a powerful
rear mounted excavator/backhoe. In some
marketing areas the unit may be available
without the rear mounted backhoe.
This PART ofthe Repair Manual embraces all
aspects of the loader/backhoe hydraulic
system, the loading and 'digging' elements
the supporting framework and control
systems.
Section 8 of this chapter describes in detail
the layout of the hydraulic system of a
combined backhoe/loader unit. Where a
backhoe is not fitted to a particular unit. that
part of the circuit will not be applicable.
1
Page
1
2
The following chapters in this PART describe
the function and overhaul of each major area
of the backhoe/loader unit. Study of each
chapter content listings will identify where
each component is described and
overhauled. It is strongly recommended that
before any overhaul or repair procedures are
commenced, the 'Description and Operation
Sections' be understood. Where applicable,
before any hydraulic component is removed
or adjusted, the appropriate pressure test or
flow test should be performed and the result
analysed. An understanding of why and how
a particular component functions will greatly
speed repair times and reduce the possibility
of unnecessary dismantling.
Any reference to left and right are as viewed
from behind the machine, except for the
backhoe. Left and right for the backhoe are as
viewed from the backhoe operating position.
- - - • PART 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----
Ford 455C, 555C and 655C loader/
backhoes employ a single hydraulic system
which operates both the backhoe and loader
elements of the tractor.
Figure 1 illustrates the major components of
the hydraulic circuit which comprise of a
hydraulic reservoir, oil cooler, pump, filter
and directional control valves. The hydraulic
cylinders utilised in the circuit are illustrated
in separate schematic diagrams for the loader
and backhoe sections of the system.
Each of the following numbered paragraphs
relate directly to the key numbers in Figure 1
and give a brief description of the function of
each major component.
1. The removable hydraulic reservoir is
located in the front radiator shell and has
a capacity of 5.41mp. Galls (6.5 US Galls.
24.5 Litres). The reservoir provides a
storage head of oil to the pump and by
virtue of its position ensures the pump is
always supplied with an unrestricted
supply of oil aided by gravity. A breather
system in the top of the reservoir allows
venting of the hydraulic oil to atmos-
phere and the condensing recovery of
any vapours.
2. The hydraulic gear type pump is driven at
engine speed by a double universal
jointed shaft, direct from the engine front
crankshaft pulley and is a single element
fixed displacement unit.
Displacementfor the pump used in each
model at 2200 engine rev/min. at 180"F
(82"C) is as follows:-
Ford 455C
21.6 Imp. Gal/min. (25.4 US Gal.,
98 Ltr./min).
Ford 555C/655C
25.5 Imp. Gal/min. (30.6 US Gal.,
116 Ltr./min).
2
The pump draws oil from the reservoir and
converts the engine rotational energy into
fluid energy which is at a later stage conver-
ted to a straight line or lateral energy, having
been routed by connecting pipework to a
hydraulic cylinder.
3. The loader main control valve is also a
stack type open centre valve which nor-
mally contains two spool sections but
can be supplemented with a third spool
section if a hydraulic bucket or auxiliary
equipment is fitted.
This valve controls the lifting and low-
ering of the loader arms and the dump
and rollback of the bucket. The third
spool section where fitted operates the
jaws on the multi-purpose hydraulic
bucket or alternatively any auxiliary
equipment that may be installed. Actu-
ation of all three sections of the loader
control valve is achieved by the use of a
single hand operated lever.
Oil flow through the valve sections is
designed to give priority to the bucket
cylinder over the lift cylinder and ensures
optimum breakout forces are achieved
during operation.
The loader valve receives oil from the
hydraulic pump which passes through
the open centre gallery to the power
beyond port which if the loader control
valve is in neutral (i.e. no cylinders
working) will carry the entire flow to the
backhoe valve. If the loader cylinders are
working exhaust oil from these cylinders
is returned to the reservoir through the
exhaust port in the inlet end cover.
4. The power beyond tube routes the pump
flow after passing through the centre of
the loader main control valve directly to
the backhoe control valve.
-----------------------CHAPTER1 ----------------------•
Figure 1
Hydraulic Components and Circuit Schematic
0 PumpOil
1. Reservoir
2. Hydraulic . Pump
3. Loader Main Cont rol Valve
4. Power Beyond Tube
5. The backhoe main control valve is a stack
type open centre valve, normally con-
taining six spool sections. It ca n be
supplemented by an additional section if
an extendible dipperstick or auxiliary
eq uipment is fitted. This valve controls
the placement of the stabilisers and the
control of the backhoe digging elements.
M anual control of the valve spools is
normally achieved by a two- lever system,
pi us an additional two levers for stabiliser
control. An optional four lever control
system is however availa ble where
required and ca n be supplied as a dealer
installed option.
When an extendible dipstick is fitted a
foot operated control is utilised.
3
D Return to Reservoir Oil
5. Backhoe Main Control Valve
6. Clamp Co ntrol Va lve ( Side Shift Units Only)
7. Filter
8. Oil Cooler
System pump pressure oil is supplied directly
to t he inlet port of the valve from the 'pow er
beyond' port of the loader valve. Exhaust oil
from the backhoe valve assembly and
working cylinders is returned to the reservoir
through the single outlet port in the outlet
end cover and is termed the return to reser-
voir or dump port.
6. The clamp cylinder control valve used on
sideshift models is housed in the
backhoe control console and directs oil
flow to the sidesh ift carriage clamp
cylinders.
- - - - PART 8 - HYDRAULIC SYSTEM. CONTROLS AND FRAME - - - -
7. A hydrau lic ful l flow return filter is
situated between the oil cooler and
backhoe main control valve and filters the
oil before being returned to the oil cooler
and reservoir. The filter incorporates a 1 0
micron throw away synthetic filter
element and should the element become
blocked a bypass valve in the filter head
operates at a 501bf/ in 2 (3.5 Kg / cm 2 )
differential pressure diverting oil from the
fi lter and directly to the outlet port.
8. Hydraulic oil is cooled before it is retur-
ned to the reservoir by an air to oil heat
exchanger (oil cooler) mounted directly
beneath the front of the reservoir. The oil
cooler is a tandem design which incorpo-
rates the hydraulic oil cooler immediately
in front of the transmission oil cooler.
Figure 2 illustrates the major components
and loader lift and bucket circuits linked
schematically to the loader main control
valve. Each of the numbered paragraphs that
follow relate directly to the key numbers in
the illustration. The illustration shown is that
for 555C/ 655C tractors. On 455C vehicles,
the loader arm is angled downwards at the
point where the lift cylinder attaches to the
arm and is the optimum design for these
tractors which incorporate a narrow 62 inch
(1575 mm) front axle tread width.
1. The idler and bucket attaching links
extend the length of the bucket cylinders
and mainta in certain mechanical advan-
tages during maximum bucket move-
ment.
2. The loader bucket features a standard
bucket w ith full width cutting edge. An
optional multi-purpose bucket is avail-
abl e on tractors installed with the third
spool on the loader control valve.
4
3. The loader frame is pivoted on the vertical
members of the subframes. The loader
(
frame is manufactured from high strength
low al loy steel allowing a light strong
structure to be used with the capability to
handle high twisting loads shou ld corner
breakout of the bucket occur.
On 555C/ 655C tractors the loader arm is
designed in a straight taper section
increasing in depth to the section
immediately at the rear of the torsion tube
where the maximum bending and torsion
strength is required.
On 455C tractors the loader arms are
angled down at the position where the lift
cyl inder attaches to the loader arm. This
design is compatible with the narrow
front axle track width and enables opti-
mum manoeuvreability of the vehicle.
The main subframes are firmly attached
to both the vertical and horizontal planes
of the rear axle shaft housings and (
attached to the front axle support casting
in the vertical plane only. This allows
loader forces to be absorbed by the
subframe and rear axle whilst allowing
the engine and transmission to be
protected from loader compressive
forces.
4. The double acting loader lift cylinders
control the lifting and lowering of the
loader arms. Each cylinder is linked
hydraulically so that both cylinders apply
equal forces to the lift arms.
5. The loader main control valve regulates
t he flow of oil to the loader lift and bucket
cylinder. If a multi-purpose hydraulic
bucket or auxiliary equipment is fitted a
third section is added to the control valve.
6. The bucket cyl inders control the roll
angle of the bucket. As with the lift
cylinders, each cylinder is connected
hydraulically so that equal forces are
applied by both cylinders.
-------------------------CHAPTER 1-------------------------
-
Figur e 2
Loader Assembly and Hydraulic Circuit Schematic
0 Element Operating Oil
1. Loader Bucket
2. Idler and Bucket Attaching Links
3. Loader Frame
Figure 3 shows the major components and
backhoe digging and slewing circuits linked
to the backhoe main control valve. Each of
the numbered parag raphs that follow relate
directly to the key numbers in the illustration.
1. The mainframe is bolted to the subframe
and supports the backhoe digging
elements. The illustration represents a
side shift model and, as its name sug-
gests, allows the digging elements,
which on this model are attached to the
mainframe through a movable carriage,
to shift side to side to enable parallel
digging to a wall or fence for example. A
second type, termed the centre pivot has
a different mainframe and again as the
name suggests, pivots about the centre
only. The side shift design is not available
on 455C loader/ backhoe tractors.
5
4. Loader Lift Cylinder
5. Loader M ain Control Valve
6. Bucket Cy linder
2. The carriage, on the side shift models
only, is hydraulically clamped to the
mainframe by four single acting small
cylinders. The carriage carrying the
swing post and digging elements can be
transported across the mainframe by re-
leasing the clamp cylinders and actuating
the digging elements at right angles to
the mainframe.
3. The swing post, dependent on model
design (side shift or centre pivot) is
pinned to the carriage or in the vertical
plane and carries the base of the boom
horizontally pivoted at its lower level. At
the upper level the lift cylinder is
attached. The distance between each
pivot provides sufficient mechanical
advantage to raise and lower the boom at
maximum and minimum travels.
----PART 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 3
Backhoe Assembly and Hydraulic Circuit Schematic (side shift shown)

D Element Operating Oil

1. Mainframe 7. Bucket
2. Carriage 8. Dipstick
3. Swing Post 9. Bucket Cylinder
4. Stabilisers 10. Boom
5. Backhoe Main Control Valve 11 . Crowd Cylinder
6. Swing Cylinders 12. Lift Cylinder

6
----------------------•CHAPTER1----------------------•
4. Two extendible stabilisers, vertically
mounted on sideshift models, are each
actuated by a double acting hydraulic
cylinder. When the backhoe is operated
for digging operations these stabilisers
are lowered to the ground to support the
backhoe mainframe.
5. The backhoe main control valve directs
oil flow to the swing, stabiliser and
digging elements of the backhoe.
6. Two swing cylinders control the rotation
of the swing post and digging elements.
Each cylinder operates directly on the
swing post and both are interconnected
hydraulically so that as one cylinder
retracts under hydraulic power, the other
cylinder is extended.
7. The bucket is shaped for optimum filling
and penetration. Dependent on the
nature of the work, bolt-on teeth can be
added to increase penetration.
8. The dipstick pivots on the boom and
allows the bucket to move within an area
around the boom. A special extendible
dipstick as shown in Figure 3, can be
specified which telescopes, so altering
the length of the dipstick.
7
9. The bucket cylinder controls the bucket
rotation. Mechanical advantages are
maintained by links attached to the
bucket, and dependent on bucket size,
the mechanical advantage can be varied
by changing the link attachment point to
the bucket.
10. The boom is pivoted on the swing post
and raises and lowers the dipstick and
bucket. Attached to the boom are the
hydraulic oil feed tubes for the crowd and
bucket cylinders and optional extendible
dipstick.
11 . The crowd cylinder controls the position
of the dipstick and bucket relative to the
boom. It is attached to the boom using
the same pin as the rod end of the lift
cylinder. In effect, this commonisation of
pivot reduces the loadings at the centre
of the boom during certain digging oper-
ations.
12. The lift cylinder raises and lowers the
boom. As previously stated, it is attached
to the boom using th~ same pin as the
base of the crowd cylinder.
Figure 4 and 5 shows the complete hydraulic
circuit in schematic form. Note that the
centre pivot model in schematic form has
slight differences in the swing circuitry.
These differences are fully detailed in
Chapter 7.
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

D
D
0
D
D
0
0
D
0
0
0
0
~:;~c:::u::u::::u:::::~ 0
D
0
0
D
D
0
0
0
D 0
0 0
0 0
DDDDDDDD<=>u~db===========ll

Figure 4
Hydraulic Circuit Schematic - Sideshift

1. Clamp System 16. Stabiliser Valve Section

2. Stabiliser 17. Lift Valve Section
3. Backhoe Lift Cylinder 18. Swing Valve Section
4. Backhoe Swing Cylinders 19. Bucket Valve Section
5. Extendible Dipstick·Cylinder 20. Crowd Valve Section
6. Backhoe Bucket Cylinder 21. Stabiliser Valve Section
7. Backhoe Crowd Cylinder 22. Outlet End Cover (Backhoe Control Valve)
8. Stabiliser Cylinder 23. Reservoir
9. Filter 24. Pump
10. Oil Cooler 25. Inlet End Cover (Loader Control Valve)
11. Loader Bucket Cylinders 26. Bucket Valve Section
12. Loader Lift Cylinders 27. Lift Valve Section
13. Clamp Valve 28. Auxiliary Valve Section
14. Inlet End Cover (Backhoe Control Valve) 29. Outlet End Cover (Loader Control Valve)
15. Extendible Dipstick Valve Section

8
----------------------•CHAPTER1----------------------•

0
0
0
0
0
0
0
0
0
0
0
0
[iii:::::H::::II::::U:::::I 0
0
0
0
0
0
0
0

~
cocococoqcocococoucoco==d!,= = == ====== =il
~'®

'®
Figure 5
Hydraulic Circuit Schematic- Centre Pivot

1. Stabiliser Cylinder 15. Stabiliser Valve Section

2. Backhoe Lift Cylinder 16. Lift Valve Section
3. Backhoe Swing Cylinders 17. Swing Valve Section
4. Extendible Dipstick Cylinder 18. Bucket Valve Section
5. Backhoe Bucket Cylinder 19. Crowd Valve Section
6. Backhoe Crowd Cylinder 20. Stabiliser Valve Section
7. Stabiliser Cylinder 21. Outlet End Cover (Backhoe Control Valve)
8. Filter 22. Reservoir
9. Oil Cooler 23. Pump
10. Loader Bucket Cylinders 24. Inlet End Cover (Loader Control Valve)
11. Loader Lift Cylinders 25. Bucket Valve Section
12. Outlet End Cover (Loader Control Valve) 26. Lift Valve Section
13. Inlet End Cover (Backhoe Control Valve) 27. Auxiliary Valve Section
14. Extendible Dipstick Valve Section

9
 PARTS
HYDRAULIC SYSTEM,
CONTROLS AN.D FRAME

Chapter 2
RESERVOIR, FILTER AND OIL COOLER

Section Page
A. RESERVOIR, FILTER AND OIL COOLER- DESCRIPTION
AND OPERATION
B. RESERVOIR- OVERHAUL 3
c. FILTER- OVERHAUL 5
D. OIL COOLER- OVERHAUL 8

A. RESERVOIR, FILTER AND OIL COOLER- DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

The flow of hydraulic oil is filtered, cooled

and returned to the hydraulic oil reservoir
after passing through the hydraulic system.
The filter is a full flow return system mounted
on the right hand subframe, Figure 1.

A 10 micron, throw away synthetic filter

element is used to filter the oil before return-
ing to the oil cooler and reservoir, Figure 2.

If the filter element becomes partially

blocked through neglect a by-pass valve
operating at a 50 lbf/in 2 (3.5 kg/cm 2 ) dif-
ferential pressure diverts oil from the filter IR-8-2-01 11
directly to the outlet port thus protecting the Figure 1
filter casing, Figure 2. Hydraulic Oil Filter

1
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----
Figure 2
Oil Filter By-Pass Valve Operation
0 Return Pressure Oil
D Return to Reservoir Oil
1. Filter Casing
2. Element
3. A nti Syphon Valve
4. Filter Head
5.
6.
Pressure Differential Switch
By- Pass Valve
In conjunction with the by-pass valve
system, an electrical pressure differentia l
switch located in the head of the filter is
activated at a differential pressure of
35 lbf/in 2 (2.5 kg / cm 2 ) and displays a warn-
ing in the cab to indicate that the filter
requires servicing .
When servicing the oil filter, an anti -syphon
valve installed in the outlet -port of the filter
head prevents oil loss when the fi lter element
is removed.
As the temperature of the hydraulic oil in the
system increases, it must be cooled . This is
achieved by circulating all hydraulic return
o il through an air to oil heat exchanger (oil
cooler) , Figure 3.
The air drawn by the engine fan passes over
the oil cooler fins and cools the oil.
2
Figure 3
Oil Cooler and Reservoir Installation
1. Reservo ir
2. Oil Cooler
(
Oil after passing through the oil cooler port
outlet is returned to the hydraulic reservoir
located in the front shell above the hydraulic
pump. The reservoir provides a storage head
of oil to the pump and by vi rtue of its position
ensures the pump is always suppl ied with an
unrestricted supply of oil, aided by gravity.
The reservoir has a capacity of 5.4 Imp. Galls.
(6.5 U.S. Galls./24.5 ltrs.) and a drain plug
located on its lower surface.
An oil diffuser baffle within the reservoir
directs circulating oil to the outer walls to aid
cooling and prevent vortexing. A wire mesh
screen installed in the reservoir' outlet port
prevents any contaminant passing through
the pump and into the hydraulic system. A
breather system incorporated in the top of
the reservoir consists of a spacer located
under a cover which allows venting directly
to t he atmosphere and \ he recovery of any
condensing vapours. The · hydraul ic system
oil level is checked with a dipstick attached
to the filler cap.
----------------------•CHAPTER2----------------------•

B. RESERVOIR- OVERHAUL

Figure 4 Figure 5
Hydraulic Filter Anti Syphon Valve Oil Cooler- Tilted Forward

1. Anti Syphon Valve 1. Reservoir

2. Reservoir to Pump Hose
3. Oil Cooler
4. Return to Reservoir Hose

• WARNING: Ensure the backhoe is

supported in the transport position or
resting on the ground and the loader is
resting on the ground prior to commencing
overhaul.
5. Remove the two upper oil cooler retain-
ing bolts and tilt the cooler forward,
Figure 5.

6. Remove the reservoir drain plug and ··

allow the small quantity of oil remaining
in the reservoir to drain into a suitable
REMOVAL container.

1. Run the engine until the hydraulic oil is

warm.
2. Unscrew the filter casing retaining ring
and remove the casing. Pull the element
from the housing.
7. Loosen the hose clips securing the feed
and return hoses on the reservoir. Dis-
connect and plug the hoses to prevent
the entrance of foreign matter.

8. Support the reservoir and loosen the

3. Position a suitable container beneath the bolts which clamp the reservoir support
filter head and drain the hydraulic oil from straps.
the system by pressing the anti-syphon
valve open, refer to Figure 4.

9. Remove the horn then ease the straps off

4. Remove the radiator grille securing bolts the brackets and lift the reservoir from the
and withdraw the grille. vehicle.

3
---•PART 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----
Figure 6
Reservoir Breather
1. Spacer
INSPECTION AND REPAIR
1 . Remove the cover from the breather
located adjacent to the filler cap in the
top of the reservoir and discard the
spacer. Refer to Figure 6.
2. Remove the snap ring retaining the wire
mesh screen located in the outlet port of
the reservoir and withdraw the screen,
Figure 7. Wash the screen in a suitable
solvent.
3. Thoroughly wash and clean the interior
of the reservoir and ensure that all'con-
taminants have been removed. Invert the
reservoir and allow to drain until dry.
4. Install a new breather beneath the
breather cover.
4
Figure 7
Reservoir Filter Installation
1. Wire Mesh Filter
2. Snap Ring
3. Reservoir to Pump Hose
5. Position the wire mesh filler in the base of
the reservoir and secure in position with
the snap ring.
6. Examine the reservoir hoses for damage
and replace as necessary.
INSTALLATION
Installation of the reservoir follows the
removal procedure in reverse.
When installing the reservoir, observe the
following requirements:-
• Examine the oil cooler and radiator for oil
contamination and remove any such con-
taminants with a suitable solvent. Oil on
the cooler and/or radiator fins will catch
dirt and block the radiator fins causing
overheating.
----------------------•CHAPTER2----------------------•

• Fill the reservoir with the correct grade

and quality of oil, see 'Specifications' -
Chapter 11.

• Upon completion of the installation, start

and idle the engine for several minutes.
Examine hose and tube connections for
hydraulic leaks.

• With the engine switched off, the loader

resting on the ground and the backhoe in
the tra·nsport position, check the oil level
Figure 8
with the combined filler cap/dipstick,
Reservoir Hydraulic Oil Dipstick
Figure 8. If necessary, add hydraulic oil as
required. 1. Dipstick

C. FILTER- OVERHAUL

A WARNING: Ensure the backhoe is

. . supported in the transport position or
resting on the ground and that the loader is
resting on the ground or supported by the
safety support prior to commencing
overhaul.

REMOVAL

NOTE: The filter element can be removed

with the filter body in situ on the unit.

1. Run the engine until the hydraulic oil is

warm.

2. Remove the cab step plate and dis- Figure 9

Hydraulic Oil Filter Installation
connect the connector for the electrical
pressure differential warning switch, 1. Filter Casing 3. Electrical Connector
Figure 9. 2. Retaining Ring 4. Warning Switch

5
- - - • PART 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 10 Figure 11
Removing Filter Element Filter Anti Syphon Valve
1. Filter Element 1. Anti Syphon Valve
2. '0' Ring Seal

3. Unscrew the filter casing retaining ring
and remove the casing. Pull the filter
element from the housing, Figure 1 0.
4. Position a suitable container beneath the
filter head and drain the hydraulic oil from
the system by pressing the anti-syphon
valve open, refer to Figure 11 .
2. Remove the two screws securing the
electrical pressure differential switch and
withdraw the switch from the head,
Figure 12.
3. Unscrew and remove the by-pass valve
from the filter head.

5. Disconnect the feed and return tubes to

the filter head.

6. Remove the three bolts securing the filter

head to the subframe and lift the assem-
bly from the unit.

i IR-9-02-12 T
Figure 12
Filter Head Assembly
1. By-Pass Valve
DISASSEMBLY
2. Filter Head
3. Spring
1. Remove the flow and return elbow 4. Pressure Differential Switch
fittings from the filter head. 5. '0' Ring Seals

6
----------------------•CHAPTER2----------------------•
IR-9-02-13
Figure 13
By- Pass Valve
1. Valve Body
2. Valve
3. Spring
INSPECTION
1. Thoroughly wash the filter assembly in a
suitable solvent and allow to dry.
2. Ensure the by-pass and anti-syphon
valves move without sticking or binding,
refer to Figures 11 and 13. This can be
ascertained by pushing each valve
against their spring assemblies and
comparjng the pressure with that of a
new item. Should the condition of the
antisyphon valve be in doubt it will be
necessary to install a new filter head. The
by-pass valve can be replaced as an
individual item.
3. Examine the '0' ring seals on the pressure
differential switch and replace if
damaged. Replace the switch assembly if
defective.
4. Examine the filter housing assembly for
damage and replace as necessary.
7
RE-ASSEMBLY
1. Position the by-pass valve in the filter
head and tighten securely.
2. Install the pressure differential switch
and retain in position with the two
screws.
3. Replace the '0' ring seal on the filter
head.
INSTALLATION
1. Installation follows the removal pro-
cedure in reverse. During installation,
observe the following:-
• Install a new filter element.
• Replace the '0' rings on all O.R.S. ('0'
ring seal) fittings which have been dis-
connected.
• Tighten all bolts and fittings to the
specified torque, see 'Specifications' -
Chapter 11. Do not overtighten O.R.S.
fittings as damage to the '0' ring seals will
occur.
2. Fill the reservoir with the specified grade
of hydraulic oil. see 'Specifications' -
Chapter 11.
3. Start and idle the engine for several
minutes and examine the tube connec-
tions for hydraulic leaks.
4. With the engine switched off, the loader
resting on the ground and the backhoe in
the transport position, check the reservoir
oil level with the combined filler cap/
dipstick. If necessary add hydraulic oil as
required.
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

D. OIL COOLER- OVERHAUL

Figure 14 Figure 15
Oil Cooler Installation Transmission Oil Cooler Connections

1. Oil Cooler 1. Transmission Cooler Hose

2. Upper Retaining Bolt 2. Oil Cooler Assembly
3. Pivot Bolt 3. Transmission Cooler Hose
4. Hydraulic Cooler Outlet Hose
5. Hydraulic Cooler Inlet Hose
6. Pivot Bolt

A WARNING: Ensure the backhoe is 6. Disconnect the transmission oil cooler

. . supported in the transport position or connections, Figure 15, taking care to
resting on the ground and that the loader is collect the oil discharged from the cooler
resting on the ground prior to commencing into a suitable container.
overhaul.

REMOVAL 7. Disconnect the hydraulic oil cooler inlet

1. Run the engine until the hydraulic oil is
warm.
2. Unscrew the filter casing retaining ring
and remove the casing. Pull the element
from the housing.
3. Position a suitable container beneath the
filter head and drain the hydraulic oil from
the system by pressing the anti-syphon
valve open, refer to Figure 11 .
4. Remove the radiator grille securing bolts
and withdraw the grille.
5. Loosen the cooler inlet hose, remove the
cooler upper retaining bolts and tilt the
cooler forward, Figure 14.
and outlet connections.
8. Remove the oi I cooler pivot bolts, spacers
and washers and lift the cooler assembly
from the vehicle.
9. Plug all hoses and tubes to prevent the
entrance of foreign matter into the
hydraulic system.
10. Separate the hydraulic and transmission
coolers by removing the four attaching
bolts.

8
----------------------•CHAPTER2----------------------•

INSPECTION • Tighten all bolts and fittings to the

specified torque, see 'Specifications' -
1. Wash the oil cooler assembly exterior to Chapter 11. Do not overtighten the 0. R.S.
loosen any dirt and foreign material and fitting as damage to the '0' ring seal will
thoroughly clean the fin area. occur.

2. Inspect the fins for damage, straighten-

ing any fins that are bent.

2. Fill the reservoir with the correct grade of

hydraulic oil, see 'Specifications' -
3. If oil leakage was evident before removal. Chapter 11.
establish the leakage area by restricting
the oil cooler outlet port while at the
same time pressurising the inlet port with
an air line and immersing the cooler in
water. The presence of air bubbles indi-
cates the location of any leaks. Do not
use a pressure in excess of 25 lbf/in 2
(1.7 bar, 1.8 kgf/cm 2 ).
3. Start and idle the engine for several
minutes and examine the tube connec-
tions for hydraulic leaks.

4. Repair all leaks prior to installation.

4. With the engine switched off, the loader

resting on the ground and the backhoe in
the transport position, check the reservoir
INSTALLATION oil level with the combined filler cap/
dipstick. If necessary, add hydraulic oil as
1. Installation of the oil cooler follows the required.
removal procedure in reverse.

During installation, observe the

following:

5. Check the oil level in the transmission

and add oil as necessary. See relevant
transmission sections of the Repair
• Replace the '0' rings on all O.R.S. fittings Manual for checking oil level and
disconnected during overhaul. specified oil.

9
insert 8.5x11 color
Part 8 chapter 3
page 1 thru 2
1 insert
----------------------•CHAPTERJ-----------------------

Figure 3 Figure 4
Hydraulic Oil Filter Anti-Syphon Valve Hydraulic Pump Hose Connections

1. Anti-Syphon Valve 1. Pump Intake Hose

2. Pump Securing bolt
3. Pump Outlet fitting
4. Driveshaft

3. Remove the oil cooler as detailed in 7. Disconnect the reservoir to pump intake
Chapter 2 of this Part. hose at the pump connection, refer to
Figure 4.

4. Remove the sound insulation panels

where fitted to expose the pump. 8. Remove the four bolts securing the pump
outlet tube fitting to the pump assembly.

5. Clean the area around the pump with a

suitable solvent and dry thoroughly. 9. Remove the pump securing bolts and
slide the pump from the driveshaft.

6. Cycle the loader and backhoe control

valves to relieve the hydraulic system of 1 0. Plug all open lines and ports to prevent
all pressure. the entry of foreign matter.

3
----PARTS- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 5
Hydraulic Pump Assembly

1. Tie Bolt 4. Gear Assembly 7. Shaft Seal

2. Rear Cover 5. Pump Body 8. Square Section Seals
3. Wear Plate 6. Front Cover 9. Wear Plate

DISASSEMBLY 5. Prise the square section seals from either

side of the pump body.
With reference to Figure 5.

1. Using a suitable marker pen, draw a line 6. Remove the oil seal from the drive gear
along the total length of the pump body shaft bore in the front cover of the pump.
to aid re-assembly.

2. Remove the pump body securing bolts

and lift the front cover from the pump
assembly.
INSPECTION

3. Note the orientation of the wear plate
prior to further disassembly. Remove the
wear plate and withdraw the gears from
the body of the pump.
NOTE: The only parts replaceable in the
pump assembly are the oil seals and wear
plates. If unacceptable wear is identified in
the pump then a replacement pump must be
installed.

4. Remove the pump centre section and

wear plate from the rear cover, again
noting the orientation of the wear plate to 1. Wash all parts in a suitable solvent and
aid re-assembly. dry with a clean, lint-free cloth.

4
----------------------•CHAPTER3----------------------•
2. Examine the centre section for gear track
wear. Light gear track wear is acceptable
providing the efficiency of the
overhauled pump is greater than 80%.
3. Inspect the bearing surfaces in the front
and rear covers for wear.
4. Examine the gears for scored or worn side
faces and journals, damaged teeth and
surface cracks. Slight wear and scoring
on the journals may be erased by
mounting between lathe centres and
polishing with '0' grade emery paper
lubricated with paraffin.
5. Examine the wear plates for excessive
wear.
6. Inspect the pump body for external
damage and cracks.
RE-ASSEMBLY
Re-assembly of the hydraulic pump follows
the disassembly procedure in reverse.
On re-assembly, observe the following
requirements:-
• Lubricate all parts with hydraulic oil.
• Install a new seal kit and coat the drive
gear shaft seal with petroleum jelly to
prevent damage by the shaft during re-
assembly.
• Ensure that the pump body and original
wear plates, if replaced, are re-assembled
in the same orientation as removed.
5
INSTALLATION
Installation of the hydraulic pump follows
the removal procedure in reverse.
During installation, observe the following
requirements:-
• Tighten all bolts to the specified torque,
see 'Specifications' - Chapter 11 .
• Fill the reservoir with the specified grade
and quantity of oil, see 'Specifications' -
Chapter 11.
• If applicable, check the transmission oil
level and replace any oil lost during oil
cooler removal with the specified grade of
oil. Refer to relevant section of the
Operator's Manual.
• Upon completion of the installation, start
and idle the engine for several minutes.
Examine hose and tube connections for
hydraulic leaks.
• Check the efficiency of the overhauled
pump by conducting the pump
performance test as described in Part 8,
Chapter 1 0, Section E "Hydraulic Pump
Performance Testing". If the efficiency of
the overhauled pump is less than 80%
then the pump must be replaced for a new
unit.
• With the engine switched off, the loader
resting on the ground and the backhoe in
the tranport position, check the oil level in
the reservoir with the combined filler
cap/dipstick. If necessary, add hydraulic
oil as required.
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

C. HYDRAULIC PUMP DRIVE SHAFT- OVERHAUL

INSTALLATION

Installation of the driveshaft follows the

removal procedure in reverse. During
installation observe the following
requirements:-

• Lubricate the grease fittings on the

driveshaft using the specified grade of
grease see 'Specifications' - Chapter 11.

R·9-3-Q9
Figure 6
Driveshaft Assembly

1. Driveshaft Couplings
• Tighten all bolts to the specified torque,
see 'Specifications' - Chapter 11 .

REMOVAL

1. Remove the hydraulic pump as detailed

in Section B, "HYDRAULIC PUMP
OVERHAUL".
• Check the transm1ss1on oil level and
replenish with the specified grade of oil,
see relevant section of the Operator's
Manual.
2. Remove the left-hand engine side panel
and the four driveshaft flange bolts
securing the driveshaft to the crankshaft
pulley. Withdraw the driveshaft from the
front of the unit.
• Fill the hydraulic reservoir with the correct
grade of hydraulic oil, see 'Specifications'
-Chapter 11. Start and idle the engine for
several minutes and examine all
connections for hydraulic leaks.

INSPECTION

1. Inspect the driveshaft couplings for wear, • With the engine switched off, the loader
Figure 6. If the couplings are worn they resting on the ground and the backhoe in
can be replaced using conventional the transport position, re-check the
overhaul procedures. reservoir oil level with the combined filler.

6
 PARTS

HYDRAULIC SYSTEM,
CONTROLS AND FRAME
Chapter 4
BACKHOE HYDRAULIC CONTROL VALVE
ASSEMBLY

Section Page
A. BACKHOE CONTROL VALVE ASSEMBLY-
DESCRIPTION AND OPERATION 1
B. BACKHOE CONTROL VALVE- OVERHAUL 18

A. BACKHOE CONTROL VALVE ASSEMBLY- DESCRIPTION AND OPERATION

The backhoe main control valve assembly

directs oil flow to the backhoe digging and
stabiliser elements and incorporates various
valves protecting the circuits and assisting
their function.

The valve assembly is a stack type made up of

six sections - or seven when an extendible
dipstick is specified- an inlet end cover and IR-9-04-0 1

an outlet end cover, Figure 1. The whole Figure 1

assembly is pulled together with the three tie Backhoe Control Valve Assembly
rods. Section sealing is maintained by pre-
1. Inlet End Cover
cision ground surfaces and external leakage 2. Tie Rods
is prevented by a large ·o· ring surrounding 3. Valve Sections
all internal galleries. 4. Outlet End Cover

1
- - - - P A R T 8--HVDRAULIC SYSTEM, CONTROLS AND FRAME----

Each section, except the stabiliser sections,

contain one or two circuit relief valves
(dependent on circuit) to protect their
respective circuits against pressure
over-loading during actual digging
operations.

The relief valves incorporated in each circuit

are either direct acting or pilot operated with
anti-cavitation feature dependant on circuit
or model as follows:

Figure 2 Direct Acting Relief Valves

Load Check Valve Location
Extendible Dipstick Cylinder Piston End
1. Outlet End Cover Lift Cylinder Rod End
2. Control Valve Section Bucket Cylinder* Rod End
3. Tie Rod Crowd Cylinder* Piston End
4. Load Check Valve and Spring

The sections contain manually operated Pilot Operated Relief Valves With Anti-
control spools which are spring centred back Cavitation Feature
to the neutral position. The spool directs the Lift Cylinder Piston End
flow of high pressure oil to its particular Swing Cylinder Piston End
circuit. Each circuit contains a single spring Swing Cylinder Rod End
loaded load check valve to check the flow of
oil from either cylinder port to the valve
pressure passage.

* On 455C and 555C units less extendible

dipstick and not marketed in Scandanavia
pilot operated with anti-cavitation feature
relief valves are fitted.

On Ford backhoe/loaders the main pump

The load check valves, Figure 2, are located
between each section and are not externally
accessible. To gain access to each valve
segment it is necessary to remove the control
valve assembly from the unit and separate
each section after removing the tie rod
securing nuts.
system oil flow passes through the loader
valve prior to flowing through the power
beyond port and on to the backhoe control
valve inlet end cover port.
The outlet end cover contains the return oil
port which returns low pressure oil or
exhausting oil back to the reservoir.

2
----------------------•CHAPTER4----------------------•
Figure 3
Open Centre and Parallel Gallery Oil Flow
D Pump Pressure Oil D Trapped Oil
1. Outlet End Cover - Exhaust Port
2. Load Check Valve
3. Spool in Operating Position
The valve assembly has an open centre
gallery extending from the inlet end cover the
the outlet end cover. When the intermediate
sections are all in neutral, pump oil enters at
the inlet end cover port and flows through
the open centre gallery to the exhaust port in
the outlet end cover, refer to Figure 3.
A parallel gallery extends from the inlet end
cover but terminates at the outlet end cover,
both the parallel and open centre galleries are
connected in the inlet end cover.
3
CJ Static/ Return to Reservoir Oil
4. Oil Gallery to Operating Element
5. Parallel Gallery
6. Inlet End Cover Port
The element exhaust gallery (not shown in
Figure 3) carries both cylinder and circuit
relief valve exhaust oil. This gallery extends
from the inlet end cover to the outlet end
cover where it merges with the open centre
exhaust gallery.
The following sub- headings expand in detail
the function of each of the main control valve
assembly components. Reference to Figure 3
will aid explanation.
- - - - P A R T 8- HYDRAULIC SYSTEM , CONTROLS AND FRAME - - - - •

INLET END COVER
The inlet end cover receives the full pump oil
f low output from the loader control valve
power beyond port and directs this oil on
through internal pass!3ges to the valve spool
sections.
When two or more valve sections are placed
together gallery ·o· of the previous section
aligns with ga ll eries ·c· and 'E' of the next
section thus producing the staggered open
centre gallery, Refer to Figure 3.

VALVE SPOOL SECTION

Gal lery 'G', the parallel gallery, is linked to the
high pressure pump flow from the in let end
The six or seven spool sections are simi lar
cover and runs straight through each section
and their function is identica l. A sing le load
terminati ng at the outlet end cover. This
check va lve positioned between each
gallery is always at pump pressure and
sect ion protects a loaded circuit from
provides parallel spool operation.
dropping if the spool is opened when the
pump has not developed sufficient pressure
to balance or raise the load . If, for example, a
fu ll bucket was being supported above the
ground and the control valve spool was
moved to raise the boom higher, the lift
cylinder would not raise unti l the pump had
developed sufficient pressure to first. balance
the pressure already existing in the lift circuit Gallery 'H' in each section is looped to either (
caused by the loaded bucket and then, side of the control spool and allows pump oil
unseat the check va lve when the developed flow to be routed to either end of th e spool
pressure exceeded the existing circuit and on to the outlet or cylinder dependent on
pressure. If this valve was not incorporated spool movement.
a situation would exist where loads woul d
in itia lly drop before moving in the desired
direction . This wou ld lead to a non-precision
digging cycle.

Figure 4 illustrates the o il f low throug h a

typical va lve section with two pilot operated Gal leries 'A' and 'F' route the oil flow to the
ant i-cavitati on circ uit relief va lves and w hen cylinder v ia t he externa l hoses and t ubes.
the va lve spool is in neutra l. The follow ing
paragraph briefly describes the funct ion of
each gal lery fo llowed by a description of oil
flow through the valve.

Galleries 'C', 'D' and 'E' provide a staggered

open centre gallery (with the spools in
neutral) for the pump oil which enters at the
inlet end cover, to f low past all spools to the
return to reservoir port in the outlet end
cover.
Exhaust gallery ' B' runs straight through
each section from the inlet to outlet end
covers . Return oi l from the cylinders and
circuit relief valves flows along this passage
to the outlet end cover.

4
-------------------------CHAPTER4------------------------

Figure 4
Control Va lve Section - Neutral Positio n

CJ Pump Pressure Oi l CJ Trapped Oil D Reservoir Return Oil

1. Circuit Relief Valve A. Cylinder Port E. Open Centre Gallery

2. Centring Spring B. Exhaust Gallery F. Cylinder Port
3. Control Spool C. Open Centre Gallery G. Parallel Gallery
4. Circuit Relief Valve D. Open Centre Gallery H. Supply Gallery
5. Check Valve

Oil flow through the valve with the control Providing the spool remains in neutral oil in
spool in neutral is as follows: the cylinder ports 'A' and 'F' is static as it is
trapped between the cylinder and control
valve spool. Similarly, oil in the exhaust
gallery 'B' is static, providing all sections of
the main control valve are in neutral.
Oil entering from the inlet valve cover to the
valve section, Figure 4, is present at the open
centre galleries ·c·. ·o·
and 'E' and also in the
high pressure parallel gallery 'G'. Providing
the spool sections are all in neutral, the oil in
gallery 'G' is static.

There is no connection or outlet to the

Oil flowing through the open centre galleries
·c·. ·o· and 'E' continues through each
section to the outlet end cover and leaves
through the return to reservoir port.
reservoir whilst all sections are in neutral
unless some external force has caused a
circuit relief valve to relieve pressure in a
particular circuit. If this is the case then oil
will be discharged into gallery 'B'.

5
- - - - P A R T 8-HYDRAULIC SYSTEM. CONTROLS AND F R A M E - - - -

Figure 5
Control Valve Section - Operating Position

D Pump Pressure Oil Reservoir Return Oil

1. Circuit Relief Valve A. Cylinder Port E. Open Centre Gallery

2.
3.
Centring Spring
Control Spool
B.
C.
Exhaust Gallery
Open Centre Gallery
F.
G.
Cylinder Port
Parallel Gallery
(
4. Circuit Relief Valve D. Open Centre Gallery H. Supply Gallery
5. Check Valve

When the contro l spool in a valve section is
moved to activate a cylinder, Figure 5 shows
the spool moved to the right, the centre lands
of the control spool prevent oil flow through
the open centre gallery 'C' '0' and 'E'. Wit h
the open centre gallery blocked pump
pressure builds up in the parallel gallery 'G'.
When pump pressure exceeds tl:le residual
cylinder pressure in gallery 'H' and the spring
pressure of the section load check valve the
valve unseats allowing pump oi l to flow from
gallery 'G' through the load check valve, into
ga llery 'H' and then to the cylinder port 'F.
Because t he pressure in gallery 'G' has to
exceed the residual cyl inder pressure and
load check valve spring pressure the system
guara ntees t hat, if for example t he valve
section which raises t he boom is operated,
w hen pump pressure generation is slow or
when the eng ine is idling w ith a fu ll load
suspended w it h t he digging elements in fu ll
reach t he boom w il l not drop but w ill be held
in position until sufficient pu_mp p ressure to
exceed the cylinder residual pressure has
been generated.

At the right hand end of the spool exhaust o il

from the opposite end of the operating
element cylinder flows through port 'A' into When the control spool in a valve section is
the exhaust gallery ' B' and then to the outlet moved in the opposite direction i.e. moved to
end cover. the left a reversal of the oil flow takes place.

6
----------------------• CHAPTER4----------------------•

Controlled feathering action of each section

spool is ac hieved by the incorporation of four
small notches in the spool 'land'. As the
spool is moved the notches meter a small
amount of oil slowly pressurising the system
before the entire load uncovers the passage
and allows ful l flow. Easing the spool
through its first stage of travel provides
pinpoint movement needed for accurate
control.

If during operation of an eleme,nt which is

not protected by an individual circuit relief
valve and the hydraulic system is overloaded,
excess pressure created will unseat the
system relief valve in the 'loader valve' inlet
IR-9-04-30 11
end cover. Pump oil will flow through the Figure 6
system relief valve and exhaust into the .Outlet End Cover - Component Identification
return to dump port and back to the reservoir.
1. Backpressure Va lve Assembly
2. Spring
3. Plug
4: Unload Valve
OUTLET END COVER 5. Outlet End Cover
6. Regenerative Check Valve
Within the outlet end cover on all 655C units 7. Spring
8. 0 Ring
and 555C/ 455C units with extendible
9. Plug
dipstick are four special purpose valves
incorporated within its casting and separate
the exhaust gallery from the return to
reservoir exit port. These valves are termed 1. A "fast drop" condition whereby the
the regenerative check valve, backpressure system pressure is rapidly lowered as the
valve, pilot valve and unload valve, Figures 6 element drops and the exhaust pressure
and 7. rapidly rises as the exhausting oil
attempts to quickly return to the reservoir
- in this instance the regenerative check
These valves are so designed to provide valve functions.
optimum digging performance at low pump
flows, and relieving back pressures at higher
pump flows, so releasing pump power
demands on the engine. 2. A "no load" of "light load" condition
where the pump system pressure is less
On 455C and 555C units less extendible than 900 lbf/in2 (62 bar) but greater than
dipstick the outlet end cover contains no the existing return to sump line pressure -
valves and provides direct port ing of in this instance, the backpressure and
hydrau lic oil to reservoir. backpressu re pilot valves function .

These four valves operate only when a

backhoe cylinder is being moved and return
oil is being exhausted from the cylinder. The
conditions under which the cylinder may be
operated will determine which of the valves
will function and are:-
3. A "medium" or "heavily loaded"
condition where the cylinder operation
exceeds 1000 lbf/ in 2 (70 bar) pressure -
in this instance the unload and
backpressure valves function.

7
- - - - PART 8-H YDRA ULI C SYST EM , CONTROLS AND FRAM E - - - -
Figure 7
Outlet End Cover - Neutral Condition
D Pump Pressu re Oil 0 Trapped Oil
1.
2.
Backpressure Pilot Valve
Backpressure Valve
3. Backpressure Unload Valve Body
4. Backpressure Unload Valve
5. Regenerative Check Valve
Figure 7 shows a sectioned view of the outlet
end cover w ith the various valves positioned
as if the main control valve spool sect ions
were all in neutral. For illustration purposes
the regenerative check valve has been
repositioned. Normally this valve enters the
end cover from the end face.
With the engine running and the backhoe in
neutral, the pump oil fl.ow passes t hrough the
staggered open centre galleries in the spool
sections and passes unrestricted t o the return
to reservoir port.
Gallery 'A' is the control valve exhaust gallery
which in neutral, contains static oil. Gallery
'D' is the end of a parallel gallery and in
neutral contains static oil at pump oil
pressure, maintaining the regenerative check
valve in the seated position . With no oi l flow
8
D Return to Reservoir Oil
A
B
Contro l Va lve Exhaust Gallery
Backpressure Valve Gallery (
C Return to Reservoir Port
D High Pressure Parallel Gallery
E Backpressure Valve Pressure Sensing Gallery
F Open Centre Gallery
in gal lery 'A' the backpressure valve remains
closed.
In the "fast drop" condition, for example
w hen the digging elements are lowered
rapidly into a trench, the lift cylinder piston
end is being supplied with pump oil flow, but
the demand is so great t hat if eng ine speed is
not at maximum or the control lever is not
feathered, the pump wi ll be unable to
maintain the cylinder piston end full of oil
and will cause a " void ". In this instance the
high pressure gallery 'D', Figure 8, has
dropped to a pressure level lower than that in
the exhaust gallery 'A' . The now higher
pressure level of gallery 'A' is able to lift the
regenerative check valve off its seat against
the light retaining spring and allow oil to
transfer from the ex haust gallery 'A' into the
high pressure gallery 'D' and in effect allows
oil to transfer from the rod end of the lift
cylinder to the piston end, complementing
the pump supply.
----------------------•CHAPTER4----------------------·
Figure 8
Regeneration Check Valve Operation
0 Cylinder Exhaust Oil D Cylinder Supply Oil
1. Backpressure Pilot Valve
2. Backpressure Valve
3. Backpressure Unload Valve Body
4. Backpressure Unload Va lve
5. Regenerative Check Valve
In the "no load" or " lig ht load" condition the
backpressure valve provides backpressure of
250 lbf/ in2 (17.5 bar) in the exhaust gallery
'A', whic;h is in addition to the natural
backpressure in the return to reservoir line.
When a cylinder is operated the return ing or
cylinder exhaust oil passes from the control
va lve spool section to the exhaust gallery 'A' .
Oil in ga llery 'A' cannot pass unrestricted to
the reservoir return port ·c· without opening
the backpressure valve which requires 250
lbf/in 2 (17 .5 bar) open ing pressure and
consequently creates the backpressure in
gal lery 'A'.
9
0 Return to Reservoir Oil
A Control Valve Exhaust Gallery
B Backpressure Valve Gallery
C Return to Reservoir Port
D High Pressure Parallel Gallery
E Backpressure Valve Pressure Sensing Gallery
F Open Centre Gallery
This backpressure complements the function
of the regenerative check valve, provides
more positive cyli nd er control and aids the
anti -cavitation function on those circuit-
rei ief valves incorporating the anti -cavitation
feature. The operating · sequence of the
backpressu re valve which is controlled by a
pilot relief valve (backpressure relief valve) is
as follows:
Exhaust oil in the gallery 'A' initially acts on
the face of the backpressure valve which is
held on its seat by a spring. Oil is bled
through orifice 'E' in the backpressure valve
to the rear of the valve and due to the simi lar
surface areas, equalises the pressure
differential with the sprin g maintaining the
valve in the closed position.
- - - - PART 8-HYDRAULIC SYSTEM , CONTROLS AND FRAME - - - -

Figure 9
Backpressure Valve Operation

D Pump Pressure Oil CJ Backpressu.re Oil 0 Return to Reservoir Oil

1.
2.
Backpressure Pilot Valve
Backpressure Valve
A
B
Control Valve Exhaust Gallery
Backpressure Valve Gallery (
3. Backpressure Unload Valve Body C Return to Reservoir Port
4. Backpressure Unload Valve D High Pressure Parallel Gallery
5. Regenerative Check Valve E Backpressure Valve Pressure Sensing Gallery
F Open Centre Gallery

As the pressure of the totally restricted oil

flow from 'A' rapidly increases the oil acting
on the face of the pilot valve overcomes the
pilot valve spring and escapes into the return
to reservoir port ·c·.
This small oil flow reduces pressure at area
'B ' and al lows the pressure acting on the face
of the backpressure valve to move the valve
to the right and open up the exhaust gallery
'A' to the return to reservoir port ·c·.
Figure 9.
The backpressure is maintained at this high
level until the pressure in the high pressure
gallery ' D' reaches 1000 lbf/ in 2 (70 bar).
In the "medium" or "heavy loaded"
condition, natural reservoir pressure is
sufficient to complement the anticavitation
functions of those valves incorporating the
anti-cavitation feature and the preservation
of the 250 lbf/in 2 (17.5 bar) higher
backpressure becomes unnecessary and
wasteful due to the power demand required
to do this. For example, if the pump (and its
power source - the engine), has to exert
energy into the crowd cylinder during bucket
filling it would also have to exert energy in
overcoming the 250 lbf/in 2 (17.5 bar) pres-
sure increase necessary to exhaust the oil
from the opposite end of the cylinder. If this
250 lbf/ in 2 (17 .5 bar) pressure were reduced
then the power saving would be available for
the bucket filling cycle. Therefore, an unload
valve is provided to fulfil this function.

10
-------------------------CHAPTER4-------------------------

Figure 10
Backpressure Unload Valve Operation

CJ Pump Pressure Oil D Return to Reservoir Oil

1. Backpressure Pilot Valve A Control Valve Exhaust Gallery
2. Backpressure Valve B Backpressure Valve Gallery
3. Backpressure Unload Valve Body C Return to Reservoir Port
4. Backpressure Unload Valve D High Pressure Parallel Gallery
5. Regeneration Check Valve E Backpressure Valve Pressure Sensing Gallery
F . Open Centre Gallery

Figure 10 illustrates the situation where

medium to heavy loaded digging conditions
occur.
The high pressure par'allel gallery 'D' is at a
working pressure greater than 1000 lbf/ in 2
(70 bar) . This pressure acts on the actuator
portion of the unload va lve and pushes the
unload valve off its seat. This unseating
action al lows the backpressure which was
acting on the rear side of the backpressure
valve in area 'B' to escape across the open
unload valve seat and into return to reservoir
port 'C'.
The relief of backpressure immediately
causes an unbalanced situation and the
backpressure valve opens. The exhaU:st o il
pressure in gallery' A' is now able to relieve to
the return reservoir port 'C' without reaching
the 250 lbf/ in 2 (17.5 bar) above return to
reservoir pressure. In effect, with the unlopd
valve being operated by the high pressure,
the backpressure valve can now be opened
by a much lower order of exhaust gallery
pressure than was possible in the no load or
light load digging condition. It should be
noted that there is no oil path between_the
parallel high pressure gallery 'D' and the
return to reservoir port 'C'.

11
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
Figure 11
Circuit Relief Valves
1. Pilot Operated With Anti-cavitation Feature Relief
Valve
2. Direct Acting Relief Valve
CIRCUIT RELIEF VALVES
Circuit relief valves are incorporated in those
circuits which will through normal digging
operations be subjected to unavoidable
overload.
Two types of circuit relief valve are
incorporated in the valve spool assembly,
either direct acting or pilot operated with
anti-cavitation function and are adjustable
within a predetermined range, Figure 11.
Figure 12 illustrates the placement of the
valves in the spool sections (circuits) of a
typical valve assembly. The type of valves
installed in each circuit of the 455C, 555C
and 655C model range is as follows:
12
Direct Acting Circuit Relief Valves
Extendible Dipstick Cylinder Piston End
Lift Cylinder Rod End
Bucket Cylinder* Rod End
Crowd _Cylinder* Piston End
Pilot Operated With Anti-cavitation
Feature Circuit Relief Valves
Lift Cylinder Piston End
Swing Cylinder Piston End
Swing Cylinder Rod End
* On 455C and 555C units less extendible
dipstick and not marketed in Scandanavia,
pilot operated with anti-cavitation feature
relief valves are installed.
(
Each valve is identified with its particular
pressure setting. On pilot operated with
anti-cavitation relief valves the pressure
setting is marked on a steel band attached to
the body and on direct acting valves the
pressure setting is stamped on the valve end
cap.
NOTE: It is important that only a valve of the
correct pressure setting be used in a
particular circuit. The use of a valve with a
higher pressure setting than specified could
cause structural damage to the backhoe.
Anti-cavitation feature circuit relief valves
are positioned in circuits subject to voiding
conditions and permit the transfer of oil from
the high pressure side of a cylinderto the low
pressure (void) end of the cylinder. This is a
condition which occures when a cylinder is
subjected to shock forces which cause the
pressure side circuit relief valve to operate.
-----------------------CHAPTER4-----------------------

Figure 12
Backhoe Control Valve Assembly

1. Extendible Dipstick Control Valve Section 10. Stabiliser Cylinder Control Va lve Section
2. Inlet End Cover 11. Outlet End Cover
3. Direct Acting Circuit Relief Valve - Extendible 12. Backpressure Unload Va lve
Dipstick Piston End 13. Backpressure Valve
4. Anti-cavitation Circuit Relief Valve- Lift 14. Direct Acting Circuit Relief Valve - Crowd
Cylinder Piston End Cylinder Piston End
5. Anti-cavitation Circuit Relief Valve- Swing 15. Anti-cavitation Circuit Relief Valve - Swing
Cylinder Cylinder
6. Swing Cylinders Control Va lve Section 16. Direct Acting Circuit Relief Valve- Lift Cyl inder
7. Direct Acting Circuit Relief Valve- Bucket Rod End
Cylinder Rod End 17. Lift Cylinder Control Va lve Section
8. Bucket Cylinder Control Valve Section 18. Stabiliser Cylinder Control Va lve Section .
9. Crowd Cylinder Control Valve Section

13
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

(
I

Figure 13
Circuit Relief Valve Pilot Operated with Anti-Cavitation Feature
Sectioned View showing Valve not subjected to Overload conditions

D High Pressure Oil C] Exhaust/ Reservoir Oil

1. Pilot Valve 4. Sleeve Poppet

2. Pilot Valve Body 5. Piston
3. Poppet Valve

Illustrated in Figure 13 is a sectional view of a
circuit relief valve with anti-cavitation
components. Operation of the valve is as
follows: - High pressure oil from an
overloaded cylinder circuit is present in
galley · D' and acts on the faces of the poppet
and passes through the hollow piston to area
'8'. The pressure acting on the rearface ofthe
poppet va lve and piston, and the side faces of
the sleeve poppet (anti-cavitation
component) , maintain the poppet valve
seated against its seat on the sleeve poppet,
and in turn the force exerted by the poppet
valve on the sleeve poppet, plus the pressure
acting on the back side of the sleeve poppet,
keeps this component firmly seated on the
seat machined in the valve spool section.
Pressure in area '8' also acts on the pilot
valve, but until a certain level of pressure
(setting . level) is reached, the pilot
valve cannot be moved against the pilot valve
spring retaining force.
As the pressure level rises to the set level the
force of pressure will overcome the pilot
valve spring and lift the pilot valve off its seat,
Figure 14.
Oil in area '8' can now flow to area 'A', past
the sleeve poppet shoulders into exhaust
gallery T. As the oil flows there is an
immediate pressure drop in area '8' and the
holding pressure on the rear of the poppet
valve is reduced. The piston and poppet
valve move toward the pilot valve and open
the high pressure gallery 'D' to the low
pressure gallery 'E'. The piston moving
toward the pilot contacts the tip of the pilot
valve, Figure 1 5 and prevents high pressure
oil refilling the area '8'. Note that the outer
sleeve poppet remains seated, held in this
position by its spring.

14
-----------------------CHAPTER4----------------------•

Figure 14
Circuit Relief Valve Pilot Operated with Anti Cavitation Feature
Sectioned View- showing Valve with Initial Pilot Valve Opening

D High Pressure Oil D Reduced Pressure Oil D Exhaust/ Reservoir Oil

1. Pilot Valve 4. Sleeve Poppet

2. Pilot Valve Body 5. Piston
3. Poppet Valve

Figure 15
Circuit Relief Valve Pilot Operated with Anti Cavitation Feature
Sectioned View - showing Valve fully relieving High Pressure Oil

CJ High Pressure Oil D Reduced Pressure Oil 0 Exhaust/ Reservoir Oil

1. Pilot Valve 4. Sleeve Poppet

2. Pilot Valve Body 5. Piston
3. Poppet Valve

15
- - - - PART 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME - - - -

FOr-----..!]~0@
~

(
Figure 16
Spool Section in Neutral with Circuit Relief Valves
showing Circuit Relief and Circuit Replenishment (Anti-cavitation)

0 High P"ressure Oil 0 Supply to Cylinder 0 Backpressure Feed/Exhaust Oil

From Opposite Side of Cyl inder

When, for example, the swing cylinder rod
end circuit relief valve has operated, in effect
oil has been removed from the rod end of the
cylinder, the cylinder piston extende~ and a
deficiency or void created in the piston end of
the cylinder, Figure 16. This oil is
automatically replenished by the anti-
cavitation device incorporated in the circuit
relief valve in the opposite port to the high
pressure. Gallery ' D' in Figure 17 has the void
condition present shown in Figure 16, but
gallery 'E', Figure 17 has high pressure
caused by the operating circuit relief valve in
the opposite port. Oil pressure from gallery
'E' acts on the sleeve poppet outer shoulder
whilst at the same time the void or suction in
gallery 'D' is sensed in area 'B'. These forces
cause the sleeve poppet to move off its seat
against its light spring and the piston spring
and allow oil under pressure in gallery 'E' to
pass into gallery ·o· and remove the void
created in the piston end of the swing cylinder.

16
----------------------•CHAPTER4----------------------•

Figure 17
Circuit Relief Valve - Sectioned View
-showing Circuit Replenishment (Anti-cavitation) within Circuit Relief Valve
D Exhaust/ Reservoir Oil D Cyl inder Re-supply Oil
1. Pilot Va lve 4. Sleeve Poppet
2. Pilot Valve Body 5. Piston
3. Poppet Valve

Figure 18 illustrates the internal components of
a direct acting circuit relief valve in normal
operating mode. High pressure oil from an
overloaded cylinder circuit is present at gallery
'A' and acts on the face of the relief valve
poppet. When the overloaded cylinder pressure
exceeds the relief valve setting the poppet
moves rearwards against the spring which
holds the poppet on its seat. Oil in area 'A' can
now flow past the nose on the poppet and
into exhaust gallery 'B' relieving the excess
pressure in the overloaded cylinder, Figure 19.

IR-9-4-18 IR-9-4-19
Figure 18 Figure 19
Direct Acting Circuit Relief Valve Direct Acting Circuit Relief Valve
Valve not subjected to overload conditions Valve subjected to overload conditions
c:::J High Pressure Oil c:::J Exhaust/ Reservoir Oil
1. Valve Pressure Adjusting Screw 3. Relief Valve Seat
2. Spring 4. Relief Valve Poppet

17
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND F R A M E - - - -

B. BACKHOE CONTROL VALVE- OVERHAUL

Removal of the circuit relief valves can be

achieved without removing the complete
control valve from the mainframe. Ensure
before removing any one of these valves that
the backhoe elements are positioned so that
no movement will be possible when the
circuits are opened, and that all residual
pressures have been removed by moving
each of the control levers in all directions.

CONTROL VALVE ASSEMBLY

REMOVAL IR-9-04-20 11
Figure 20
Sideshift Models Backhoe Control Console - Sideshift

1. Right- Hand Control Lever

1. Position the unit on a hard level surface.
2. Swing Frame Clamp Lever
3. Extendible Dipstick Pedal
4. Left - Hand Control Lever
5. Stabiliser Control Levers
2. Lower the stabil isers and offset the swing
frame to the maximum left or right offset.
(
Position the digging elements so that the
6. Disconnect the inlet hose to the valve
crowd and bucket cylinders are fully
assembly, refer to Figure 21.
retracted and the bucket is resting on the
ground .

3. Stop the engine and relieve any residual

pressures in the excavator and loader
circuits by moving al l control levers
throughout all planes of movement.

4. Where fitted remove the extendible

dipstick control pedal, Figure 20, by
removing the pedal pivot mounting
bracket bolts below the cab floor and
disconnecting the linkage beneath the
pedal.

Figure 21
Backh.oe Control Valve Inlet Hose
5. Identify and tag the positions of all the
Viewed Through Cab Floor
hydraulic hoses and tubes attached to the
valve assembly. 1. Inlet Hose Connection

18
----------------------•CHAPTER4----------------------•

Centre Pivot Models

1. Position the unit on a hard level surface.

2. Lower the stabilisers and position the

digging elements so that the crowd and
bucket cylinders are fully retracted and
the bucket is resting on the ground in line
with the vehicle.

Figure 22
Backhoe Control Valve Installation
Sideshift Units
3. Stop the engine and relieve any residual
1. Control Valve pressures in the excavator and loader
2. Element Hoses
circuits by moving all control levers
3. Exhaust Tube
4. Outlet End Cover throughout all planes of movement,

7. Disconnect the exhaust tube from the

valve assembly, Figure 22.

4. On with cab units, open the rear window.

8. Disconnect all remaining hoses from the
valve assembly.

9. Remove the stabiliser steel tubes.

5. Remove the rear floor mat.

10. Disconnect the control lever linkage

bellcranks from each section of the valve
assembly.

6. Remove the plastic cover on the backhoe

11. Using suitable supporting equipment control console and disconnect the
such as jacks or an adapted lever system, transport lock linkage at the console.
support the weight of the control valve
and remove the retaining nuts and bolts
from the floor plate.

12. Carefully lower and remove the control 7. Remove the floor cover plate immediately
valve assembly from the vehicle. behind the control console.

19
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
Figure 23
Backhoe Control Lever Linkage
Centre Pivot Units
1. Control Console
2. Base Plate Securing Bolts
3. Linkage Attaching Point
8. Disconnect the control valve operating
linkage where it attaches to each control
valve, Figure 23. On units installed with
extendible dipstick, similarly disconnect
the pedal linkage from the valve.
9. Remove the bolts securing the base plate
on which the console is mounted and lift
the console and plate from the vehicle.
10. Identify and tag the positions of all
hydraulic hoses attached to the valve
assembly.
11. Disconnect the inlet and exhaust hoses
to the valve assembly, Figure 24.
20
Figure 24
Backhoe Valve Hoses
Centre Pivot Units
1. Valve.to Element Hoses
2. Valve Exhaust Hose
3. Valve Inlet Hose
12. Disconnect all remaining hoses from the
valve assembly.
13. Position a suitable sling or chain around
the valve assembly and mounting plate
and using a suitable hoist, positioned
through the rear window on cab models,
support the weight of the valve assembly.
14. Remove the bolts securing the valve
assembly mounting plate to the
mainframe and using the hoist, lift the
valve and mounting plate assembly from
the mainframe and through the rear
window.
15. Separate the control valve from the
mounting plate.
----------------------•CHAPTER4-----------------------

IR-9-04-24 11
Figure 25 Figure 26
Control Valve Assembly Removing Load Check Valve

1. Valve Section 1. Check Valve Spring

2. Outlet End Cover 2. ·o· Ring Seal
3. Tie Rod ('/>"- 20) 3. Diagonal Alignment Line
4. Tie Rod ('/••"- 20) 4. Valve Section
5. Tie Rod (';,." - 20) 5. Check Valve Poppet

DISASSEMBLY 1. Using a marker pen, draw a diagonal line

down the back of the valve chest to
The valve spools are selectively fitted to their ensure each· valve is replaced in the
respective sections, and are not serviced correct order during re-assembly.
separately. If a spool, centring mechanism or
valve section requires replacement, the
complete section must be renewed. All other
components are service separately. Due to
the selective fitting of the spool to the valve
section it is important that the spool and its
section are kept in order so that the spool can
be reinstated in its original bore. 2. Remove the nuts from the tie rods on the
outlet end cover end as shown in Figure
25.

Equally important is the installation of plugs

in the ports of the valve assembly to prevent
the entry of dirt and foreign material.
3. Separate the control valve by removing
Before any disassembly, the valve should be
thoroughly cleaned externally with a suitable
solvent.
one section at a time, beginning with the
outlet end cover. After removing a
section remove the check valve spring
and poppet and the large ·o·
ring seal,
Figure 26. Place the sections on a clean
surface in order of removal.

21
- - - - P A R T 8-HVDRAULIC SYSTEM, CONTROLS AND FRAME----

Valve Sections

All of the valve sections are basically

iderrtical in construction. However, not all
these sections use circuit relief valves. Figure
27. illustrates a typical valve section with a
single direct acting relief valve. All control
valve spools are removed from the valve body
centering spring end first and contain
basically the same components.

IMPORTANT: Identify the spool eye end to

the end of the valve section from- which it
was· removed. Installing the valve spool in
the valve section the wrong way round must IR-9-04-33 11
be avoided. Figure 27
Backhoe Valve Section
1. 0 Ring Seal
2. Circuit Relief Valve
1. Where fitted remove the circuit relief 3. Load Check Valve
valve(s). 4. Parallel Gallery
5. Open Centre Gallery
6. Exhaust Gallery

2. Remove the centring spring cap retaining 3. Withdraw the spool and centring spring
screws and remove the cap, Figure 28. assembly from the valve section.

IR-9-04-34 11
Figure 28
Backhoe Valve Section - Exploded View
1. Seal Plate 7. Spring Seat 13. ·o· Ring
2. Wiper Seal 8. Centring Spring Screw 14. Load Check Valve
3. ·o·Ring 9. Spool Cap 1 5. Valve Section
4. Spool 10. Seal Plate 16. Circuit Relief Valve
5. Spring Seat 11. Wiper Seal
6. Centring Spring 12. '0' Ring

22
----------------------•CHAPTER4----------------------•

IR-9-04-30 11 IR-9 -04-31 11

Figure 29 Figure 30
Outlet End Cover-Exploded View Back pressure Valve - Exploded View

1. Backpressure Valve 6. Regenerative Check 1. Valve Body

2. Spring Valve 2. Pilot Valve
3. Plug 7. Spring 3. Shims
4. Unload Valve 8. ·o· Ring 4. Plug
5. Outlet End Cover 9. Plug 5. Spring

4. Remove the seal plate retaining screws, Outlet End Cover

seal plate, wiper seal and ·o·
ring seal
from the spool eye end of the valve The following disassembly procedure
housing. applies to outlet end covers installed on all
655C units and 555C/455C units with
extendible dipstick. The outlet end cover
installed on 555C/455C units less extendible
5. Remove the rear plate, wiper seal and '0' dipstick does not contain any valves.
ring seal from the centring spring end of
the valve housing. 1. Using a 1" box spanner, remove the
regenerative check valve plug, spring and
valve, refer to Figure 29.

6. Clamp the eye end of the spool in a vice

2. Remove the backpressure valve by
and unscrew the centring spring retainer
removing the plug and spring.
and remove the spring seats and spring.

NOTE: The backpressure valve may be

withdrawn from the outlet end cover by
inserting a suitable threaded rod into the hole
in the centre of the valve assembly.

Inlet End Cover 3. Remove the plug "from the end of the
backpressure valve and withdraw the
There are no components in the inlet end shims, spring and backpressure pilot
cover and therefore, requires no disassembly. valve from the valve body, Figure 30.

23
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

4. Remove the backpressure unload valve,

refer to Figure 29.

5. Disassemble the backpressure unload

valve by removing the end plug, spring
shims, poppet rod and poppet, Figure 31 .

6. Remove the remaining plug in the end

cover and discard all ·o·
ring seals.

IR-9-04-32 ll
Figure 31
Backpressure Unload Valve- Exploded View

1. Valve body
2. Plug and·o· Ring
3. Spring
INSPECTION 4. Shim
5. Poppet Rod
Before inspecting parts, thoroughly clean all 6. Poppet
components in a suitable solvent, flush all 7. ·o· Ring and Back Up Ring
passages in the valve sections and dry using 8. ·o· Ring
compressed air.
9. ·o· Ring

4. Install new seals where required.

Spool and Valve Sections

1. Inspect the spools and the spool bores in
the valve sections for scratches, wear and 5. Install new '0' ring seals.
damaged lands. If the spools are badly
scratched and worn or the lands
damaged, a complete new valve section
should be installed as the spools are
matched to the bores.

2. Check the centring spring for cracks and

overall length by comparing it with a new
"stock" spring. Install new springs where
necessary.
3. Check the spool wiper seals for wear or
damage.
Circuit Relief Valves
The circuit relief valves are serviced as
assemblies. The assembled units are pre-set
for pressure. However, they should be pres-
sure tested after installation on the unit.
External ·o·rings and back-up rings are
serviced individually.

24
----------------------•CHAPTER4----------------------•

IR-9-04-28 11
Figure 32
Pilot Operated with Anti-cavitation Feature Circuit Relief Valve- Exploded View

1. Adjusting Cap 6. Spring 10. ·o· Ring Back-Up Rings

2. Adjusting Plug 7. Piston 11. Body 15. ·o· Ring
3. Shim(s) 8. ·o· Ring and 12. Sleeve Poppet 16. Fitting
4. Spring Back-Up Ring 13. Spring 17. ·o· Ring
5. Pilot Valve 9. Poppet Valve 14. ·o· Ring and 18. Locknut

Pilot Operated With Anti-Cavitation 3. Inspect the ground seating surface of the
Feature Relief Valves piston for nicks or excessive wear. The
piston should be free of nicks and
With a small soft rod, depress the sleeve abrasion.
poppet fully into the body. When the rod is
quickly removed, the sleeve poppet should··~·
snap back to the extended position. Repeat
this procedure for the poppet and piston. If
any of these items fail to snap back to the
extended position disassemble the valve,
Figure 32.

4. Inspect the pilot valve seat in the valve

housing and the seat on the pilot valve.
1. Check all '0' rings and back-up rings for
These seats should indicate a complete
wear, damage or swelling. Mating parts
seating surface.
must move freely with the '0' rings and
back-up rings installed.

2. Inspect the inside of the sleeve poppet for

evidence of wear caused by the poppet
'0' ring and back-up ring. A slight groove
may cause the poppet to stick open when
operating under pressure, yet the poppet 5. Visually inspect the springs for "setting"
may move freely when depressed by by comparing their lengths with a new
hand. stock item.

25
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Check Valves

Check valve malfunction is usually the result

of foreign material lodging between 'the seat
and check valve. The spring may also be
, damaged. Refer to Figure 34.

1. Examine the seat surface for dirt or metal

particles and check that the seating
surfaces are free of nicks or scratches.

IR-9-04-29 11 2. Minor nicks and scratches can be

Figure 33 removed by using a fine lapping
Direct Acting Circuit Relief Valve - Exploded View compound. Care must be exercised to
prevent the lapping compound from
1. Shim 8. Quad and ·o· Ring
2. Security Cap Seal entering and remaining in the valve body.
3. ·o·Ring 9. Poppet
4. Locknut 10. Spring Seat
5. ·o·Ring 11. Spring
6. Adjusting Screw 12. Shim
7. Housing

Direct Acting Relief Valves Regenerative Check Valve

If the operation of a direct acting relief valve Malfunctioning of the regenerative check
is in question disassemble the valve, Figure valve is usually caused by foreign material
33. lodging between the seat and poppet. Refer
to Figure 35.

1. Check all '0' rings and back-up ring for

1. Examine the seating surfaces for dirt and
wear damage or swelling. metal particles, nicks or scratches.

2. Inspect the seating surface of the poppet
and valve housing. The seat should
indicate a complete seating surface.
2. Minor scratches and nicks can be
removed by using a fine lapping
compound. Exercise care to prevent the
lapping compound from entering and
remaining in the outlet end cover.

3. Visually inspect the poppet return spring

for damage and compare its length with a 3. Install a new '0' ring seal on the valve
new stock item. plug.

26
----------------------•CHAPTER4----------------------·
Backpressure Valve
1. Inspect the seats for nicks or scratches.
Minor nicks or scratches can be removed
with a fine lapping compound. Care must
be taken to prevent the lapping
compound from entering and remaining
in the outlet end cover.
2. Check the backpressure valve and its
bore for scratches and wear or a groove
worn by the '0' ring located in the bore of
the end cover. The inner relief valve
components are not serviced separately,
replace the valve assembly if necessary.
3. Check the spring for "setting" by visually
comparing it to a new spring. Install a
new spring if necessary.
4. Renew the end plug '0' ring seal.
Backpressure Unload Valve
NOTE: Individual parts, except for external
'0' rings and seals are not serviced. The valve
is serviced as a pre-set assembly.
1. Inspect the seats for nicks and scratches.
Minor nicks and scratches can be
removed with a fine lapping compound;
however, care must be taken to prevent
the lapping compound from entering and
remaining in the outlet end cover.
2. Check the spring for "setting" by visually
comparing it with a spring taken from a
new "stock" valve. If spring is "set"
renew the valve assembly.
3. Remove all '0' rings and the back-up
ring. Replace with new parts.
27
RE-ASSEMBLY
Pilot Operated With Anti-Cavitation
Feature Circuit Relief Valves
NOTE: Individual parts except for the two
external '0' rings are not serviced. The valves
are serviced as pre-set assemblies.
With reference to Figure 32.
1. Install new '0' rings on the valve body
and over the large threaded diameter of
the housing.
2. Insert the piston into the poppet and
place the small spring onto the end of the
piston. The diameter of the spring is
smaller at one end than the other and the
smaller diameter must locate on the
piston.
3. Slide the poppet assembly into the
sleeve.
4. Position the large spring over the sleeve
and insert the sleeve assembly into the
valve body.
5. Assemble the housing to the body
ensuring that both the piston and sleeve
springs are correctly located in the
housing. Tighten the body and housing
thread to the specified torque, see
"Specification" - Chapter 11 .
6. Insert the pilot valve, spring, shims and
adjusting plug, into the housing and
retain with the locknut and adjusting cap.
7. Set the valve to the correct pressure
setting as detailed in "Hydraulic Trouble
Shooting and Pressure Testing" -
Chapter 11.
NOTE: The valve must not be set outside the
specification stamped on the tag wrapped
around the body of the valve.
- - - - PART 8-HYDRAULIC SYSTEM, CONTROLS AND F R A M E - - - -

IR-9-04-34 . 11
Figure 34
Backhoe Valve Section - Exploded View

1. Seal Plate 7. Spring Seat 13. '0' Ring

2. Wiper Seal 8. Centring Spring Screw 14. Load Check Valve
3. ·o·Ring 9. Spool Cap 1 5. Valve Section
4. Spool 10. Seal Plate 16. Circuit Relief Valve
5. Spring Seat 11 . Wiper. Seal
6. Centring Spring 12. '0' Ring

Direct Acting Circuit Relief Valves Valve Section Spools

With reference to Figure 33 With Reference to Figure 34

1. Lubricate the spool with hydraulic oil and

1. Position the spring seat onto the poppet
ensuring that the concave side of the seat
is positioned towards the nose on the
poppet.
2. Insert the poppet into the valve housing 2. Install a new
and locate the spring and shim over the
stem of the poppet.
insert the eye end of the spool into the
valve section. Do not force the spool. use
a slight twisting motion which will aid
assembly.
·o·
ring seal and wiper seal
and then install the seal plate on the
centring spring end.

3. Install new '0' ring seals in the locknut
and end cap. Screw the adjusting plug
into the housing and retain in position
with the locknut.
4. Install a new quad and ·o· ring seal onto
the housing ensuring that the quad seal is
adjacent to the shoulders of the housing.
5. Set the valve to the correct pressure
setting as detailed in "Hydraulic Trouble
Shooting and Pressure Testing" -
Chapter 10.
3. Install the centring spring and its seats
and install the spring retaining bolt.
NOTE: Apply 2 drops of Loctite 270 to the
retaining screw thread and tighten to the
torque specified in "Specifications" -
Chapter 11.
4. With the ·o· ring and wiper seals fully
seated in the valve section, align the
seal plate and install the end cap and
its retaining screws. Tighten the screws
to the specified torque, see
"Specifications" - Chapter 11.

28
......................•CHAPTER4.......................

IR-9-04-30 Tl IR-9-04-32 Tl
Figure 35 Figure 36
Outlet End Cover - Exploded View Backpressure Unload Valve - Exploded View

1. Backpressure Valve 6. Regenerative Check 1. Valve Body 6. Poppet

2. Spring Valve 2. Plug 7. ·o· Ring and Back-up
3. Plug 7. Spring 3. Spring Ring
4. Unload Valve 8. ·o· ring 4. Shim 8. ·o· Ring
5. Outlet End Cover 9. Plug 5. Poppet Rod 9. ·o· Ring

5. Install a new '0' ring seal and wiper seal
on the eye end of the spool and insert
them into the recess in the valve section.
Secure the seal plate with the two
screws. Tighten these screws to the
specified torque, see "Specifications" -
Chapter 11.
Outlet End Cover
With reference to Figure 35
3. Install the unload valve assembly in the
outlet end cover and tighten to the
specified torque. See 'Specifications' -
Chapter 11.
4. Install the backpressure valve poppet,
spring, shims (where fitted), and the plug
and '0' ring into the relief valve body,
Figure 37. Tighten the plug to the
specified torque, see "Specifications" -
Chapter 11.

1. Install the back-up ring and then the '0' 5. Install the '0' ring in its groove around
ring seal on the small end of the unload the backpressure valve bore in the outlet
valve body. Install the other two '0' ring end cover.
seals on the larger diameters of the body.

2. Into the unload valve body install the
poppet, the poppet rod, spring, shims
(where fitted), the plug and '0' ring,
Figure 36, tightening the plug to the
specified torque. See "Specifications" -
Chapter 11.
6. Install the backpressure and relief valve
assembly into the outlet end cover and
replace the spring, plug and its '0' ring
seal. Tighten the plug to the specified
torque, see "Specifications" - Chapter
11.

29
- - - - P A R T 8--HYDRAULIC SYSTEM, CONTROLS AND FRAME----

2. Install a new ·a· ring on the inlet end

cover and assemble the appropriate valve
section on the tie rods.

3. Install the check valve and spring and a

new ·a· ring in the outer groove.

4. Install the other valve sections and outlet

end cover in the same manner.
IR-9 -04-31; · 11
Figure 37
Backpressure Valve - Exploded View

1. Valve Body 5. Install the nuts on the tie rod ends.

2. Pilot Valve Tighten the nuts of the tie rods to the
3. Shims specified torque, see "Specifications"-
4. Plug Chapter 11 . Note that there are two
5. Spring
torque figures, one fort he 7 1,6" and one for
the 'H' diameter threads.

7. Install the regenerative check valve

poppet and spring in the outlet end
cover. Install the plug and ·a· ring seal.
Tighten the plug to the specified torque,
see "Specifications" - Chapter 11 .

INSTALLATION

Installation of the backhoe control valve

Valve Sections
follows the removal procedure in reverse.
Ensure all hose and tube connections are
The order of placement of each section
returned to their original positions following
should be the same as was noted before
the identification made before removal.
separation - refer to Figure 38.

1. Install a nut on one end of each of the tie

rods and insert the tie rods into the inlet Replace all seals disturbed during the
end cover. overhaul.

NOTE: The two tie rods farthest from the

cylinder outlet ports (nearest base) have
7I 16"- 20 thread ends. The other tie rod has a Pressure test and adjust any component
1I/'- 20 thread end. Ensure these rods are that had been overhauled as detailed in
installed in this way. Chapter 10.

30
----------------------•CHAPTER4----------------------•

Figure 38
Backhoe Control Valve Assembly

1. Extendible Dipstick Control Valve Section 10. Stabiliser Cylinder Control Valve Section
2. Inlet End Cover 11. Outlet End Cover
3. Direct Acting Circuit Relief Valve - Extendible 12. Backpressure Unload Valve
Dipstick Piston End 13. Backpressure Valve
4. Anti-cavitation Circuit Relief Valve- Lift 14. Direct Acting Circuit Relief Valve - Crowd
Cylinder Piston End Cylinder Piston End
5. Anti-cavitation Circuit Relief Valve - Swing 15. Anti-cavitation Circuit Relief Valve - Swing
Cylinder Cylinder
6. Swing Cylinders Control Valve Section 16. Direct Acting Circuit Relief Valve - Lift Cylinder
7. Direct Acting Circuit Relief Valve - Bucket Rod End
Cylinder Rod End 17. Lift Cylinder Control Valve Section
8. Bucket Cylinder Control Valve Section 18. Stabiliser Cylinder Control Valve Section
9. Crowd Cylinder Control Valve Section

31
 PART 8

HYDRAULIC SYSTEM,
CONTROLS AND FRAME
Chapter 5
SIDESHIFT BACKHOE
HYDRAULIC CLAMPING SYSTEM

Section Page
A SIDESHIFT HYDRAULIC CLAMPING SYSTEM-
DESCRIPTION AND OPERATION
B. SIDESHIFT HYDRAULIC CLAMPING SYSTEM-
OVERHAUL 3

A . SIDESHIFT HYDRAULIC CLAMPING SYSTEM - DESCRIPTION AND OPERATION

On sideshift Units the swing post and

carriage on which the backhoe boom is
attached can be variably positioned on the
backhoe frame to suit digging requirements.
To prevent movement of the carriage during
digging operations the carriage is hydrau-
lically clamped to the frame by four single
acting cylinders positioned at each corner of
the frame.

The two lower clamp cylinders are, located

between the carriage and lower clamp cylin-
der bellcrank, Figure 1. When pressurised,
the cyl inder housing forces against the
bellcrank causing the bellcrank to pivot and
clamp the carriage against the backhoe frame
Figure 1
bottom rail. Hydraulic Clamp System

1. Backhoe Frame Top Rail ·

2. Upper Clamp Cylinder
The upper clamp cylinders are simi larly
3. Lower Clamp Cylinder Bellcrank
located between the carriage and backhoe 4. Backhoe Frame Bottom Rail
frame top rail and when pressurised clamp 5. Lower Clamp Cylinder
the carriage plate to the top rail. 6. Swing Frame

1
- - - - PARTS - HYDRAULIC SYSTEM. CONTROLS AND FRAME - - - -
Figure 2
Control Valve Clamp Oil Flow
0 Pump Pressu re Oil
1. Check Valve
2. Control Spool
3. Detent
4. Unload Va lve
Hydraulic oil feed for the clamping system is
supplied at pump pressure from the inlet end
cover of the backhoe control valve assembly
and routed to the cylinders via a control valve
housed within the backhoe control console
and operated by the T handle on the
console.
When the T handle is pushed down to the
'clamp' position, the spool in the valve allows
oil at pump pressure to flow through the
pressure port and check valve to the clamp
cylinder port. Figure 2. However, to ensure
that the oil pressure directed to the valve is
sufficient to lock the carriage to the
mainframe, it is necessary to operate the
backhoe controls, creating a subsequent ri se
in pump pressure.
2
Figure 3
Control Valve Release Oil Flow
Q Return Oil
A. Pressure Port
B. Clamp Cylinder Port
C. Reservoir Return Port
(
To maintain the clamping force of the
cyl inders when the backhoe controls are
returned to neutral and pump pressure drops,
the spring loaded check valve re-seats and
maintains the clamping pressure in the
cylinders.
With the T handle raised to the " release"
position , the control valve spool is shifted to
prevent oil flow to the check val.ve and clamp
cylinder port and allows pump pressure oil to
be directed to the unload valve, Figure 3. As
the backhoe co ntrols are operated and pump
pressure increases. the unload valve moves
forward and unseats the check valve,
allowing the clamping cylinder oil to return
to the reservoir, releasing the pressure on the
clamping cylinders.
----------------------•CHAPTERs-----------------------

B. SIDESHIFT HYDRAULIC CLAMPING SYSTEM- OVERHAUL

IR-9-04-20 11
Figure 4 Figure 5
Bac.khoe Control Console Clamp Control Valve Installation

1. Right Hand Control Lever 1. Retaining Bolts

2. Swing Frame Clamp Lever 2. Control Valve
3. Extendible Dipstick Pedal
4. Left Hand Control Lever
5. Stabiliser Levers

CONTROL VALVE 4. On units installed with extendible

dipstick remove the control pedal
attaching nuts beneath the vehicle floor
to allow movement of the pedal for
access to the right hand control console
REMOVAL lower attaching screw.

1. Release the oil pressure on the clamping

cylinders by pulling up the T handle on
the control console, Figure 4, and
retracting the stabiliser leg until the
system relief valve operates.
5. Remove the backhoe control levers and
top and side covers to expose the control
mechanism.

2. Unscrew the control lever knobs and 6. Identify and disconnect the hoses at the
remove the top cover. control valve.

3. Using a suitable pin punch, drive the 7. Remove the two bolts securing the valve
retaining pin from the clamp lever T to the control console, Figure 5, and
handle and remove the handle. withdraw the valve.

3
----PARTS-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 6
Clamp Control Valve Assembly

1. Body 6.·a· Ring 11. Check Valve

2. Detent Ball 7. Spool 12. Seat and·a· Ring
3. Spring 8.·a· Ring 13. Unload Valve
4. Plug 9. Plug 14. Roll Pin
5. Back-up Washer 10. Spring

DISASSEMBLY INSPECTION

With reference to Figure 6. 1. Thoroughly wash all components and air

dry.

1. Remove the spool detent plug and

withdraw the spring and steel ball.

2. Press the roll pin from the valve housing
and remove the spool.
3. Remove the two '0' rings and back-up
washer from the spool bore.
2. Inspect the valve casting and spool for
wear or damage. If the spool or casting is
damaged, a new valve assembly should
be installed.

4. Remove the check valve plug, withdraw

the spring and check valve.
5. Remove the check valve seat and unload
valve from the valve casting.
3. Replace all seals in the valve and examine
the check valve seat. Check the valve
assembly and the unload valve for wear
or damage, replacing damaged com-
ponents as necessary.

4
----------------------•CHAPTERs-----------------------

RE-ASSEMBLY AND INSTALLATION

Reassembly and installation of the valve

assembly follows the removal and dis-
assembly procedure in reverse. During
reassembly observe the following require-
ments:

• Lubricate all components with hydraulic

oil prior to re-assembly, see 'Specifica-
tions' - Chapter 11.

• Tighten the spool detent plug and check

valve retaining plug to the specified
torque, see 'Specifications'- Chapter 11.
Figure 7
Carriage and Swing Post Assembly

1. Carriage Retaining Plate

2. Carriage Retaining Bolt (6 off)
CLAMPING CYLINDERS- REMOVAL 3. Lower Clamp Cylinder Bellcrank
4. Swing Post
5. Carriage Hose Clamp
1. Park the Unit on a firm level surface,
position the carriage in the centre of the
frame with the 'dipstick parallel to the
centre line of the Unit, retract the crowd 4. Upper Clamping Cylinder Removal:
cylinder and lower the dipstick to the
ground.

• Support the carriage using a suitable sling

2. Release the pressure on the clamping and hoist.
cylinders by pulling up the T handle on
the control console and retracting the
stabiliser leg until the system relief valve
operates. • Remove the six carriage plate retaining
bolts and remove the plate.

3. Lower Clamping Cylinder Removal:

• Using the boom and dipstick operating
elements carefully lower and tilt the
• Disconnect the feed hose to the cylinder carriage forwards to enable access to the
being removed and cap the exposed ends.
upper clamp cylinders.

• Remove the bolt securing the clamping

cy.linder bellcrank pivot pin. Withdraw the • Disconnect the feed hose to the cylinder
pin and remove the bellcrank. Refer to being removed and cap the exposed end.
Figure 7.

• Using a suitable drift, drive the clamping • Using a suitable drift, drive the clamping
cylinder from the backhoe carriage. cylinder from the backhoe carriage.

5
- - - • PART 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

INSPECTION

1. Thoroughly clean the cylinder housing

and piston and air dry. Examine both
components for wear or damage.

2. Replace the seal and sealing ring.

3. Examine the lower clamping cylinder

pivot arms and pins for wear and replace
as necessary.

REASSEMBLY AND INSTALLATION

IR-9-5-08 · T 1. Reassembly and installation of the

Figure 8 clamping cylinders follows the removal
Clamping Cylinder Assembly and disassembly procedure in reverse.
During reassembly, observe the
1. Piston 4. Dust Seal
2. Sealing Ring 5. Cylinder Housing
following requirements:
3. Seal
• Lubricate the clamp cylinder components
with hydraulic oil prior to reassembly, see
'Specifications' - Chapter 11 .
DISASSEMBLY

1. Withdraw the piston from the cylinder
housing.
2. Remove the seal and sealing ring from
the piston, and the dust seal from the
cylinder housing, Figure 8.
• Tighten the carriage plate retaining bolts
to the correct torque, see 'Specifications'
- Chapter 11 .
• Operate the clamping system and check
for hydraulic leaks.

6
 PART 8
HYDRAULIC SYSTEM,
CONTROLS AN ·o FRAME

Chapter 6
LOADER HYDRAULIC CONTROL VALVE ASSEMBLY

Section Page
A. LOADER HYDRAULIC CONTROL VALVE ASSEMBLY - 1
DESCRIPTION AND OPERATION
B. LOADER CONTROL VALVE OVERHAUL 13

A. LOADER HYDRAULIC CONTROL VALVE ASSEMBLY-

DESCRIPTION AND OPERATION

The loader control valve used on Ford 455C,

555C and 655C Units is a stacked type valve
assembly comprising of two or three valve
sections positioned between an inlet and
outlet end cover, Figures 1 and 2.

The third valve section is incorporated when

a multi-purpose hydraulic bucket is required.
To accommodate the extra length of the
valve assembly with a third section, the
shape of the outlet end cover, is changed in
order that the assembly can still be mounted
in the same location on the subframe as the
two section valve.
Figure 1
Loader Control Valve

1. Outl et End Cover

2. Au xilary Hydraulic Bucket Valve Sect ion
Oil supply to the valve is direct from the
3. Main System Relief Valve
hydraulic pump and enters the valve sections 4. Inlet End Cover
through the inlet end cover which also 5. Loader Bucket Valve Section
contains the main system relief valve. 6. Loader Lift Valve Section

1
- - - - PARTS-HYDRAULIC SYSTEM, CONTROLS AND FRAME - - - -

r
'

(
Figure 2
Open Centre and Parallel Gallery Oil Flow

0 Pump Pressure Oil D Trapped Oil D Return and Power Beyond Oil

1. Outlet End Cover Port 5. Parallel Gallery (Loader Bucket Valve)

2. Load Check Valve 6. Inlet End Cover Port
3. Oil Gallery to Operating Element 7. Ope n Cent re Gallery
4. Parallel Gallery (Loader Lift Valve)

Each valve section contains manually
operated control spools which are spring
centred back to the neutral position. Each
spool directs the flow of high pressure oil to
its particular circuit and a single spring
loaded check valve located between each
va lve section prevents the flow of oil from
either cylinder port to the valve pressure
passage. Figure 2.
The valve assembly contains four main oil
galleries which operate as follows:-
A staggered open centre gallery extends from the
inlet end cover to the outlet end cover. When all
valve sections are in the neutral position, the
pumped oil flows un-interrupted through the
staggered open centre gallery to the outlet end
cover and on to the backhoe valve assembly.

2
------------------------ CHAPTERs-------------------------

Two parallel ga lleries, one for the loader lift

va lve section and a second gallery for the
loader bucket and multi-purpose (auxiliary)
bucket section direct pump pressure oil to
the operating element whenever a valve
section is operated, Figure 2.

It can be seen from Figure 2 that the parallel

gallery for the loader bucket section is
connected directly to the inlet end cover and
terminates at the mating face of the loader lift
valve section. Whenever the loader bucket
valve spool is operated, causing the free flow
of oi l through the open centre gallery to be IR-9-06-06 11
interrupted by the lands on the spool, pump Figure 3
oil pressure increases in the para llel gal lery Inlet End Cover
where it can be directed to operate the loader
1. Housing
bucket elements. 2. Main System Relief Valve
3. Test Port Plug
4. Test Port
5. Para llel Gallery (Loader Bucket)
6. Open Centre Gallery
The parallel gallery for the loader lift and 7. Exhaust Gallery
8. 0 Ring Seal
auxiliary valves is supplied with oil through
an oil passage which connects to the inlet
side of the open centre gallery of the loader
lift valve section. This second para llel gal lery Oil flow through each section of the loader
terminates at the outlet end cover which will va lve assembly is as follows and reference to
allow pump pressure to increase in this Figure 2, in conjunction with the illustrations
gallery whenever the loader lift or auxili ary for each section of the loader va lve, wi ll aid
valve section spools are operated. understanding of the principa ls of operation .

This principal of two, parallel galleries

utilised on the loader valve section should
not be confused with the single parallel
gallery system used on the backhoe valve
assembly.
The element exhaust gallery (not shown in
Figure 2) carries both cyli nder and circuit
relief valve exhaust oil. This gallery extends
from the outlet end cover to the inlet end
cover where it is connected to the exhaust oil
return tube which carries oil directly to the
reservoir.
INLET END COVER
The inlet end cover, Figure 3, receives main
system oil direct from the hydraulic pump
and directs the oil through th e staggered
open centre gallery of each va lve section. A
parallel gallery in the end cover also connects
to the bucket cylinder valve section and upon ·
operation of t he bucket va lve spoo l, allows
pressurised oil to flow through this gallery
and past the bucket spool check valve from
where it is directed to the appropriate end of
t he bucket cylinders. Refer to LOADER
BUCKET VALVE SECTION for operation of
loader valve.

3
- - - - PARTS- HYDRAULIC SYSTEM, CONTROLS AND FRAME - - - -

Figure 4
Loader Bucket Valve Section - Neutral

CJ Pump Pressure Oil [JJ Trapped Oil D Return to Reservoir Oil

1. Circuit Relief Valve 5. Electromagnet

2. Spool 6. Circuit Relief Va lve
3. Spring Centring Mechanism 7. Load Check Valve
4. Return to Dig Connector

A
B
Cylinder Feed and Return Gallery
Exhaust Gallery
E
F
Open Centre Gallery to Next Section
Cylinder Feed and Return Gallery (
C Open Centre Gallery to Next Section G Interconnecting Gallery (supply)
D Open Centre Gallery from Pump H Para llel Gallery

Oil exhausting from any cylinder in the loader
returns to reservoir through the exhaust
ga llery in the inlet end cover which inter-
connects with the element exhaust galleries
in each loader valve section, Figure 4.
is un restricted and exits from t he outlet end
cover where it flows to the backhoe control
va lve assembly.
W ith the control valve spool in neutra l o il in
cylinder ports 'A' and 'F' is static and trapped
between t he cylinder and spool.

LOADER BUCKET VALVE SECTION :

NEUTRAL POSITION
With reference to Figure 4.
Oi l flow from the inlet end cover enters the
open centre gallery' D' and flows t hrough the
staggered ga ll eries 'C' and 'E', which align
with the corresponding gallery 'D' of the next
valve section.
LOADER BUCKET VALVE SECTION :
RETRACTING (ROLL BACK)
With reference to Figure 5.
When the bucket section spool is moved to
the full roll back (cyl inder retracted) position,
continued oi l flow through the open centre
galleries 'C' and 'E' is prevented.

As each section in the control valve assembly As oil pressure in the b locked open centre
has similar 'C', 'D' and 'E' ga ll eries and gallery increases pressure similarly, increases
providing all control valve spools are in in gallery 'H' which is supplied w ith oil from
neutral, the oil flow through these passages the parallel gallery in the inlet end cover.

4
-------------------------CHAPTERS-------------------------
Figure 5
Loader Bucket Valve Section- Retracting (Roll Back)
D Pump Pressure Oil
1. Circuit Relief Va lve
2. Spool
3. Spring Centring Mechanism
4. Return to Dig Connector
A Cylinder Feed and Return Gallery
B Exhaust Gallery
c Open Centre Gallery to Next Section
D Open Centre Gallery from Pump
The oil pressure generated in gallery 'H'
unseats the load check valve and oil flows
along gallery 'G ' into port T to retract the
bucket cylinder.
At the opposite end of the spool. this spool
movement has opened port·A' to the exhaust
gallery 'B', allowing the oi l in the opposite
end of the bucket cylinder to be returned to
reservoir through the interconnected exhaust
galleries.
It should be noted that the parallel gallery 'H'
terminates at the rear face of the loader
bucket valve section and consequently if the
bucket spool is fully activated to the cylinder
retract (roll back) position then operation of
other elements on the vehicle is not possible.
5
EJ Return to Reservoir Oil
5. Electromagnet
6. Circuit Relief Valve
7. Load Check Va lve
E Open Centre Gallery to Next Section
F Cylinder Feed and Return Gallery
G Interconnecting Gallery (Supply)
H Parallel Gallery
Operation of other elements is only possible
when the bucket spool is feathered.
On Ford 555C and 655C Units an electrically
operated detent is incorporated in the return
spring housing of the valve section.
When the control valve operating lever is
moved from the bucket dump position to the
cylinder retract (bucket roll back) position,
the spool is held by the electromagnet until
the loader bUcket has returned to the desired
pre-set operating position . When the bucket
reaches the pre-set position , the microswitch
on the bucket cylinder is operated, which
de-activates the electronic detent allowing
the spool to automatically return to the
neutral position.
- - - - PART 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME - - - -

r
l

Figure 6
Loader Bucket Va lve Section - Extending (Bucket Dump)

D Pump Pressure Oil D Regenerative Oil 0 Return to Reservoir Oil

1. Circuit Relief Valve 5. Electromagnetic Detent

2. Spool 6. Circuit Relief Va lve
3. Spring Centring Mechanism 7. Load Check Valve
4. Return to Dig Connector

A
B
Cylinder Feed and Return Gallery
Exhaust Gallery
E
F
Open Centre Gallery to Next Section
Cylinder Feed and Return Gallery
(
C Open Centre Gallery to Next Section G Interconnecting Gallery (Supply)
D Open Centre Gallery from Pump H Parallel Gallery

LOADER BUCKET VALVE SECTION:
EXTENDING (Bucket Dump)
W ith reference to Figure 6.
When the bucket spool section is moved to
the extend (bucket dump) pos1t1on,
continued oi l flow through the open centre
galleries 'C' and 'E' is prevented. As with the
valve section in the retract position, oil pres-
sure in the blocked open centre gallery
increases with a similar increase in pressure
in the parallel gallery.
The oil pressure generated in 'H' unseats the
load check valve and oil flows along gallery
'G' into port 'A' to extend the bucket cylinder.
At the opposite end of the spool the
movement of the spool to the extend position
allows the exhaust oil in port 'F' to flow
through the centre of the spool to the
staggered open centre gallery 'E'. The
exhaust oil flowing into gallery E can now be
used as the pressure supply for operating the
loader lift at the same time as the loader
bucket is dumping the spoil. The exhausting
oil is therefore being used as a regeneration
oil supply.
It should be remembered, that the parallel
gallery in the loader control valve assembly
terminates at the rear face of the bucket
cylinder valve section, thus preventing
operation of other elements of the loaderI
backhoe when the loader bucket spool is in
the retract (roll back) position.

6
----------------------• CHAPTERS----------------------•

Figure 7
Loader Lift Valve Section- Neutral

c:::J Pump Pressure Oil D Trapped Oil 0 Return to Reservoir Oil

1. Spool 2. Spring Centring and Detent Mechanism 3. Load Check Valve

A Cylinder Feed and Return Gallery E Open Centre Gallery to Next Section
B Exhaust Gallery F Cylinder Feed and Return Gallery
C Open Centre Gallery to Next Section G Interconnecting Gallery (Supply)
D Open Centre Gallery from Pump H Parallel Gallery

LOADER LIFT VALVE SECTION purpose/auxiliary). where fitted and on to

NEUTRAL the outlet end cover.

With reference to Figure 7.
Providing the bucket valve section is in either
the neutral or feathered condition, oil
flowing through the open centre gallery
continues its passage through galleries 'C',
·o· and 'E' to the next valve section (multi-
Oil in the cylinder ports 'A' and 'F' is static
and trapped between the cylinder and spool.
Similarly, oil in the parallel gallery 'H' which
is fed directly through an interconnecting
gallery from the staggered open centre
gallery in this valve section, is also static as
flow to galleries 'A' or 'F is prevented by the
lands, on the section spool.

7
- - - - PART 8 - HYDRAULIC SYSTEM, CO NTRO LS A N D FRAME - - - -

Figur e 8
Loader Lift Va lve Sect ion - Cylinder Retract (Lower)

D Pump Pressure Oil EJ Return to Reservoir Oil

1. Spool 2. Spring Centring and Detent Mechanism 3. Load Check Valve

A Cylinder Feed and Return Gallery
B Exhaust Gallery
C Open Centre Gallery to Next Sect ion
D Open Centre Gallery from Pump
(
E Open Centre Gallery to Next Sectio n
F Cy linder Feed and Return Gallery
G Interconnecting Gallery (Supply)
H Parallel Gallery

LOADER LIFT VALVE SECTION Movement of the spool in the opposite

CYLINDER RET RACT (LOWER) direction (cylinder extending) reverses the
flow of oil to and from either end of the
With reference to Figure 8.
cylinder. Figure 9.

When the lift valve section spool is moved to

the lower position oil flow through the
staggered open centre galleries 'B' and 'C' is
LOADER LIFT VALVE SECTION
FLOAT
prevented and oil flow is transferred through a
passage connecting gallery 'A' and parallel
With reference to Figure 1 0.
gallery 'H'. As parallel gallery 'H' terminates at
the outlet end cover pressure increases in the When the loader lift control lever is pushed
parallel gallery and unseats the load check fully forward the spool in the valve section is
valve allowing oil to flow along gallery 'G' and locked in a mechanical detent which allows
into port T to retract the lift cylinder. At the oil displaced from one end of the cylinder to
opposite end of the spool the spool movement circulate to the other.
has opened port 'A' to the exhaust gallery ' B'
allowing the oil in the opposite end of the lift In this situation, the loader cylinder is free to
cylinder to be returned to the reservoir through float allowing the bucket to follow the con -
the interconnecting exhaust galleries. tours of the ground .

8
-----------------------CHAPTER&----------------------

Figure 9
Loader Lift Valve Section - Cylinder Extending ( Raise)
D Pump Pressure Oil D Return to Reserv oir Oi l
1. Spool 2. Spring Centring and Detent Mechanism 3. Load Check Va lve

Figure 10
Loader Lift Valve Section - Float Position
D Pump Pressure Oil CJ Trapped Oil CJ Return to Reservoir Oil
1. Spool 2. Spring Centring and Detent Mechanism 3. Load Check Valve

9
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----
MULTI-PURPOSE HYDRAULIC BUCKET
VALVE SECTION
The multi-purpose valve section where fitted
operates in a similar manner to the loader
bucket valve section but is not equipped with
an electrically operated detent or circuit relief
valves. The parallel gallery in the section is
linked to the paralle l gallery of the loader lift
va lve hence when the control spool is moved
out of the neutral position oil flow along the
staggered open centre gallery is blocked,
creating an increase in pressure in the 'parallel
gallery. The increase in pressure unseats the
check valve allowing oil to flow to either the
rod or piston end of the hydraulic bucket
cylinder (or auxiliary equipment) , dependant
on whether the valve is in the extend or
retract position.
SYSTEM RELIEF VALVE OPERATION
The system relief valve located in the inlet
end cover is positioned between the open
centre gallery and exhaust gallery and
protects both the backhoe and loader
hydraulic system from excessive internal
pressures.
When the valve spools are actuated and a
cylinder reaches the end of its stroke or is
restricted from movement by an outside force
or object the system pressure may reach
excessive limits which will cause the system
relief va lve to open and relieve excessive
pressure/ oil flow to the exhaust gallery.
Under operating conditions where excess
pressure occurs in circuits protected by indi -
vidua l circuit relief valves the excess pressure
will be relieved through the appropriate relief
valve in the circuit.
The system relief valve installed on Ford
455C, 555C and 655C Units is pilot operated
and operation of the valve is as follows:-
10
With reference to Figure 11
High pressure oil in an overloaded system is
r
present in gallery 'D' and acts on the faces of
the poppet and passes through the hollow
piston to area 'B'. The pressure acting on the
rear face of the poppet valve, and piston
maintains the poppet valve in the closed
position.
Pressure in area 'B' also acts on the pilot
valve but until a certain level of pressure
(setting level) is reached the pilot valve
cannot be moved against the pilot valve
spring retain ing force.
As the pressure level rises to the set level the
force of pressure will overcome the pilot
valve spring and lift the pilot valve off its seat,
Figure 12. Oil in area' B' can now flow to area
'A', past the sleeve poppet shoulders into
exhaust ga llery T. As the oi l f lows there is an
immediate pressure drop in area 'B' and the
holding pressure on the rear of the poppet
valve is reduced. The piston and poppet
valve move toward the pi lot valve and open
the high pressure gal lery 'D' to the low
pressure gallery 'E'.
The piston moving toward the pi lot valve
contacts the tip of the pilot valve, Figure 13,
and prevents high pressure oil refilling the
area 'B'. It will be noted that the components
of the system relief valve are identical to the
pilot operated relief valve with anti-
cavitation feature, however, the inlet end
cover casting material holds the sleeve
poppet in a fu lly retracted position which
enables the valve to operate with the pilot
operated feature but without the anti-
cavitation facility.
-----------------------CHAPTER6----------------------•

Figure 11
System Relief Valve- Sectioned View showing Valve not subjected to Overload conditions

Figure 12
System Relief Valve- Sectioned View showing Valve with Initial Pilot Valve Opening

D High Pressu re Oil 0 Reduced Pressure Oil ~ Exhaust/Reservoir Oil

1. Pilot Valve 4. Sleeve Poppet

2. Pilot Valve Body 5. Exhaust/Reservoir Oil
3. Poppet Valve

11
- - - - PART 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME - - - -

Figure 13
Circuit Relief Valve- Sectioned View showing Valve fu lly relieving High Pressure Oil

D High Pressure Oil 0 Reduced Pressure Oil 5EZ] Exhaust/ Reservoir Oil

1. Pilot Valve 4. Sleeve Poppet

2.
3.
Pilot Valve Body
Poppet Valve
5. Piston (

CIRCUIT RELIEF VALVE OPERATION

Circuit relief va lves are utilised for the bucket

circuits only on both rod and piston ends.
The relief valves are direct acting and
adjustable by shims. They serve to protect the
bucket cylinders and linkage from excessive
loadings during digging or grading oper-
ations. During these operations the loader is
operated with the bucket section spool in
neutral, any outside forces acting on the
bucket cylinder would create high pressure
within one end of the cylinder.
IR-9-4-19
Figure 14
Direct Acting Circuit Relief Valve Showing Valve
Subjected to Overload Conditions
If an obstruction is encountered, for example
during grading, and the generated pressure 0 High Pressure Oil CJ Exhaust/ Reservoir
in the cylinder exceeds the circuit relief valve Oil
setting, the valve will open and allow oil in
1. Valve Pressure Adjusting Screw
cylinder port 'A' to flow to exhaust gallery 2. Spring
' B' , Figure 14. This will then protect the 3. Relief Valve Seat
cylinder and linkage from damage. 4. Relief Valve Poppet

12
----------------------•CHAPTERs----------------------•
B. LOADER CONTROL VALVE- OVERHAUL
Figure 15
Loader Control Valve Tube Connections
1. Power Beyond
2. Cylinder Feed and Return
3. Inlet
4. Return to Reservoir
REMOVAL
1. Lower the loader to the ground. Retract
the backhoe lift cylinder and position the
dipstick in the vertical plane with the
base of the bucket positioned firmly on
the ground.
2. Stop the engine and relieve any residual
pressures in the backhoe and loader
circuits by moving all control levers
throughout all planes of movement.
3. Disconnect the battery.
4. Remove the vehicle steps and sheet
metal surrounding the control valve.
5. On 555C and 655C vehicles, disconnect
the return to dig connector on the bucket
valve section.
13
6. Disconnect and remove the tubing direc-
tly connected to each loader valve
section, Figure 15.
7. Disconnect and remove the power
beyond tube connected to the outlet end
cover.
8. Disconnect the inlet tube and return to
reservoir tubes at the inlet end cover.
9. Disconnect the control valve linkage at
each valve section.
10. Remove the four bolts securing the valve
assembly to· the loader subframe and
withdraw the assembly from the vehicle.
DISASSEMBLY
The valve spools are selectively fitted to the
respective sections and are not serviced
separately. If a spool or valve section requires
replacement, the complete section must be
renewed.
Equally important is the installation of plugs
in the ports of the valve assembly to prevent
the entry of dirt and foreign material.
Before any disassembly, the valve should be
thoroughly cleaned externally with a suitable
solvent.
1. To aid re-assembly use a suitable marker
pen to draw a diagonal line across the
face of the valve sections.
----PARTS- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

5. Remove the seal plate retaining screws,

seal plate, spacers, wiper seal '0' ring and
retainer from the spool eye end of the
valve section.

6. 555C and 655C Units only:

Remove the return to dig button from the

centring spring end of the spool and
disassemble the electromagnet from the
cap.

IR-9-06-03 Tl 7. Where necessary, clamp the eye end of

Figure 16 the spool in a vice and unscrew the
Disassembly of Loader Control Valve
centring spring retainer and separate the
1. Valve Section spring and spring seats from the spool.
2. Inlet End Cover
3. Diagonal Alignment Line
4. Check Valve Poppet
5. Check Valve Spring

LOADER LIFT VALVE SECTION

2. Remove the nuts from the tie rods on the
outlet end cover. With reference to Figure 18.

1. Remove the centring spring cap

3. Separate the control valve by removing
retaining screws and remove the cap.
one section at a time, beginning with the
outlet end cover. After removing a
section remove the check valve spring
and poppet, Figure 16. Place the sections 2. Withdraw the spool and centring spring
on a clean surface in the order of removal. assembly from the valve section.

LOADER BUCKET VALVE SECTION 3. Remove the retainer and '0' ring seal
from the centring spring end of the valve
With reference to Figure 17. section.

1. Remove the circuit relief valves.

4. Remove the seal plate retaining screws,
2. Remove the centring spring cap retaining seal plate, wiper seal and '0' ring from the
screws and remove the cap. spool eye end of the valve section.

3. Withdraw the spool and centring spring

assembly from the valve section.
4. Remove the retainer and '0' ring seal
from the centring spring end of the valve
section.
5. Where necessary clamp the eye end of
the spool in a vice and unscrew the
centring spring assembly, taking care to
retrieve the detent balls, poppet and
spring from within the end of the spool.

14
----------------------•CHAPTERs----------------------•

---®

IR-9-06-04 11
Figure 17
Loader Bucket Valve Section

1. '0' Ring 8. Screw 15. Wiper Seal

2. Retainer 9. Cap 16. '0' Ring
3. Circuit Relief Valve 10. Electromagnet 17. Retainer
4. Return to Dig Button 11 . Spool Assembly 18. Check Valve and Spring
5. Screw 12. Circuit Relief Valve 19. '0' Ring
6. Screw 13. Seal Plate 20. Valve Housing
7. Washer 14. Spacer

11
Figure 18
Loader Lift Valve Section

1. Retainer 6. Seal Plate

2. ·o· Ring 7. Wiper Seal
3. Cap 8. ·o· Ring
4. Screw 9. Check Valve and Spring
5. Spool Assembly 10. Valve Housing

15
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----
MULTI-PURPOSE HYDRAULIC
BUCKET VALVE SECTION
Disassembly of the multi-purpose hydraulic
bucket valve section is identical to that
described for a typical backhoe valve section
and where reference in overhauling this valve
section is required, refer to Chapter 4 of this
Part.
INLET END COVER
Disassembly of the inlet end cover is limited
to removal of the system relief valve test port
plugs and the large ·o·ring valve section face
seal. No further explanation on this
component is therefore required.
OUTLET END COVER
There are no components in the outlet end
cover and therefore requires no disassembly.
INSPECTION AND REPAIR
The majority of valve failures occur because
of dirt and other foreign matter entering the
valve, causing scoring and distortion. Minor
imperfections can be corrected by using fine
abrasive emery cloth, or fine lapping
compound. Exercise extreme care when
abrasive materials are used to assure that all
particles are removed from the valve body.
Before inspecting parts, thoroughly clean all
components in a suitable solvent, flush all
passages in the valve sections and dry using
compressed air.
16
SPOOL AND VALVE SECTIONS
1 . Inspect the valve body bores and load
check valve seats for evidence of scoring
or other distortion, paying particular
attention to the condition of the highly
finished surfaces in the spool bores. If
deep scores, casting impefections, or
serious pitting is observed, discard the
valve section.
2. Inspect the spools for wear, badly fitted
surfaces, distortion and other damage. If
any of these defects are apparent, discard
the valve section and its matched spool.
Remove any paint or rust from the highly
finished surface of the spool with fine
abrasive.
3. Inspect the centring spring components
for cracks, burrs or damage. Discard any
parts which are damaged.
4. 555C and 655C Units only:
Check the electromagnet on the bucket
valve section by applying a 12 volt DC
supply and placing the electromagnet
against the return to dig button. Replace
the magnet if it does not develop a
magnetic field and hold the button
securely.
SYSTEM AND CIRCUIT RELIEF VALVES
The system and circuit relief valves are
serviced as assemblies.The assembled units
are pre-set for pressure. However, they
should be tested prior to installation on the
unit. External '0' rings and back-up rings are
serviced individually.
----------------------•CHAPTER&----------------------•

IR-9-04-28 Tl
Figure 19
Pilot Operated with Anti-Cavitation Feature Circuit Relief Valve- Exploded View

1. Adjusting Cap 6. Spring 10.·o· Ring 15. ·o· Ring

2. Adjusting Plug 7. Piston 11. Body 16. Fitting
3. Shim(s) 8. ·o· Ring and Back-up 12. Sleeve Poppet 17. ·o· Ring
4. Spring Rings 13. Spring 18. Locknut
5. Pilot Valve 9. Poppet Valve 14.·o· Ring

SYSTEM RELIEF VALVE 3. Inspect the ground seating surface of the

piston for nicks or excessive wear. The
With a small soft rod, depress the sleeve piston should be free of nicks and
poppet fully into the body. When the rod is abrasion.
quickly removed, the sleeve poppet should
snap back to the extended position. Repeat
this procedure for the poppet and piston. If
any of these items fail to snap back to the
extended position disassemble the valve,
Figure 19.

4. Inspect the pilot valve seat in the valve

1. Check all '0' rings and back-up rings for housing and the seat on the pilot valve.
wear, damage or swelling. Mating parts These seats should indicate a complete
must move freely with the '0' rings and seating surface.
back-up rings installed.

2. Inspect the inside of the sleeve poppet for

evidence of wear caused by the poppet
'0' ring and back-up ring. A slight groove
may cause the poppet to stick open when
operating under pressure, yet the poppet 5. Visually inspect the springs for "setting"
may move freely when depressed by by comparing their lengths with a new
hand. stock item.

17
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

RE-ASSEMBLY

SYSTEM RELIEF VALVE

NOTE: Individual parts except for the two

externai'O' rings are not serviced. The valves
are serviced as pre-set assemblies.

With reference to Figure 19.

1. Install new ·o·rings on the valve body

and over the large threaded diameter of
the housing.

IR-9-04-29 . 11 2. Insert the piston into the poppet and

Figure 20 place the small spring onto the end of the
Direct Acting Circuit Relief Valve - Exploded View
piston. The diameter of the spring is
1. Shim 7. Housing smaller at one end than the other and the
2. Security Cap 8. Back-up and ·o· Rmg smaller diameter must locate on the
3. ·o·Ring Seals piston.
4. Locknut 9. Poppet
5. ·o·Ring 10. Spring Seat
6. Adjusting Screw 11. Spring 3. Slide the poppet assembly into the
sleeve.

DIRECT ACTING RELIEF VALVES

4. Position the large spring over the sleeve
and insert the sleeve assembly into the
If the operation of a direct acting relief valve
valve body.
is in question disassemble the valve, Figure
20.
5. Assemble the housing to the body ensur-
ing that both the piston and sleeve
springs are correctly located in the hous-
ing. Tighten the body and housing thread
1. Check all ·o·
rings and back-up ring for to the specified torque, see "Specifi-
wear, damage or swelling. cations" - Chapter 11 .

6. Insert the pilot valve, springs, shims and

2. Inspect the seating surface of the poppet
and valve housing. The seat should indi-
cate a complete seating surf(!ce.
adjusting plug, into the housing and
retain with the locknut and adjusting cap.
7. Set the valve to the correct pressure
setting as detailed in "Hydraulic Trouble
Shooting and Pressure Testing" -
Chapter 11.

3. Visually inspect the poppet return spring NOTE: The valve must not be set outside the
for damage and compare its length with a specification stamped on the tag wrapped
new stock item. around the body of the valve.

18
----------------------•CHAPTER&----------------------•

DIRECT ACTING CIRCUIT RELIEF 3. Locate the centring spring and spring
VALVES seats onto the spool and install the
retaining screw.
With reference to Figure 20

1. Position the spring seat onto the poppet

ensuring that the concave side of the seat
is positioned towards the nose on the NOTE: Apply 2 drops of Loctite 270 to the
poppet. retaining screw thread and tighten to the
specified torque, see "Specifications" -
2. Insert the poppet into the valve housing Chapter 11.
and locate the spring and shim over the
stem of the poppet.

3. Install new ·o·

ring seals in the locknut
and end cap. Screw the adjusting plug 4. Position the return to dig button on the
into the housing and retain in position end of the spool and install the retaining
with the locknut. screw. Tighten the screw to the specified
torque, see "Specifications"- Chapter 11.
4. Install new back-up and ·o·
ring seals
onto the housing ensuring that the
back-up seal is adjacent to the shoulders
of the housing.
5. Install the electromagnet into the end cap
and ensuring the '0' ring and retainer are
5. Set the valve to the correct pressure setting
fully seated, install the end cap over the
as detailed in "Hydraulic Trouble Shooting
centring spring end of the spool, tighten-
and Pressure Testing" Chapter 11.
ing the screws to the specified torque,
see "Specifications" - Chapter 11.

VALVE SECTION SPOOLS

LOADER BUCKET VALVE SECTION

6. Position a new '0' ring on the retainer
With reference to Figure 21 located at the eye end of the spool and
slide the retainer over the spool onto the
1. Lubricate the spool with hydraulic oil and end of the valve section.
insert the eye end of the spool into the
valve section. Do not force the spool. use
a slight twisting motion which will aid
assembly.
7. Install a new '0' ring seal and wiper seal
2. Install a new ·o·
ring seal into the on the eye end of the spool and slide
centring spring end of the valve section them into the recess in the retainer.
and secure in position with the retainer. Secure the seals in position with the seal
plate and two spacers, tightening the
NOTE: If the centring spring has not been retaining screws to the specified torque,
removed from the end of the spool during see "Specifications" - Chapter 11.
overhaul, locate the retainer and '0' ring onto
the spool before inserting the spool into the
bore in the valve section. This procedure will
minimise the possibility of damaging the '0'
ring during reassembly. 8. Install the circuit relief valves.

19
----PARTS-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
LOADER LIFT VALVE SECTION
With reference to Figure 22.
1. Locate new '0' ring seals on the end and
in the bore of the seal retainer which is
positioned at the centring spring end of
the spool.
2. Lubricate the spool with hydraulic oil and
slide the retainer onto the centring spring
end of the spool.
3. If previously disassembled insert the
spring, detent poppet and balls into the
end of the spool. Carefully locate the
balls in the holes in the side of the spool,
allowing the detent poppet and spring to
retain the balls in position.
4. Install the centring spring and spring
seats onto the spool and retain in posi-
tion with the retaining screw.
NOTE: Apply 2 drops of Loctite 270 to the
retaining screw thread, and tighten to the
specified torque, see "Specifications" -
Chapter 11.
5. Insert the eye end of the spool into the
valve section. Do not force the spool, use
a slight twisting motion which will aid
assembly.
6. Ensure the retainer is fully seated in the
valve section and install the end cup over
the centring spring. Tighten the Allen
screws to the specified torque, see "Spe-
cifications" - Chapter 11.
7. Slide a new '0' ring and wiper seal over
the eye end of the spool and retain in the
counterbore of the valve section with the
seal plate.
MULTIPURPOSE HYDRAULIC BUCKET
VALVE SECTION
Re-assembly of the multipurpose hydraulic
bucket valve section is similar to that
described for valve sections used on the
backhoe valve chest and reference should be
made to Chapter 4 of this Part for the
re-assembly procedure.
20
VALVE SECTIONS
1. Install a nut on one end of each of the tie
rods and insert the. tie rods into the inlet
end cover.
NOTE: The two tie rods farthest from the
cylinder outlet ports (nearest base) have 7 I,/'
-20 thread ends. The other tie rod has a 'I/'-
20 thread end. Ensure these rods are installed
in this way.
2. Install a new '0' ring on the inlet cover
and place the loader bucket valve section
on the tie rods and seat it on the inlet end
cover.
3. Install the check valve and spring and a
new '0' ring in the outer groove of the
valve section face.
4. Position the loader lift and multipurpose
hydraulic bucket valve section (where
fitted) in a similar manner followed by the
outlet end cover.
5. Install the nuts on the tie rod ends.
Tighten the nuts of the tie rods to the
specified torque, see "Specifications" -
Chapter 11 . Note that there are two
torque figures, one fort he 7 l,s" and one for
the '/,''diameter.
INSTALLATION
Installation of the loader control valve
follows the removal procedure in reverse.
During installation observe the following:-
• Replace all seals disturbed during the
overhaul.
• Tighten all bolts to the specified torque,
see "Specifications" - Chapter 11 .
• Check the hydraulic oil level and add the
specified oil as necessary.
• Check the system and circuit relief valve
settings.
----------------------•CHAPTERs----------------------•

---®

IR-9-06-04 11
Figure 21
Loader Bucket Valve Section

1. '0' Ring 8. Screw 15. Wiper Seal

2. Retainer 9. Cap 16. '0' Ring
3. Circuit Relief Valve 10. Electromagnet 17. Retainer
4. Return to Dig Button 11. Spool Assembly 18. Check Valve and Spring
5. Screw 12. Circuit Relief Valve 19. ·o· Ring 1
6. Screw 13. Seal Plate 20. Valve Housing
7. Washer 14. Spacer

IR-9-06-05 11
Figure 22
Loader Lift Valve Section

1. Retainer 6.Seal Plate

2. '0' Ring 7.Wiper Seal
3. Cap 8.'0' Ring
4. Screw 9.Check Valve and Spring
5. Spool Assembly 10 Valve Housing

21
 PARTS

HYDRAULIC SYSTEM,
CONTROLS AND FRAME
Chapter 7
SWING SYSTEM, HYDRAULIC CYLINDERS AND
FLOW RESTRICTOR VALVES

Section Page
A. SWING SYSTEM- DESCRIPTION AND OPERATION 1
B. HYDRAULIC CYLINDERS- DESCRIPTION AND OPERATION .9
C. FLOW RESTRICTOR VALVES- DESCRIPTION AND OPERATION 12
D. HYDRAULIC CYLINDERS- OVERHAUL 14

A. SWING SYSTEM- DESCRIPTION AND OPERATION

The backhoe boom and digging elements

can be moved in an arc about the mainframe
of 1ao·.

This movement is obtained by the use of two

interconnected hydraulic cylinders coupled
between the mainframe and swing post see
Figure 1.

Figure 1
Swing System - Side Shift Shown

The cylinders act directly on the swing frame, 1. Cylinder

without the use of any connecting links or 2. Cylinder Pivot
bellcranks 3. Swing Post

1
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

IR-9-7-02
Figure 2 Figure 3
Swing Cylinder- Side Shift Type Swing System - Centre Pivot Shown

1. Oil Return/Supply 6. Piston End Supply 1. Swing cylinders

Port Tube 2. Mainframe
2. Cylinder rod 7. Trunnion Greaser 3. Swing Post
3. Trunnion/Headstock 8. Oil Return/Supply 4. Cylinder Rod Fulcrum Point
4. Cylinder Barrel Port
5. Barrel End Cap

Each cylinder incorporates a headstock Hydraulic feed to the swing cylinders is

consisting of two large trunnions positioned
near the gland carrier. In fact, the gland
carrier and headstock share the same casting,
Figure 2.
controlled by a section of the backhoe
control valve which contains pilot operated
relief valves with anti cavitation feature to
protect the circuit and cylinders should an
overload condition occur.

As each cylinder extends or retracts and the

swing post rotates, the cylinders turn in a
On sideshift units a one way restrictor is also
horizontal plane, pivoting on the headstocks
fitted in the cylinder supply/return hoses and
within the carriage on side shift models or
restricts the exhaust oil returning into the
mainframe on centre pivot models, as shown
valve section.
in Figure 3.

Each cylinder is double acting and each
piston end is linked hydraulically to the
mating cylinder at its rod end. Consequently,
as hydraulic oil is fed to a cylinder to turn the
swing post, one cylinder pushes on one side
and the other cylinder pulls on the other side.
The operation of these valves, the cylinders
and cushioning devices are described in
detail in the following paragraphs. Note that
the illustrations depict a side shift system
however the principal is also representative
of the centre pivot type.

2
-----------------------CHAPTER7------------------------

IR-9-7-04
Figure 4
Swing Cylinder Retraction

CJ Pump Pressure Oil D Restricted Oil Flow by CJ Unrestricted return Oil

Extern a I Restrictor
1. Headstock/Gland Carrier 4. Spring 7. Extern al Tube
2. Cylinder Rod 5. Sliding Restrictor 8. Restrictor
3. Cylinder Barrel 6. Piston 9. Outlet Port/ Restrictor Housing

Figure 4 shows the oil flow through one
cylinder during cylinder retraction, and
cushioning at maximum travel is shown in
Figure 5.
As t he cylinder approaches maximum travel,
a secondary restrictor automatically slows
the rate of rod retraction, Figure 5. This
restrictor slides in the piston reta in ing bolt
which is bored to accept the restrictor and its
return spring.

Oil enters the cylinder at 'A', acts on the rod

side of the piston and retracts the cylinder
rod. Exhausting oil from the piston side
leaves the cylinder at point 'B' and is routed
to a manifold containing a restrictor.

The restrictor is directional and during

cylinder retraction is automatically moved to
its restrict position by the oil flow. Oil can
on ly escape from the cylinder through the
sma ll drilling ' C' in the centre of the restrictor.
Oil flow passes to the other cylinder as
described later.
Oil leaving the cyli nder at port 'B' has its exit
route restricted as the head of t he restrictor
covers the port ' 8 '. Oil can now only escape
by flowing through the small drilling and
subsequently the rate of flow and speed of
retraction is slowed.

3
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

r
I

\
----4---------~/----------:L~~~

IR-9-7-05
Fi gure 5
Swing Cylinder Cushions at Maximum Travel

CJ Pump Pressure Oil D Restricted Cylinder Ex haust Oil

0 Oil Restricted by Second Restrictor D Unrestricted Return Oil
1. Headstock Gland Carrier 4. Spring 7. External Tube
2. Cylinder Rod 5. Sliding Restri ctor 8. Restrictor
3. Cylinder Barrel 6. Piston 9. Outlet Port/ Restrictor Housing

The position of the sli ding restrictor in the Figure 6 shows the side shift swing cylinders
piston bolt is such that, on maximum interconnected and the section of the
retraction, the restrictor, when subjected to excavator main control va lve controlling
oil flowing in the reverse direction to extend swing.
the cyli nder, is able to enter the cylinder
unrestricted by lifting the restri ctor off its seat
against the return spring.

The centre pivot model is similar in principle

When oi l flows in this direction entering the
cylinder at port 'C', the restrictor in the
manifold is moved by th e oil flow and oi l is
able to pass through and around the
restri ctor. With both restrictors now not
restricti ng oil flow, a rapid acceleration of the
swing cylinder is assured.
but has the following differences: (a) no
restrictor valves are fitted to the main control
valve and, (b) the manifold assembly is
incorporated into the headstock of each
cylinder, Refer to Figure 8, for a swing
cylinder working schematic on centre pivot
units.

4
-----------------------CHAPTER7-----------------------

IR-9- 7-06 T
Figure 6
Swing Cylinders- Working Schematic Normal Swing (S idesh ift shown)

D Pump Pressure Oil CJ 1st Stage Restricted Return Oil

D 2nd Stage Restricted Return Oil D Return to Reservoir Oil

1. Swing Section of Main Control Valve 6. Cylinder Assembl y
2. Line Restrictor in Restrict Position 7. Cylinder Restrictor in Open Posit ion
3. Cylinder Restrictor in Restrict Position 8. Manifold Assembly
4. Cylinder Assembly 9. Line Restrictor in Open Positio n
5. Sliding Internal Restrictors

5
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROlS AND FRAME----
Referring to Figure 6, oil is shown flowing
from the main control valve at port 'A' to
extend the left hand cylinder and retract the
right hand cyli nder. Oil passes unrestricted
through the restrictor mounted on the
control valve through the manifold assembly
where at point ·c· the oil flow is spl it, one
entering the piston side of the left hand
cylinder, and the other entering the rod side
of the right hand cylinder.
As oil flows to the left hand cylinder the
restrictor at ·o· is open and oil passes to the
piston side of the cylinder unrestricted.
Similarly, oil passes to the rod side of the
right hand cylinder unrestricted. It can now
be appreciated that during swing operation,
total hydraulic power is equivalent of one
cylinder pushing and one cylinder pulling the
swing frame.
As the cylinders move, displaced oil on the
rod side of the left hand cylinder and piston
side of the right hand cylinder is routed back
to the main control valve. Note that oil
leaving the piston side of the right hand
cylinder has to pass through the restrictor 'E'
which is in the restrict position . Similarly, oil
entering the main control valve at 'B' is also
passing through a restrictor in the restrict
position.
Whichever direction of swing occurs,
returning oil is restricted by two restrictors.
These restrictors determine the speed of
swing. They are positioned on the exhaust oil
side so that unrestricted oil flow ca n be
applied on the power side. This ensures a
smooth controlled swing at optimum speed .
Note that on centre pivot models restrictors
are only installed in the swing cylinder
operating segment. Refer to Figu re 7.
6
As previously described cushioning sliding
restrictors incorporated in each piston only
function towards the extremes of swing
frame rotation and slow down the rate of
travel of the swing cylinder as the swing post
approaches maximum right or left hand
travel.
Figure 7 illustrates the oil flow when the
main control valve is suddenly returned to
neutral mid-way through a full power swing
movement. As the control valve is returned to
neutral. the supply and exhaust routes in the
main control valve are totally blocked. The
momentum of the rotating swing frame and
backhoe digging elements, if not relieved,
would render the unit extremely unstable.
The combined circuit relief and anti-
cavitation valves now function.
The circuit relief portion of the valve
(
positioned at port · B· opens as soon as its
specified pressure setting is reached and
dumps oil to exhaust until the excess
pressure is relieved. The cylinders have then
displaced a quantity of oil which needs to be
replaced on the opposite sides of the
cylinders. The anti-cavitation funct ion of the
combined circuit relief and anti-cavitation
valve at Port 'A' now operates and passes oil
from the exhaust channels within the main
control va lve to re-supply the piston side of
the left hand cylinder and the rod side of the
right hand cylinder. This oil supply proceeds
to both cylinders unrestricted as the
restrictors in the control valve ports and the
cylinder ports allow oil to flow freely in this
direction.
If swing movement is in the other direction
then the circuit relief and anti-cavitation
valve at port 'A' relieves the high pressure oil
and the similar valve at port 'B' re-supplies
the lost oil volume.
----------------------•CHAPTER7----------------------•

®---------~1

Figure 7
Swing Cylinders- Working Schematic Control Valve Suddenly Returned to Neutral (Sideshift shown)

D Generated High Pressure c=J Re-supplied/ Anti-cavitation Oil Back Pressure Oil / Reservoir Oil
1. Swing Section of Main Control Valve 6. Cylinder Assembly .
2. Line Restrictor in Restrict Position 7. Cylinder Restrictor in Open Position
3. Cylinder Restrictor in Restrict Position 8. Manifold Assembly
4. Cylinder Assembly 9. Line Rest rictor in Open Position
5. Sliding Internal Restrictors

7
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 8
Swing Cylinders- Working Schematic Normal Swing (Centre Pivot shown)

D Pump Pressure Oil 0 1st Stage Restricted Return Oil

c:::J 2nd Stage Restricted Return Oil CJ Return to Reservoir Oil

1. Control Valve Swing Section 4. Cushioning Rod
2. One Way Restrictor 5. Right Swing Cylinder
3. Left Swing Cylinder 6. One Way Restrictor

8
-----------------------cHAPTER7-----------------------
B. HYDRAULIC CYLINDERS- DESCRIPTION AND OPERATION
All backhoe and loader cylinders are double
acting, designed to extend and retract under
hydraulic pressure. Piston rods are die drawn
high tensile strength steel. The rods are
turned, ground polished and chrome plated.
Cylinder barrels are microhoned to close
tolerance, straightness and smooth finish for
long piston packing life.
All cylinders, with the exception of backhoe
stabiliser' and extendible dipstick, have
bushed barrel and rod pivots. Grease
retention seals are fitted to the backhoe
bucket. crowd, lift and swing cylinders.
Rod sealing on all cylinders is accomplished
by a "snap~in" polyurethane "U" cup seal
facing the internal pressure and positioned in
a machined groove in the cylinder gland.
A loose fitting polyurethane buffer seal is
also incorporated in a groove immediately in
front of the "U" seal and protects the seal
during operating pressures. A single small
groove moulded across the face of one side
of the buffer seal and positioned facing the
pressure side of the cylinder permits the
ecape of oil from between the buffer and "U"
seal during cylinder retraction and
consequently prevents ballooning and
leaking of the seals.
In order to prevent the ingress of foreign
matter to the cylinders a wiper seal is also
positioned in the outer edge of the gland.
9
There are two differing methods of retaining
the gland assembly to the cylinder. On
backhoe cylinders with the exception of the
extendible dipstick cylinder and side shift
stabiliser cylinder the gland has a threaded
method of retention, Figure 9. It should also
be noted that on this design a rod bearing
sleeve is also installed between the wiper and
"U" seal.
On loader, side shift stabilisers extendible
dipstick and multi-purpose bucket cylinders
the gland is retained in the cylinder barrel
using a locking wire which is fed into a
mating semi-circular annuli machined into
the barrel and gland, Figure 10. Installation
of this locking wire is achieved by rotating
the gland within the barrel whilst feeding the
wire into the groove at the same time. A short
piece of wire is left exposed on the cylinder
barrel outer surface, to be pulled, whilst the
gland is counter-rotated during removal of
the gland.
All cylinder pistons utilise a one piece leaded
steel piston with either one or two glass filled
nylon bonded coating strips on the outer
diameter to prevent metal-to-metal contact
with the cylinder barrel. Sealing is
accomplished by the use of a piston ring
assembly consisting of two ring seals, one
over the other. The bottom, or inner seal, is
soft rubber and has pre-determined side play
within the ring groove. When the cylinder is
pressured, oil acts on the seal and expands it
against the outer, rigid, glass-filled PTFE
seal. forcing it outward against the barrel
wall and against the piston groove, ensuring
efficient sealing with minimum friction.
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

IR-9-7-10 T IR-9-7-11 T
Figure 9 Figure 10
Threaded Type Gland Assembly Wired Type Gland Assembly

1. Gland 5. Buffer Seal 1. Gland 5. '0' Ring Seal

2. Wiper Seal 6. "U" Seal 2. Wiper Seal 6. Buffer Seal
3. Back-up Ring 7. Rod Bearing Sleeve 3. Locking Wire 7. 'U' Seal
4. ·o·Ring Seal 4. Back-Up Ring

Figure 11 illustrates the various pistons used Listed below are the various gland and piston
together with the appropriate method of types that are identified in Figure 11.
attaching the piston to the cylinder rod.

Piston Element Piston Element

Design Cylinder Design Cylinder

A Backhoe Lift G Backhoe Crowd

Ford 555 and 655 only

H Loader Bucket
B Backhoe Lift Loader Lift
4.3. metre backhoe only Extendible Dipstick
Multi-purpose Bucket
CorD Backhoe Bucket Sideshift Stabiliser

E or F Centre Pivot Stabiliser J or K Backhoe Swing

Figure 11
Hydraulic Cylinder Piston Design and Application

1. Piston 7. Bolt
2. Inner Soft Back Up Seal 8. Decelerator
3. Washer 9. Piston Ring
4. Spacer 10. Wear/Bearing Rings
5. Ring 11 . Outer Stiff Piston Seal
6. Washer

10
-----------------------CHAPTER7-----------------------

G H

J K
Figure 11
Hydraulic Cylinder Piston Design and Application

11
- - - - PART a-.HYDRAULIC SYSTEM, CONTRO LS AND FRAME - - - -
C. FLOW RESTRICTOR VALVES- DESCRIPTION AND OPERATION
R-8-206
Figure 12
Swing Cylinder Restrictor - Operating Principle
D Restricted Oil Q Unrestricted 0 i I
Flow Flow
Flow restrictor valves are incorporated in the
swing system circuits on both centre pivot
and side shift models, and the swing section
outlet ports of the backhoe main control
valve on side shift models only. The backhoe
lift cylinder also has a restrictor incorporated
in the rod side feed tube connection adjacent
to the rod cylinder port.
On units manufactured for Scandinavian
markets a lock-out restrictor valve is also
incorporated in the rod end circuit of the
stabilisers. This valve prevents the sudden
collapse of a stabiliser leg should a feed hose
be severed during working operations and is
housed in an assembly attached to each
stabiliser leg.
G G
Figure 13
Lift Cylinder and Side Shift
Swing System Control Valve End Restrictor
CJ Restricted Oil ~ Unrestricted Oil
Flow Flow
Two basic types of restrictors are used and (
function to provide a reduced or restricted
flow in one direction only. Rate of oil flow
restriction or size of restrictor varies with the
particular circuit or, in the case of the lift
cylinder, whether equipped with, or less, an
extendible dipstick.
Section A described in principle the function
of the swing system restrictors. The lift
cylinder restrictor is similar to the type
employed on the side shift main control
valve/swing section ports.
The swing cylinder restrictors incorporated
in the feed tube connections of side shift
models and integral with the centre pivot (
cylinders are similar, and are unique to the
swing cylinders.
12
-----------------------CHAPTER7-----------------------
Figure 12 illustrates the oil flow path in the
restrict and un-restrict positions for the
swing cylinder restrictors. Oil entering the
restrictor from the control valve on route to
the cylinder, automatically moves the
restrictor to the un-restrict position- 'A'. Oil
can pass through the hollow centre and out
through the cross drilling, around the outer
spaces and exit via the milled slot to the
cylinder.
Oil flowing to the swing cylinders from the
control valve and to the lift cylinder rod side
from the control valve, moves the restrictor to
the un-restrict position- 'A' allowing oil to
pass around the outside of the restrictor
across the milled slot and on to the cylinder.
Oil exhausting from the cylinder returning to
the valve block automatically shifts the
restrictor to the restrict position - 'B'. The
only path the oil can follow is now through
the four small drillings in the centre of the
restrictor.

This operating principle also applies to the

restrictors on Scandanavian tractor
stabilisers.
Oil exhausting from the cylinder returning to
the control valve moves the restrictor to the
opposite position 'B' and the cross drilling
becomes blocked because the head of the
restrictor has become seated. The only path The restrictors for the side shift swing section
available to the oil flow is the pre-determined lift cylinder and Scandanavian tractor
centre orifice. stabilisers are identified as follows:-

Swing section 4 holes 0.075 in.

(side shift) (1.9 mm) diameter
stamped 4.8 on face

The orifice for side shift swing cylinders is

0.126" (3.20 mm) diameter and for centre Lift cylinder rod end 4 holes 0.125 in.
pivot swing cylinder is 0.143" (3.65 mm). - less extendible (3.19 mm) diameter
Each restrictor can be recognised by its dipstick stamped 8 on face
identification stamp "S" for side shift and
"C" for centre pivot.

Lift cylinder rod end 4 holes 0.109 in.

-with extendible (2.78 mm) diameter
dipstick stamped 7 on face

Figure 13 illustrates the oil flow path for the Stabiliser cylinder 4 holes 0.048 in.
restrictors in the sideshift swing section of rod end- (1.21 mm) diameter
the backhoe main control valve and the lift Scandanavian build stamped 6 on face
cylinder restrictor. only

13
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

D. HYDRAULIC CYLINDERS- OVERHAUL

GENERAL Ensure all residual pressures are relieved

For reasons of cleanliness and ease of
handling, all cylinders should be removed
from the unit for overhaul. However, it is
strongly recommended that the gland on all
cylinders except swing, extendible dipstick
and side shift stabiliser cylinders be loosened
prior to removal from the attaching points. In
the case of loader cylinders which have a
wire locking device securing the gland,
removal of the wire may also be eased with
the cylinder still attached to the frame.
before disconnecting hydraulic connections.
Use care in the handling of cylinders. Secure
·cylinders with a sling as shown in Figure 14
during removal and installation. Dropping or
mishandling can cause damage to the
surface of the rod or cylinder bore.
A WARNING: Do not remove
. . cylinders from the excavator without
first providing ample support and blocking
for structural members.

High torques are required to secure threaded The following listing shows the special tools
glands and therefore require considerable for the 'peg' type or ·c· type wrench used for
torque to loosen. The cylinder anchor points loosening or tightening a particular cylinder
with the pins installed, provide a good gland. Note that the ·c· wrenches are for use
anchor while the loosening force is applied with the wire type locking system.
to the gland. During production a locking
sealant is applied to threaded glands and will
naturally increase the torque required to
loosen the gland than that applied to tighten.
If difficulty in loosening is experienced,
gently heat the surrounding area of the gland
thread to· 3oo·F (150.C), which will soften
the sealant and assist loosening. If heat is
·o·
used, it is essential that gland seals, rings
and wiper seals be renewed.

Procedures for removing each cylinder are

basically the same. with the exception of the
swing, extendible dipstsick and side shift
stabiliser cylinders. Ensure the loader bucket
is positioned flat on the ground or the
backhoe is positioned and supported in such Figure 14
a way that subsequent cylinder removal will Removing Cylinder Using Sling
be safe and non-hazardous to other
personnel. 1. Sling 2. Cylinder

14
 CHAPTER 7

APPLICATION TYPES TOOL NO.

(VL CHURCHILL}

Lift Cylinder Side shift and FT 8549 (Peg Wrench)

centre pivot
backhoe with and
without extendible
dipstick

Crowd Cylinder Side shift and FT 8549 (Peg Wrench)

centre pivot
backhoe

Bucket Cylinder Side shift and FT 8550 (Peg Wrench)

centre pivot
backhoe

Extendible Dipstick Side shift and FT 8553 ('C' Wrench)

centre pivot
backhoe

Swing Cylinder Side shift and FT 8552 (Peg Wrench)

centre pivot
backhoe

Stabiliser Cylinder Centre pivot FT 8551 (Peg Wrench)

backhoe

Stabiliser Cylinder Side shift backhoe FT 8554 ('C' Wrench)

Lift Cylinder Loader FT 8553 ('C' Wrench)

Bucket Cylinder Loader FT 8553 ('C' Wrench)

Multi-Purpose Bucket Cylinder Loader FT 8554 ('C' Wrench)

REMOVAL the structural members so that they will

be stable and safe to work around.
Backhoe Lift, Crowd and Bucket
Cylinders
2. Using hydraulic pressure. relieve any
1. Park the unit on a level. firm surface and loadings on the cylinder pins so that
place the backhoe elements in a suitable subsequent pin removal will be aided.
position to best enable the particular Stop the engine and relieve all residual
cylinder to be removed. Block or support pressures.

15
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

NOTE: The lift cylinder rod end and crowd

cylinder piston end use a common attaching
pin. When either cylinder is being removed,
the other cylinder must be securely
supported and the dipstick positioned in
,such a way that no movement is possible.

7. Drive the attaching pins from the cylinder

using a brass drift and hammer. Accurate
positioning of the cylinder prior to hose
disconnection will aid pin removal.

Figure 15
Loosening Cylinder Gland- Threaded Type

1. Peg Wrench 3. Suitable Tube for

2. Gland added Leverage 8. Remove the cylinder, drain the contained
oil and re-cap the openings.

3. Loosen the cylinder gland using the

appropriate peg wrench as shown in
Figure 15.

4. Disconnect the hydraulic hoses from the Swing Cylinder - Side Shift
tubes and cylinder ports and cap or plug 1. Position the unit on a hard level surface
all openings. and rest the digging elements on the
ground in a safe position.

5. Position a sling, as shown in Figure 14,

around the cylinder or use other suitable 2. With the engine stopped, relieve residual
lifting equipment to support the weight pressures by moving all control levers in
of the cylinder. all directions.

3. Disconnect the hoses from the cylinder to

6. Remove the cylinder pivot pin retaining be removed and cap all exposed
bolts or sn·ap rings and washers. openings.

16
-----------------------CHAPTER7-----------------------

Figure 16 Figure 17
Swing Cylinder Rod End Retainer- Side Shift Removing Trunnion Retainers- Side Shift

1. Cylinder Rod 4. Cotter Pin 1. Upper Portion of 3. Trunnion Flange

2. Rod End Pivot Pin (Split Pin) Trunnion 4. Carriage
3. Pin Retainer 2. Jacking Bolt

4. Remove the cylinder rod pin by removing
the cotter pin sec1,1ring the pin retainers and
driving out the retainer. It may be necessary
to remove both pin retainers in order to
remove the one required, Figure 16. Drive
out the rod end pivot pin.
8. If assistance is available, remove the
cylinder from its position within the
carriage. If necessary, use suitable lifting
slings/craneage to removethe cylinder.

9. Drain any contained oil and recap all

5. Remove the cylinder trunnion retainer openings.
fixing bolts from the underside of the
carriage.

6. Using suitable bolts in the jack threads

provided, jack out the trunnion retainers,
Figure 17.
Swing Cylinder- Cente Pivot
1 . Position the unit on a hard, level surface
and rest the digging elements on the
7. Using suitable levers, ease out the ground in a safe position.
cylinder rod from the swing frame, taking
care to support the cylinder in case it
drops from its upper bearing in the
carriage. If necessary, lever the cylinder
downward. Avoid using your hands 2. With the engine stopped, relieve residual
during this operation as the cylinder is pressures by moving all control levers in
heavy. all directions.

17
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 18 Figure 19
Swing Cylinder Rod End Retainer- Centre Pivot Removing Cylinder Rod Pivot Pin- Centre Pivot

1. Rod End Pivot Pin 3. Pivot Pin Retainer 1. Drift 3. Cylinder Rod
2. Cylinder Rod 2. Pivot Pin

3. Disconnect the hoses and tubes from the 7. Lever the plate upwards from both
swing cylinder to be removed. Ensure the cylinder upper trunnions.
rear feed hose is clear for subsequent
removal.

4. Remove the cotter pins from the rod end

pin retainer and drive out the pin. Note
that this pin retains ~th cylinder rod
pins, Figure 18.

5. Using a suitable drift, drive out the rod

end pivot pin, Figure 19.

Figure 20
Cylinder Upper Trunnion Retainer Plate
6. Remove the 6 bolts, Figure 20, securing
1. Cylinder Upper Trunnions
the cylinder trunnion retainer and 2. Retainer and Bushing Plate
bushing plate assembly. Collect the loose 3. Nut Bar
nut bars. 4. Fixing Bolts

18
----------------------•CHAPTER7-----------------------

8. Lever the rod end out of the swing frame,

retracting the cylinder so that it is clear of
the frame.

9. Using a suitable jack and distance piece

with a diameter slightly smaller than the
trunnion diameter, push the cylinder
upwards until it is clear of the lower
trunnion bearing. It may be necessary to
rock or rotate the cylinder slightly to
prevent binding.

Figure 21
Stabiliser Cylinder Upper Retainer

1. Cylinder
1 0. With assistance, or the use of suitable
2. Ol!ter Casing (Mainframe)
sling and lifting equipment, remove the 3. Locking Pin (where fitted)
cylinder from the main frame. 4. Oil Supply Connections
5. Locking Bolt

NOTE: In certain markets a locking pin is

installed in the stabiliser leg to prevent
11. Drain the oil from the cylinder and re-cap
accidental lowering of stabiliser and should
the exposed openings.
be removed where fitted, Figure 21.

3. Lift the stabiliser leg exposing the rod end

of the cylinder and rotate the rod 90°.

Stabiliser Cylinder- Side Shift

4. Disconnect the hydraulic feed tubes and
1. Position the unit on a hard level surface
where fitted, remove the lock-out valve
and rest the digging elements on the
assemblies. (These valves are fitted in
ground in a safe position.
certain markets only and are installed
between the oil supply connections and
the cylinder). Cap all exposed openings.

2. Remove the stabiliser pad. Lower the

stabiliser to the ground and with the
engine stopped relieve residual 5. Remove the cylinder locating pin locking
pressures. bolt.

19
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 22 Figure 23
Supporting Stabiliser Cylinder Prior to Pin Removal Stabiliser Cylinder Upper Retainer

1. Eye bolt 1. Cylinder Upper Retaining Pin

2. Locating Pin 2. Piston End Hose Connection
3. Rod End Hose Connection
4. Cylinder Barrel

6. Fit a suitable eye bolt in the threaded bore 3. Disconnect the hydraulic hoses on the
on the top of the cylinder, ensuring that cylinder to be removed, Figure 23.
the threaded portion does not re-lock in
the waisted section of the locating pin
and support the weight of the cylinder
with suitable lifting equipment, 4. Securely support the cylinder using a
Figure 22. suitable hoist. Remove the snap rings
and washers at the cylinder retaining pins
and drive out each pin. Withdraw the
cylinder from the vehicle.
7. Drive out the locating pin and lift the
cylinder from the casing.

Extendible Dipstick Cylinder

Stabiliser Cylinder- Centre Pivot
1. Position the unit on a hard level surface
and rest the digging elements on the
ground in a safe position.
The extendible dipstick cylinder is totally
enclosed in the telescoping dipstick
structure. For servicing the cylinder it is
recommended that the whole dipstick
assembly be removed from the boom
assembly.

2. Lower the stabilisers to the ground and

with the engine stopped relieve any 1. Retract the dipstick and remove the
residual pressures by moving the extendible dipstick assembly as
stabiliser control levers. described in Chapter 8 of this Part.

20
----------------------•CHAPTER7-----------------------

IR-9-7-25 11
Figure 24 Figure 25
Extendible Dipstick Wear Plates Extendible Dipstick Assembly

1. Wear Plate 1. Bucket Cylinder

2. Wear Plate Retaining Nuts 2. Extendible Dipstick Cylinder Attaching Pin-Rod
3. Anchor Bracket End
4. Wear Plug Retaining Cap 3. Idler Links
4. Extendible Dipstick- Outer Section
5. Extendible Dipstick Cylinder Attaching Pin- Piston
End
6. Extendible Dipstick- Inner Section
7. Wear Button Retaining Caps

2. Loosen the external wear plate nuts, 5. Separate the two parts of the extendible
Figure 24, from upper and lower sides of dipstick.
the dipstick and remove the wear plates.

6. Support the extendible dipstick cylinder

3. Remove the four wear button retaining
caps and withdraw the buttons.
and remove the snap rings and pin
securing the cylinder barrel to the
dipstick. Carefully remove the cylinder
taking care not to damage the cylinder
tube or hoses.

4. Remove the snap rings and washers at

the idler link, Figure 25, and drive out the
cylinder rod end attaching pin.
NOTE: The rod end attaching pin also
secures the bucket idler links. Make a note of
their position.
Loader Cylinders
1. Park the unit on a firm level surface and
position the loader assembly with the
bucket fully rolled out as if for bucket
removal. With the engine stopped, relieve
any residual pressures by moving the
loader control valve lever in all operating
planes.

21
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 26 Figure 27
Loader Lift Cylinder Installation Loader Bucket In Removal Position

1. Retaining Bolt 3. Cylinder 1. Idler Link

2. Rod Pin 4. Lift Arm 2. Bucket
3. Tipping Links

2. Lift Cylinder (v) Release the barrel from the subframe

by removing the retaining bolt and
(i) Position a suitable support between washer.
the cylinder barrel and ground.
(vi) With an assistant, or using suitable
(ii) Remove the rod pin by removing the lifting equipment, remove the
pin to loader arm retaining bolt and cylinder.
nut, Figure 26.

NOTE: The pin must be removed towards

the outside of the unit. If the pin is tight, raise
the loader arms, drive the pin towards the 3. Bucket Cylinder
centre to the unit and install a dummy pin of
slightly smaller diameter. Lower the arms to (i) Remove the bucket level linkage if
the original position and remove the dummy the right hand cylinder is to be
pin. removed.

(ii) Fully roll out the bucket to the

bucket removal position, Figure 27,
(iii) Using hydraulic power, very slowly and position a suitable support
retract the cylinder so that the between the cylinder barrel and
cylinder rod end comes clear of the upper surface of the lift arm.
attaching point on the lift arm.
(iii) Disconnect the cylinder barrel from
(iv) Relieve any residual pressures and the loader arm by removing the pin
disconnect the hydraulic hoses. Cap retaining bolt and driving the pin
or plug all exposed openings. out, Figure 28.

22
----------------------•CHAPTER7----------------------•

Figure 28 Figure 29
Loader Bucket Cylinder Barrel End Retainer Bucket Cylinder Rod to Link Retainers

1. Bolt 1. Snap Ring and 4. Idler Link

2. Barrel Retaining Pin Washer 5. Bucket Level Linkage
3. Cylinder Barrel 2. Tipping Link 6. Spacer Bar
3. Pin

(iv) Very slowly, using hydraulic (viii) Remove the idler link, outer tipping
power, retract the cylinder so that link and, using assistance, lift the
its barrel pivot is clear of the lift arm bucket cylinder from the lift arms.
attaching point.

DISASSEMBLY

(v) Relieve any residual pressure and
disconnect the hydraulic hoses.
Cap or plug all exposed openings.
(vi) Remove the bucket tipping link
retaining pin.
Backhoe lift, crowd, bucket and centre
pivot stabiliser cylinders
All the above cylinders follow the same
disassembly procedure. Obviously,
differences exist in cylinder barrel diameter,
rod diameter and stroke, other differences in
piston shape and method of attaching piston
to rod also exist. Refer to Figure 9. Note that
the extendible dipstick cylinder has a spacer
positioned on the rod between the piston
and gland carrier.

1. Thoroughly drain the cylinder of all oil

from both ports. Re-cap these ports and
(vii) Remove the idler link retaining thoroughly clean the exterior so that the
snap rings and washers at both internal parts will not become
ends of the link, Figure 29. contaminated.

23
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 30 Figure 31
Piston, Rod and Gland Removal Piston Retaining Bolt Removal

1. Gland 3. Barrel 1. Socket 3. Support

2. Piston 4. Rod 2. Piston Assembly 4. Rod

2. Unscrew the gland. If the gland was not 4. Secure the rod trunnion in a vice or,
loosened prior to cylinder removal. firmly preferably, secure to an anchor point on
secure the cylinder pivot end to an the machine using a retaining pin.
immovable object. The cylinder attaching Unscrew the piston retaining bolt using a
point on the unit with the pin installed is high quality socket and drive system.
ideal. Use the particular peg wrench Figure 31 . Considerable torque may be
detailed under 'Description and necessary to loosen the bolt.
Operation' for the cylinder being
disassembled. If necessary, heat the
gland carrier to 3oo·F (150.C) to soften
the sealant applied during manufacture.
If heat is used, remember to renew all
seals.

3. Pull the cylinder rod, gland and piston

from the barrel, Figure 30.
5. Remove the bolt, washer decelerator
(555CI655C backhoe lift cylinder only)
and piston assembly, Figure 32. Note
that on backhoe bucket cylinders a
washer is not positioned between the
bolt and piston. Differences in the
NOTE: Use care in removing the rod and assembly of stabiliser cylinder pistons
piston assembly. Ensure the rod surface is also exist and reference should be made
not damaged during handling. to Figure 9 for component identification.

24
----------------------•CHAPTER7----------------------•

IR-9-7-32 1 IR-9-7-10 T
Figure 32 Figure 34
Piston Separated from Cylinder Rod- Ford 555C/ Threaded Type Gland Assembly- Section View
655C Backhoe Lift Cylinder Shown
1. Gland
1. Retaining Bolt 2. Wiper Seal
2. Washer 3. Back-up Ring
3. Ring 4. '0' Ring Seal
4. Decelerometer 5. Buffer Seal
5. Piston Assembly 6. ·u· Seal
6. Cylinder Rod 7. Bearing Sleeve

6. Remove the gland from the rod, NOTE: That on the extendible dipstick
Figure 33. cylinder a spacer is positioned on the rod
between the piston and gland.

7. Remove the ·o·

ring and back-up ring
from the outer diameter of the gland.

8. Remove the seals and nylon bearing from

the gland taking care to note the
orientation of the groove in the buffer
seal, Figure 34.

Figure 33 Swing Cylinders - Side Shift and

Removing Gland from Cylinder Rod Centre Pivot
1. Drain the cylinder of all oil, re-cap the
1. Gland
2. '0' Ring Seal openings and thoroughly clean the
3. Back-up Ring exterior so that internal parts will not
4. Cylinder Rod become contaminated.

25
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

IR-9-7-33 · IR-9-7-36 0
Figure 35 Figure 36
Swing Cylinder Assembly Barrel Removed from Swing Cylinder
Side Shift Shown
1. Piston Seal 3. Sliding Restrictor
1. Barrel Locking 4. Oil Supply Tube 2. Piston Retaining 4. Piston
Screw 5. Restrictor Valve Bolt 5. Piston Wear Ring
2. Trunnion Seal Housing
3. Barrel

2. Remove the locking screw from the
headstock/gland, Figure 35.
3. Centre Pivot Units
Remove the feed port connector and the
restrictor valve from centre pivot
cylinders.
NOTE: The barrel is screwed into the
headstock/gland and an end cap is screwed
into the piston end of the barrel. The torque
and locking sealant application is identical. If
gland leakage was evident before repair,
gently heating the headstock/gland to 300°F
(150°F) will ensure that the barrel to
headstock/gland joint yields first during
loosening. However, application of heat will
necessitate the renewal of the gland and
barrel seals.

Side Shift Units

Remove the piston end oil supply tube
and restrictor valve housing from side
shift cylinders.
5. Secure the rod end in a vice or to an
anchor point on the unit using a retaining
pin, and using a high quality deep-welled
socket and drive system, unscrew the
piston retaining bolt. Take care not to
damage the sliding restrictor assembly.

4. Position the headstock/gland trunnion in

a vice in such a fashion that all movement
is prevented, and using Tool
No. FT 8549, unscrew the barrel from the 6. Remove the piston and slide the rod out
headstock, remove the barrel from the rod of the headstock/gland assembly,
and piston assembly, Figure 36. Figure 37.

26
------------------------cHAPTER7-----------------------

IR-9-7-37 . IR-9-7-39 0
Figure 37 Figure 39
Piston Rod from Headstock Removal Swing Cylinder Headstock

1. Headstock/Gland Assembly 1. Headstock 3. Seal

2. Piston Rod 2. Bushing 4. Wiper Seal

7. From within the headstock remove the 8. Remove the buffer seal, rod seal and
·o·ring and back up ring which create the bearing sleeve from the headstock/
seal between headstock and barrel. gland. Figure 38. Note the orientation of
the small groove in the buffer seal.

9. Remove the wiper seal, Figure 39.

NOTE: Only remove the headstock bushing

and seal if damaged.

Loader Lift, Bucket, Extendible Dipstick

and Side Shift Stabiliser Cylinders
1. Thoroughly drain the cylinder of all oil
Figure 38 from both ports. Re-cap these ports and
Headstock Seal Assembly thoroughly clean the exterior so that the
internal parts will not become
1. ·o·Ring contaminated.
2. Back-up Ring
3. Rod Seal
4. Buffer Seal
5. Bearing Sleeve
6. Headstock 2. Support the cylinder and secure the base
7. Wiper Seal end in a vice.

27
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

R-9-7-40 0 IR-9-7-41 0

Figure 40 Figure 41
Removing Locking Wire from Cylinder Removing Gland from Cylinder Barrel

1. Locking Wire 3. Cylinder Rod 1. Gland 3. Cylinder Rod

2. Tool No. FT 8553 4. Gland 2. Cylinder Barrel
or 8554 5. Cylinder Barrel

3. Using the special ·c· spanner applicable 7. Remove the ·a·

to the cylinder being disassembled and
pulling the exposed tang of the locking
wire, rotate the gland anti-clockwise and
remove the wire, Figure 40.
ring and back-up washer
from the outer diameter of the gland and
prise out the buffer seal gland seal and
wiper seal, Figure 43.

4. Pull out the rod from the cylinder and

knock the gland from the cylinder end. If
necessary, continue to rotate the gland
during this operation. Figure 41.

5. Support the rod and secure the rod end in

a vice. Using a good quality socket and
drive system, remove the piston retaining
bolt. If necessary, apply heat up to 300°F
(150°C) to loosen the locking sealant
applied during manufacture. Note that
the piston assembly must be renewed if
heat is applied.
Figure 42
Sliding Gland from Cylinder Rod

1. Gland 3. Cylinder Rod

6. Remove the piston and slide the gland 2. Locking Wire 4. Back-up Ring and
from the rod, Figure 42. Groove ·a· Ring Seal

28
----------------------•CHAPTER7----------------------•

IR-9-7-11 . T
Figure 43 Figure 44
Wired Type Gland Assembly Swing Cylinder Trunnion Bushing

1. Gland 5. ·o· Ring Seal 1. Bushing 3. Headstock/Gland

2. Wiper Seal 6. Buffer Seal 2. Grease Seal 4. Trunnion
3. Locking Wire 7. ·u· Seal
4. Back-up Ring

INSPECTION NOTE: Where grease seals are fitted, the

1. Thoroughly clean all parts in a suitable
solvent and dry using compressed air or a
lint free cloth.
2. Carefully inspect all components. Small
nicks, burrs or other damage may be
hidden by oil film. It is therefore essential
that a thorough cleaning process be
adopted.
bushings have a recess on the seal end to
accommodate the seals. Install new seals
accordingly. The swing cylinder rod end
bushings do not have a seal recess. The seals
are pressed in after the bushing has been
installed. Install new seals accordingly. The
crowd cylinder piston end attaching point is
of a yoke type, therefore it uses two bushings
and four grease seals.

Bushings and Seals

1 . Where fitted remove the grease seals.
3. Inspect the swing cylinder headstock
trunnion bushes. If wear is apparent, pull
the bushings from the trunnions and
2. Inspect the bushes in the rod and barrel remove the grease seal. Thoroughly clean
ends where fitted. If wear exists, press the grease channels, install new grease
out the bushings and install new bushes seals and press on new bushings flush
using a hydraulic press and suitable step with the horizontal surface of the
plate. trunnion, Figure 44.

29
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
IR-9-7-46
Figure 45
Piston and Seal Assembly
1. Expander Ring 4. Wear Rings
2. Piston Seal 5. Piston Seal Locating
3. Piston Groove
Piston Assemblies
1. Remove the piston seal and the rubber
expander ring, Figure 45.
2. Inspect the wear ring(s) for wear and
damage. These ring(s) are not removable
and if damaged will require the pro-
curement of a piston assembly which is
supplied complete with the piston seal
and rubber expander seal pre-assembled.
3. If the wear rings are in good condition
and the piston is devoid of any major
nicks or burrs, install a new rubber
expander ring and ease a new seal into its
recess. Avoid over-stretching the seal.
Resize the seal once in position by
compressing it with a suitable piston ring
compressor, Figure 46. Ensure the
surface of the piston ring compressor is
clean and unmarked.
0
Figure 46
Using Ring Compressor to Resize Piston Seal
1. Ring Compressor 3. Wear Rings
2. Piston Seal
4. Thoroughly clean all traces of sealant
(where used) from the piston retaining
nut, and where possible, the threads in
the piston rod.
5. On swing cylinders, inspect the moving
restrictor rod, Figure 47, in the piston
retaining bolt for freedom of movement.
If the restrictor rod is damaged replace
the bush located in the centre of the
restrictor retaining bolt.
6. Inspect the return spring for cracks and
the restrictor head for damage, wear, or
poor seating. If evidence of poor seating
exists, similarly inspect the mating part in
the cylinder barrel end cap and replace
worn components as necessary.
30
----------------------•CHAPTER7----------------------•

Cylinder Rods
1. Clean and inspect the rod for scratches,
nicks and other damage. If damage
cannot be repaired by buffing with a very
fine abrasive, or the rod surface is
distorted after buffing, a new rod should
be installed. The chrome surface should
be intact to provide a rust-resistant
surface. Blemishes on the rod surface will
damage the rod seal, bearing (where
fitted) and wiper seal, causing gland
leakage after a short period of operation
following re-assembly.

IR-9-8-48 11 2. Inspect the internal threads on the rod

Figure 47 ends and remove any old sealant. The
Swing Cylinder Moving Restrictor Assembly threads must be in good condition
because of the high piston bolt torque
1. Bush 4. Return Spring
2. Sliding Restrictor 5. Piston Retaining Bolt required to secure the piston. Repair any
3. Retaining Pin damage noted.

Cylinder Barrels
1. Clean the bore with a suitable solvent.
Gland Assemblies
1. Discard all seals in the gland.

2. On threaded gland assemblies inspect

2. Inspect the bore using a suitable light
source for scratches, dents, burrs or other
damage. Install a new cylinder if there is
any evidence of damage.
3. Inspect the barrel threads or locking wire
groove as applicable. The threads must
be in good condition and undamaged.
Similarly, the half groove for locking wire
type retention should be clean, non-
corroded and fully formed.
the rod bearing sleeve for wear and
renew as necessary.
3. Inspect the gland for cracks or other
distortion. Check the threads on threaded
glands. The threads must be in a good
condition because of the high torque
required to secure them. Ensure all traces
of old sealant are removed. Similarly,
check the half groove on the outer
surface for those glands retained by
locking wire. Ensure the groove is clean,
undistorted and uncorroded.
4. Renew the outer '0' ring seal and
back-up ring.

31
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

IR-9-7-10 T IR-9-7-11 T
Figure 48 Figure 49
Threaded Type Gland Assembly Wired Type Gland Assembly

1. Gland 5. Buffer Seal 1. Gland 5. ·o· Ring Seal

2. Wiper Seal 6. ·u· Seal 2. Wiper Seal 6. Buffer Seal
3. Back-up Ring 7. Bearing Sleeve 3. Locking Wire 7. ·u· Seal
4. '0' Ring Seal 4. Back-up Ring

RE-ASSEMBLY 6. Lightly lubricate the cylinder rod and

gland assembly with hydraulic oil.
1. Install the '0' ring seal and back-up ring
on the outer diameter of the gland, refer
to Figures 48 and 49. Ensure that the
concave face of the back-up ring abuts
the '0' ring and that the '0' ring is
positioned towards the barrel. Note that
on swing cylinders these seals are
positioned in the large internal groove of
the headstock, Figure 50.

2. Install a new wiper seal in the outer end

of the gland and ensure that it is fully
seated.

3. On threaded glands install the nylon

bearing sleeve in the gland and ensure
that it is fully seated.

4. Install the rod seal by forming the seal

into a 'U' shape, seating it in the locating
groove and straightening the seal back Figure 50
into its original shape. Headstock/Gland Assembly

5. Install the piston buffer seal ensuring that

1. ·o· Ring 5. Bearing Sleeve
2. Back-up Ring 6. Headstock
the groove moulded into one face of the 3. Rod Seal 7. Wiper Seal
seal faces towards the cylinder barrel. 4. Buffer Seal

32
----------------------•CHAPTER7-----------------------
7. Slide the gland assembly onto the
cylinder rod taking great care not to
damage the seals.

8. On the extendible dipstick cylinder install

the spacer on the rod.

9. All Cylinders except swing cylinder.

Position the piston assembly and any
associated components onto the cylinder
rod. Refer to Figure 9 of this chapter for
details of piston assemblies for the Figure 51
cylinder being overhauled. Apply 4 drops Piston, Rod and Gland Installation
of the Loctite 271 thread locking sealant
to the piston retaining bolt and install 1. Gland 3. Barrel
2. Piston 4. Rod
into the piston and rod assembly. Tighten
the bolt to the specificied torque, see
"Specifications" - Chapter 11.
11. Lubricate the inside of the cylinder barrel.
and the piston assembly with hydraulic
oil.

Swing Cylinders
Install the bush, spring and sliding
restrictor into the piston bolt and retain
with the pin. Position the piston on the
cylinder rod, apply 6 drops of the Loctite
271 thread locking sealant to the piston
retaining bolt and install into the piston
and rod assembly. Tighten the bolt to the
specified torque, see "Specifications" -
Chapter 11.
12. Place the cylinder barrel in a vertical
position open end uppermost and insert
the piston and rod assembly into the
barrel, Figure 51. On cylinders with
threaded gland retention take care not to
damage the piston wear rings and seal by
rubbing against the internal threads of
the barrel.

10. Taking great care not to damage the rod

end bushings and seals (where fitted)
secure the rod end in a vice or on a
suitable anchor point on the unit.
Support the rod and using a good quality
socket and drive system tighten the
piston retaining bolt to the specified
torque, see "Specifications" - Chapter
11 . Use either a proprietary torque
multiplier or a suitable extension to the
socket drive system with a pull scale to
achieve the specified torque.
13. Slowly rock the rod back and forth so the
piston assembly slides past the chamfer
and into the barrel. Once the piston has
fully entered the barrel and has passed
the chamfer, lift and gently tap the
cylinder barrel on the floor until the rod is
about three quarters retracted.

33
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
Figure 52
Tightening Cylinder Gland- Threaded Type
1. Peg Wrench
2. Gland Carrier
3. Torque Wrench
14. Threaded Gland Cylinders
Apply 6 large drops of Loctite 271 thread
locking sealant to the threads of the
gland. Tighten the gland to the specified
torque, see "Specifications" - Chapter
11, using the special tool peg wrench
spanner applicable to the cylinder,
Figure 52. If necessary use a cylinder
anchor point on the unit to secure the
cylinder.
NOTE: It is advisable to fully tighten the
gland as soon as possible after the
application of Loctite.
Wire Retained Gland Cylinders
Lightly coat the outer surface of the gland
and lead in area of the cylinder barrel with
a lithium base high melting point type
grease. Gently tap the gland in to the
barrel until fully seated. Slowly rotate the
gland until the small hole in the locking
wire groove aligns with the hole in the
side of the barrel.
34
~-9-7-40 0
Figure 53
Installing Gland Locking Wire
1. Locking Wire 3. Cylinder Rod
2. Tool No. FT 8553 4. Gland
or 8554 5. Cylinder Barrel
Push the short right angled bend on the
locking wire into the entry hole in the
barrel and using the special 'C' spanner
applicable to the cylinder rotate the gland
clockwise (as if it were threaded) and
feed in the wire, Figure 53. The rotation
of the gland will become tight when the
wire has completely rotated around the
barrel. Ensure at least 0.375 in. (8 mm) of
wire is left exposed for future
disassembly. Seal the wire entry hole
with a proprietary non-solidifying
sealant.
INSTALLATION
Installation of loader and backhoe cylinders
follows the removal procedure in reverse,
however, the following points should be
observed.
1. When installing either a backhoe, crowd
or lift cylinder, the rod of the lift and the
base end of the crowd cylinder must both
be supported to replace the pivot pin.
Ensure that the grease seals are not
displaced during pin installation.
-----------------------CHAPTER7----------------------•
2. When reconnecting the ·o· ring face seal
(ORFS) fittings on hydraulic hoses
replace the ·o· ring seal and tighten the
fitting to the specified method and torque
detailed in Chapter 11 of this Part.
Incorrect tightening of ORFS fittings will
result in leaks. Ensure that hoses are not
twisted that they do not rub structural
members and are neatly routed.
3. Lubricate all pins prior to installation and
grease all pivots with the specified grade
of grease.
35
4. Swing Cylinders- After replacing the
headstock trunnion retainers, ensure the
cylinder pivots in its headstock bushings
freely before connecting the rod end to
the swing frame.
5. Replenish any lost oil from the reservoir-
see "Specifications"- Chapter 11, for oil
specification.
6. Start engine, operate at low idle and
cycle the replacement cylinder to purge
all air from the circuit. Check for leaks and
re-check the oil reservoir level.
 PARTS
HYDRAULIC SYSTEM,
CONTROLS AND FRAME

Chapter 8
BACKHOE FRAME, BOOM, DIPSTICK AND
BUCKETS, CONTROL SYSTEM,
HOSES AND TUBES

Section Page
A. BACKHOE FRAME, BOOM, DIPSTICK AND BUCKETS
-DESCRIPTION AND OPERATION 2
B. BACKHOE CONTROL SYSTEM
-DESCRIPTION AND OPERATION 4
c. HOSES AND TUBES
-DESCRIPTION AND OPERATION 6
D. BACKHOE/LOADER COUNTERWEIGHT
-REMOVAL AND REPLACEMENT 7
E. BACKHOE BOOM, DIPSTICK AND BUCKETS
-OVERHAUL 12
F. BACKHOE SWING POST, CARRIAGE AND MAINFRAME
-OVERHAUL 18
G. BACKHOE EXTENDIBLE DIPSTICK- OVERHAUL 22
H. BACKHOE CONTROL SYSTEM (MECHANICAL)
-OVERHAUL 26
J. HOSES AND TUBES- OVERHAUL 29

1
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
A. BACKHOE ·FRAME, BOOM, DIPSTICK AND BUCKETS-
DESCRIPTION AND OPERATION
IR-9-8-01
Figure 1
Sideshift Backhoe Assembly
(With Extendible Dipstick)
Two models of backhoe assembly are
available for installation on Ford 555C and
655C Industrial tractors and are identified as
sideshift and centre pivot. Figures 1 and 2.
On the Ford 455C tractor the centre pivot
backhoe assembly is only available.
The sideshift Unit allows the carriage and
swing post on which the excavator boom is
attached to be var:auly positioned on the
backhoe frame. On centre pivot Units the
swing post pivots about a fixed central point
on the frame.
2
Figure 2
Centre Pivot Backhoe Assembly
The two designs of mainframes available are
of welded construction and attach to the
main structural members of the Unit and two
link assemblies by eight specially designed
attaching bolts.
The backhoe swing post is a heavy one-piece
iron casting which attaches to the frame on
centre pivot Units and carriage on sideshift
Units by means of two large pivot pins.
Movement of the swing post is obtained by
the use of two interconnected hydraulic
cylinders coupled between the swing post
and mainframe on centre pivot Units and
carriage on sideshift Units. The cylinders act
directly on the swing post without the use of
any connecting links or bellcranks.
----------------------•CHAPTERs----------------------•
Both the boom and dipstick are constructed
of high strength steel welded to form box-
type members offering maximum strength
and rigidity. Both Units may be fitted with an
optional hydraulically operated extendible
dipstick which can be operated
simultaneously with other boom, dipstick
and bucket movements to increase overall
backhoe versatility during most operations.
The tubing for the crowd and bucket
cylinders is clamped on the outer surface of
the boom and provides total visibility during
servicing operations.

The boom provides attaching points for the
rod end of the lift cylinder and piston end of
the crowd cylinder. Similarly the dipstick
provides attaching points for the rod end of
the crowd cylinder and the piston end of the
bucket cylinder as well as attaching points
for the bucket and bucket links.
Stability of the Unit during backhoe
operations is achieved by two independently
operated box-type constructed stabiliser
legs. The stabilisers can support the Unit in a
level operating position irrespective of the
ground contours.
On centre pivot Units the two stabilisers are
attached to the base of the mainframe by
pivot pins. Each stabiliser is operated by a
double acting hydraulic cylinder connected
via pivot pins to the top of the excavator
frame and the base of the backhoe leg.
Operation of the stabiliser cylinders causes
the legs to pivot in an arc about the base of
the frame and raise or lower each side of the
Unit accordingly. Pads attached to the ends
of the stabilisers provide support for
maintaining stability during operation.
Figure 3
Backhoe Transport Lock - Centre Pivot
1. Boom Lock
2. Lever
On Ford 555C and 655C Units the backhoe
is locked in position during transportation
with a sprung loaded boom lock which is
operated from the backhoe control console,
Figure 3. On 455C Units transport chain
keyhole slots are provided at the pad end
of each stabiliser for the attachment of chains
to the boom and stabiliser during Unit
transportation.
On sideshift Units two vertical stabilisers are
mounted at each side of the backhoe
mainframe. The stabilisers are operated
independently by double acting hydraulic
cylinders mounted within the stabiliser
assembly. The sliding members of the
stabilisers are equipped with renewable wear
plates. When the wear plates are renewed,
shims are installed behind the wear plates to
maintain the correct sliding clearance.
Different stabiliser pads are available for
various site conditions. On sideshift Units the
general purpose pad can also be turned
through 180° to provide greater lateral
stability.

3
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

On sideshift Units, transport chain keyhole
slots are provided at the end of the dipstick
bucket linkage and top of the mainframe
stabiliser legs for attachment of support
chains during Unit transportation.
The backhoe buckets are constructed of
heavy steel plate with replaceable bushings
at all pivot points. The bucket teeth are
constructed of hard steel alloy and bolt onto
the lip of the bucket.
Two bucket linkage pin attaching positions
are available to provide optimum efficiency.
The hole nearest the bucket opening is best
suited for straight wall operations as it pro-
vides maximum bucket rollout and curl. It
also provides maximum clearance at full
height, but slightly reduces bucket tearout
power. The hole farthest from the bucket
opening is suitable for the majority of
backhoe operations as it provides greatest
bucket power.

B. BACHOE CONTROL SYSTEM- DESCRIPTION AND OPERATION

The backhoe digging elements are controlled
by a set of two main control levers, Figures 4
and 5.
However a four lever dealer installed system
is available as an option where required.
Two additional small levers control the
stabilisers and on sideshift Units a T handle
lever releases the swing frame carriage from
the main frame to allow the backhoe to be
repositioned about the frame. The extendible
dipstick, where fitted, is operated by a foot
pedal located on the left hand side of the
control console.

R-9-04-20 11
Figure 4 Figure 5
Backhoe Controls- Sideshift Backhoe Controls Centre Pivot

1. Right Hand Control Lever 1. Right Hand Control Lever

2. Swing Frame Clamp Lever 2. Stabiliser Levers
3. Extendible Dipstick Pedal 3. Extendible Dipstick Pedal
4. Left Hand Control Lever 4. Left Hand Control Lever
5. Stabiliser Levers

4
----------------------•CHAPTERs-----------------------
BACKHOE CONTROLS
Operation for each element of the boom,
dipst:ck and bucket are as follows:
The LEFT HAND CONTROL LEVER
Pull the lever back- boom lifts.
Push the lever forward - boom lowers.
Move the lever to the left- boom swings left.
Move the lever to the right- boom swings
right.
The RIGHT HAND CONTROL LEVER
Pull the lever back- dipstick crowds in.
Push the lever forward- dipstick crowds out.
Move the lever to the left - bucket curls in.
Move the lever to the right- bucket curls out.
NOTE: On units manufactured for Swedish,
Norwegian and Finnish markets the control
pattern is modified as follows:
Pull the left hand lever back - dipstick
crowds in.
Push the left hand lever forward - dipstick
crowds out.
Pull the right hand lever back - boom lifts.
Push the right hand lever forward - boom
lowers.
All other controls for the backhoe remain as
standard.
5
SWING FRAME CLAMP LEVER
(Sideshift Units Only)
On sideshift Unit backhoes the swing post
carriage is hydraulically clamped to the frame
and must be disengaged when repositioning
the backhoe about the frame.
To side shift the backhoe proceed as follows:
• Position the boom parallel to the
excavator frame and set the backhoe
bucket teeth into the ground.
• Unclamp the swing post carriage by
pulling the clamp lever T handle
upwards.
• Crowd the dipstick in or out to slide the
carriage to the desired position. Maintain
the carriage vertical in the slide channels
by applying lift or lowering forces to the
boom
• Push the T handle down and fully curl
the bucket in to pressurise the hydraulic
system and operate the carriage clamps.
STABILISER CONTROLS
Operation of the stabilisers are as follows:
Pull the levers back - stabilisers raise.
Push the levers forward - stabilisers lower.
The left hand lever operates the left stabiliser
and the right hand lever operates the right
stabiliser.
- - - - P A R T 8-HYDRAULIC SYSTEM. CONTROLS AND FRAME----•

EXTENDIBLE DIPSTICK

The extendible dipstick. Figure 6. can be

operated simultaneously with other boom,
dipstick and bucket movements to increase
overall backhoe versatility during most
operations.

The foot pedal located on the left hand side

of the control console operates the dipstick
and pivots about its centre. Tilting the pedal
forward causes the dipstick to extend. Tilting
the pedal rearwards causes the dipstick to
retract.

Intermediate dipstick positions can be held

by releasing the pedal which will return to the IR-9-8-06

spring centred position. Figure 6

Backhoe With Extendible Dipstick

C. HOSES AND TUBES- DESCRIPTION AND OPERATION

The hydraulic hoses and tubes used on the

Ford 455C. 555C and 655C backhoe loaders
conform to the society of Automotive
Engineers (S.A.E.) specifications.

The hoses are to specification S.A.E. 100 R2

and constructed from a synthetic rubber tube
with double wire braid re-inforcement and
synthetic rubber cover. The pressure rating
for this design of hose exceeds 3000 lbf./in. 2
(206 bar) with a minimum burst pressure
exceeding 11,000 lbf/in 2 (758 bar).

Figure 7
'0' Ring Face Seal Connection
The fittings utilised on these hoses are of the
'0' ring face seal design, Figure 7, and are 1. '0' Ring Face Seal Connectors
renowned for their leak free operation. 2. '0' Ring

6
-----------------------cHAPTERs----------------------•

When servicing hoses and tubes The design of individual hoses has minimised
incorporating the ·o· Ring face seal the number of hoses that a dealer needs to
connector design a new ·o·
ring should be stock for performing repairs.
installed whenever a joint is disturbed and
care should be taken not to under or
overtighten the fittings.
To aid serviceability the tubing a11c!hoses on
the crowd and bucket cylinders are clamped
All hydraulic tubing is constructed from high on the outer (top) surface of the boom which
strength seamless steel tubing with a zinc allows protection during operation and
chromate plating. excellent accessibility during servicing.

D. BACKHOE OR LOADER COUNTERWEIGHT- REMOVAL AND REPLACEMENT

BACKHOE REMOVAL

1. Position the Unit on a flat surface where

the backhoe and swing mainframe will be
stored or repaired.

2. Lower the stabilisers to the ground and

position the backhoe parallel to the
centre line of the Unit with the dipstick
vertical and the bucket on the ground,
Figure 8. On sideshift Units ensure the
backhoe carriage is positioned in the
centre of the mainframe.

3. Where fitted remove the · extendible

dipstick pedal by removing the pedal
pivot bracket nuts beneath the cab or
platform and disconnecting the linkage
at the pedal.
IR-9-8-07 .Q
Figure 8
4. Remove the rear floor mat. Backhoe Positioned For Removal

7
- - - - P A R T 8-HVDRAULIC SYSTEM, CONTROLS AND FRAME----
Figure 9
Backhoe Hose Access Panel
1. Access Panel
5. Remove the access panels from between
the cab floor and the backhoe deck,
Figure 9.
6. Sideshift Units only:
Disconnect the wiring to the rear lights,
attached to the backhoe mainframe and
remove any clips securing the harness to
the rear fenders, cab or platform.
7. Remove the mainframe attaching nuts
and bolts, Figure 10.
NOTE: On centre pivot Units remove the
lower attaching nuts prior to removing the
upper nuts. Access to the lower nuts can be
improved by raising the stabilisers as
required. Lower each stabiliser upon
removing the lower nuts.
8. Use the stabilisers and boom as required
to position the backhoe until the
attaching bolts can be removed. Identify
any shims fitted between the frame and
link assemblies.
8
Figure 10
Backhoe Mainframe Attaching Nuts
1. Upper Attaching Nuts
2. Lower Attaching Nuts
9. Pull the Unit forward to allow improved
access to the hydraulic hoses.
A WARNING: Stretching the hoses
. . when separating the Unit from the
backhoe may damage the hoses and cause,
personal injury.
10. Place a stand or suitable support under
the backhoe mainframe for stability
during storage.
11 . With the engine switched off move each
control lever to relieve any pressure
which may be in the backhoe. Allow the
frame to settle onto the support and
relieve the stabi)iser cylinders of pressure.
-----------------------CHAPTERs-----------------------

Figure 11 Figure 12
Unit to Backhoe Hose Connections Unit Hose Connections-
Backhoe Removed
1. Backhoe Feed Hose Tube Connection
2. Return to Reservoir Hose Unit Connection 1. Looped High Pressure Feed Hose

12. Disconnect the return to reservoir hose at
the Unit fitting and the backhoe valve
feed hose at the tube connection on the
backhoe mainframe, Figure 11.
A WARNING: Do not start the Unit
.a until the disconnected hoses have
been connected as detailed above. Failure to
comply will result in severe vehicle damage
and possible personal injury.

13. Connect each hose to the open fitting on

the component to which that hose is
fitted, Figures 12 and 13. This will
complete the hydraulic circuits and pre-
vent entrance of dirt and oil loss. Ensure
the hoses are not twisted or kinked
during installation.

Figure 13
Backhoe Mainframe Hose Connections -
Storage Position
14. The Unit may now be started and
removed from the work area. 1. Looped High Pressure Return Hose

9
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

BACKHOE INSTALLATION 7. Tighten the retammg nuts B and D,

figure 14, to a run-in torque of 300 Nm
1 . Position the Unit to the backhoe frame so (30 Mkgf, 221 ft lbf).
that the subframe is aligned and the
hydraulic hoses can be reconnected.

8. Assess the thickness of shims to be

inserted between the backhoe frame and
2. With the engine switched off relieve the link assembly as follows:
hydraulic pressure by actuating the
loader control levers in a circular motion.

• Gauge the gap between the link assembly

and the backhoe frame, Locations 1 and
3. Replace the ·a· ring seals on the backhoe
2, Figure 14. If each gap is less than
feed and return hoses and reconnect the
2.0 mm (0.88 in) then no shim pack is
hoses between the backhoe and Unit.
required.
Refer · to Figure 11. Tighten the
connections to the specified torque, see
'Specifications' - Chapter 11 .
• If the gap is greater than 2.0 mm insert
shims between the link assembly and
IMPORTANT: Ensure that the hoses are backhoe frame to reduce the gap to less
correctly routed and are free from twists and than 2.0 mm.
kinks.

9. Tighten the frame retammg nuts to a

A WARNING: Do not start the engine torque of 970 Nm (1 00 Mkgf, 715ft lbf)
. . with the hoses disconnected. Failure in the sequence B, D, A, C, E, F, G, H.
to comply will result in severe vehicle Refer to Figure 14.
damage and possible personal injury.

1 0. Re-torque the frame retaining nuts to the

4. Start the engine and examine the Unit to
torque of 970 Nm in the sequence A, B,
backhoe hydraulic connections for leaks.
C, D, E, F, G, H.
If no leakage is visible reverse the Unit
towards the backhoe mainframe
assembly.
NOTE: When tightening the retaining nuts
ensure that the heads of the bolts lock
5. Using the stabiliser and boom, align the against the link and subframe assemblies and
backhoe frame, attaching bolt holes and not against each other.
dowel locating holes.

11. Sideshift Units:

6. Install the eight mounting bolts and
washers that secure the tractor and Reconnect the rear light harness.
backhoe frame together. Position the
reinforcing plates and washers over the
bolts and loosely install the retaining
nuts. 12.1nstall the floor access panel(s).

10
----------------------•CHAPTERs----------------------•

R-9-229
Figure 14 Figure 15
Mainframe Retaining Nut Torque Sequence Loader Counterweights
(Centre Pivot Shown)

1. Shim Location 2. Shim Location

13. Refit the rear floor mat and where fitted The counterweights are individually bolted
install the extendible dipstick pedal. to each other and the first is bolted directly to
the subframe and link assemblies.

14. Check the hydraulic reservoir oil level and

add the specified oil as required, see REMOVAL
'Specifications' - Chapter 11 .
1. Usingasuitablesling,supporttheweight,
of the first counterweight.

2. Remove the attaching nuts and bolts

from the weight to be removed and
LOADER COUNTERWEIGHT withdraw the weight.
REMOVAL

The Ford 455C, 555C and 655C Units may 3. Repeat the above procedure for the
be operated without a backhoe, in which remaining weights.
case four counterweights, Figure 1, each
weighing 1000 lb (494 Kg) must be
mounted on the rear of the Unit to provide
stability during loader operation.
INSTALLATION

Installation of the counterweights follows

the removal procedure in reverse. During
A WARNING: Do not operate the installation tighten the retaining nuts and
. . loader with backhoe removed unless bolts to the specified torque, see
the rear counterweights are installed. 'Specifications' - Chapter 11 .

11
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

E. BACKHOE BOOM, DIPSTICK AND BUCKETS- OVERHAUL

BACKHOE BOOM REMOVAL

NOTE: The following procedure explains

the removal of the backhoe boom from the
mainframe. Depending on the type of repair
to be performed on the boom, remove only
those components necessary for
accomplishing the repair. If it is necessary to
remove the dipstick, refer to 'Standard
Dipstick Removal' or 'Extendible Dipstick
Removal'. If overhaul of the lift and crowd
cylinder attaching pins is required then the
cylinders should be removed as detailed in
PART 8, Chapter 7, Section D, 'Hydraulic
Cylinders ..:.. Overhaul'.

Figure 16
Backhoe Cylinder Hose Connections

1. Lift Cylinder- Piston End

2. Crowd Cylinder- Rod End
1. Park the Unit on a firm, level surface, 3. Bucket Cylinder- Rod End
4. Bucket Cylinder- Piston End
retract the crowd cylinder and lower the
5. Crowd Cylinder- Piston End
dipstick to the ground. 6. Lift Cylinder- Rod End
7. Extendible Dipstick- Piston End
8. Extendible Dipstick - Rod End

5. Identify and disconnect the hoses from

the crowd and bucket cylinder tubes and
2. With the engine switched off, move each extendible dipstick cylinder (where
control lever to relieve any pressure fitted). Figure 16. Cap the hoses and
which may be in the backhoe. tubes.

6. Remove the hose clamp located at the

3. Using a suitable sling and hoist, support
lower end of the boom.
the backhoe boom and dipstick.

7. Sideshift Units only:

4. Disconnect the lift cylinder hoses,
Figure 16. Cap the hoses and cylinder Remove the hose clamps located on the
ports. lift cylinder to swing post attaching pin.

12
-------------------------cHAPTERs-------------------------

IR-9-8-17
Figure 17 Figure 18
Backhoe Transport Lock-Centre Pivot Boom to Swing Post Pivot Pins- Sideshift
(555C and 655C)
1. Lift Cylinder Hose Clamp
1. Transport Lock 2. Lift Cylinder Pivot Pin Retaining Bolt
2. Boom Pivot Pin 3. Boom to Swing Post Pivot Pin Retaining Bolts
3. Lift Cylinder Pivot Pin
4. Transport Lock Actuating Rod

8. 455C Centre Pivot and 555C, 655C Using a brass drift, remove the pin while
Sideshift Units: supporting the transport lock, and allow
the cylinder to rest against a wooden
Support the lift cylinder and remove the support installed between the boom and
lift cylinder to swing post pin retaining cylinder. Do not let the cylinder rest or
bolt. Using a brass drift remove the pin drop against the tubes on the boom as
and allow the cylinder to rest against a damage may occur causing a restriction
wooden support installed between the and affecting performance.
boom and cylinder. Do not let the
cylinder rest or drop against the tubes on
the boom as damage may occur causing
a restriction and affecting performance.
9. Remove the boom to swing post pivot
pin retaining bolts and remove the pins.

NOTE: On sideshift Units the pivot pin

555C and 655C Centre Pivot Units: retaining bolts are located on the inner
section of the boom, Figure 18.
Disconnect the transport lock actuating
rod by removing the locking nuts
beneath the bracket on the hook. Refer to
Figure 17. Support the lift cylinder and
remove the to swing post pin retaining 1 0. Withdraw the boom and dipstick
snap rings and spacers. assembly from the swing post.

13
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

IR-9-8-19 l
Figure 19
Backhoe Boom Pivot Pin, Bushing and Seal Locations

1. Boom to Dipstick Pivot Pin 3. Boom to Swing Post Pivot Pin

2. Crowd Cylinder Attaching Pin 4. Bushings and Seals

INSPECTION AND REPAIR

Primarily, servicing of the boom is limited to 3. Install new bushings using a suitable
replacement of pivot pins, bushings and step plate and driver. Ensure the
seals, Figure 19. bushings are centred in their bores.

1. Inspect the boom for structural damage 4. Using a suitable seal installer install new
such as cracked welds or distortion. seals.
Repair or replace as required.

5. Further disassembly of the boom and

2. Inspect the bushings and seals located in
the boom at the boom to swing post
attaching point. If worn, pry out the seals
and remove the bushings using a suitable
puller.
dipstick is only necessary where damage
is identified. Where it is necessary to
temove additional components refer to
the appropriate removal procedure in this
section.

14
----------------------•CHAPTERs-----------------------

IR-9-8-20
Figure 20 Figure 21
Backhoe Transport Lock - Centre Pivot Bucket Cylinder Idler Arm

1. Boom Lock Hook 1. Tipping Link 3. Idler Arm

2. Locking lever 2. Pin 4. Bucket Cylinder

INSTALLATION STANDARD DIPSTICK REMOVAL

Installation of the boom follows the removal
procedure in reverse. During installation
observe the following requirements:
• Take care not to damage the lift cylinder
trunnion seals when installing the
retaining pin.
NOTE: The following procedure explains
the removal of the dipstick for dipstick
overhaul. Where the dipstick is to be
removed but not overhauled, all references to
bucket cylinder and bucket link removal
should be disregarded.

• Ensure all hose connections and pin

retaining bolts are tightened to the 1. Park the Unit on a firm level surface and
specified torque, see 'Specifications' - remove the bucket as detailed in the
Chapter 11. bucket removal portion of this section.

• Check the hydraulic reservoir oil level and

lubricate all grease fittings with the 2. Retract the crowd cylinder and lower the
specified lubricant, see 'Specifications' - dipstick to the ground.
Chapter 11.

• Check all hose connections for hydraulic

leaks.
• Ensure the 555C and 655C centre pivot
transport lock is correctly adjusted. With
the boom fully raised and the locking lever
on the control console in the locked
position, the locking hook must contact
the engagement pin on the boom, Figure
20. Adjust the lever to hook connecting
tube to ensure correct engagement.
3. With the engine switched off, move the
bucket cylinder control lever to relieve
any pressure which may be in the bucket
cylinder.
4. Support the bucket cylinder with a
suitable hoist and remove the idler arm
retaining pin from the dipstick, refer to
Figure 21.

15
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
Figure 22
Bucket Cylinder Hose Connections
1. Dipstick
2. Bucket Cylinder Hose- Rod End
3. Bucket Cylinder Hose- Pistson End
4. Crowd Cylinder
5. Disconnect the bucket cylinder hoses at
the boom, Figure 18 and cap the hoses
and tubes.
6. Remove the retaining bolt from the
bucket cylinder piston end attaching pin
and using a brass drift and hammer
remove the pin. Withdraw the cylinder
along with the hoses, bucket link and
idler arms from the dipstick.
7. Support the rod end of the crowd
cylinder and remove the cylinder pin
retaining bolt. Using a brass drift and
hammer remove the pin. Do not let the
crowd cylinder rest or drop on the tubes
secured to the boom as damage may
occur causing a restriction and affecting
performance.
8. Support the dipstick using a suitable
sling and hoist by installing the crowd
cylinder attaching pin into the dipstick
and securing the sling around the pin.
16
IR9-8-22 11
Figure 23
Dipstick Bushing and Seal Locations
1. Seal
2. Bush
9. Remove the retaining bolt from the
dipstick to boom pivot pin. Drive the pin
from its position using a brass drift and
hammer. Lower the dipstick to the
ground.
INSPECTION AND REPAIR
1. lnspectthe dipstick for structural damage
such as cracked welds or distortion.
Repair or replace as required.
2. Inspect the dipstick pivot pins, bushes
and seals for wear and replace as
necessary. For location of bushes and
seals refer to Figure 23. If worn pry out
the seals and remove the bushings
using a suitable puller.
3. Install new bushings and seals using a
suitable step plate and driver. Ensure the
tapered end of the bushing is installed
first.
NOTE: The groove on the internal diameter
of the bushing accepts the seal and should be
flush with the dipstick frame.
----------------------•CHAPTERs----------------------•

INSTALLATION

Installation of the dipstick follows the

removal procedure in reverse.

During installation observe the following

requirements:

• Lubricate the retaining pins and bushing

prior to installation.

• Take care not to damage the crowd

cylinder trunnion seals when installing
the retaining pin.

• Ensure all hose connections and pin

retaining bolts are tightened to the IR-9-8-23
specified torque, see 'Specifications' - Figure 24
Chapter 11. Backhoe Bucket Attaching Pins

1. Attaching Pin- Maximum Power Position

• Check the hydraulic reservoir oil lever and
2. Maximum Rollout and Curl Pin Position
lubricate all grease fittings with the 3. Dipstick to Bucket Attaching Pin
specified lubricant. see 'Specifications'-
Chapter 11.

• Check all hose connections for hydraulic INSTALLATION

leaks.
1. Position the bucket under the link and
dipstick and install the attaching pins,
spacers and lynch pins.
EXCAVATOR BUCKET REMOVAL

1. Position the Unit on a firm level surface

and rest the bucket on the ground.

2. Remove the two lynch pins that secure

the attaching pins to the dipstick and 2. Lubricate the pin attaching the bucket to
bucket link, Figure 24. Withdraw the the dipstick. For correct grade of grease
spacer from each pin. see 'Specifications' - Chapter 11 .

3. Drive the attaching pins from the pivot

holes using a brass drift and hammer and
remove the bucket.

NOTE: Two bucket linkage positions are

INSPECTION AND REPAIR
1. Examine the bucket bushings for wear.
Remove and replace the bushings using a
suitable step plate and driver.
2. Remove worn or damaged bucket teeth
as necessary.
available as shown in Figure 24. Position (1)
is suitable for the majority of backhoe
operations as it provides greatest bucket
power. Position (2) is best suited for straight
wall operations as it provides maximum
bucket rollout and curl. It also provides
maximum clearance at full height but slightly
reduces bucket tear-out power.

17
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

F. BACKHOE SWING POST, CARRIAGE AND MAINFRAME- OVERHAUL

Figure 25 Figure 26
Swing Post Hose Clamp- Centre Pivot Unit Shown Swing Cylinder Pin Removal

1. Lift Cylinder Hose 1. Drift

2. Swing Post 2. Pin
3. Hoses 3. Swing Cylinder Rod End
4. Clamp

SWING POST REMOVAL 5. Disconnect both swing cylinder rod end

trunnions from the swing post by
NOTE: Removal and repair of the swing post removing the split pins and retainers and
is normally accomplished with the boom driving the attaching pins out using a
removed. brass drift and hammer, Figure 26.

1. Remove the boom as detailed in

Section E 'Backhoe Boom, Dipstick and 6. Support the swing post with a suitable
Buckets- Overhaul'. chain and hoist.

2. Mark or measure the relation of the hoses

7. Withdraw the upper and lower swing
in the clamp securing the hoses to
post pivot pin retaining bolts and drive
the swing post and remove the clamp,
the pins out using a brass drift and
Figure 25.
hammer. Remove the post from the Unit
and retrieve the thrust washer, Figure 27.
3. Draw the backhoe hoses through the
swing post.

4. Centre Pivot Units:

Disconnect and remove the lift cylinder

hoses from the swing post. If the Unit is INSPECTION AND REPAIR
installed with an extendible dipstick
similarly disconnect the extendible 1. Inspect the swing post for damage and
dipstick hoses. Cap the hose fittings. repair or replace as necessary.

18
----------------------•CHAPTERs-----------------------

INSTALLATION

1. Installation of the swing post follows the

removal procedure in reverse.

During installation observe the following

requirements:

• Ensure the thrust washer is positioned on

top of the lower mainframe/carriage pivot
point so that the thrust washer takes the
wear and not the swing post or
mainframe/carriage.

• Tighten all hose connections and pin

retaining bolts to the specified torque, see
Tl
'Specifications' - Chapter 11 .
Figure 27
Swing Post Removal
Sideshift Shown • Check the hydraulic reservoir oil level and
lubricate all grease fittings with the
1. Carriage correct lubricant, see 'Specifications' -
2. Thrust Washer
Chapter 11.
3. Swing Post
4. Chain and Hoist
• Check all hose connections for hydraulic
leaks.

BACKHOE CARRIAGE REMOVAL -

SIDESHIFT UNITS
2. Examine the thrust washer for wear and
1. Park the Unit on a firm, level surface.
replace if necessary.
Position the dipstick parallel to the centre
line of the unit, retract the crowd cylinder
and lower the dipstick to the ground.

2. Release the oil pressure on the clamping

3. Centre Pivot Units: cylinders by pulling up the T handle on
the control console and retracting the
Inspect the lift cylinder and extendible stabiliser leg until the system relief valve
dipstick fittings on the sides of the swing operates.
post for damage and replace if necessary.
3. With the engine switched off, move each
control lever to relieve any pressure
which may be in the system.

4. Inspect the two bushings and four seals
in the mainframe/carriage on which the
swing post pivots and replace if
necessary. Figures 29 and 31. If worn pry
out the seals and remove the bushings
using a suitable step plate and driver.
4. Remove the swing post as detailed earlier
in this section.
NOTE: Where overhaul of the carriage only
is required the swing post may be removed
with the boom in situ.

19
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

IR-9-8-28 IR-9-8-29 Tl
Figure 28 Figure 29
Removing Carriage Carriage Bushings and Seals

1. Mainframe 1. Seal 4. Bush

2. Carriage 2. Bush 5. Seal
3. Lower Clamping Cylinder 3. Seals 6. Bushes

5. Remove the hose clamp securing the DISASSEMBLY

hoses to the carriage. Withdraw the
hoses through the rear of the carriage.
6. Disconnect the hydraulic clamping
system feed hose from the T connection
at the rear of the carriage. Cap the hose
and T fitting.
1. Disassembly of the carriage is limited to
removal of the swing cylinders and side
shift clamping cylinders. For removal of
these items refer to Chapters 6 and 8 in
PART 8 Hydraulic System, Controls and
Frame.

INSPECTION AND REPAIR

7. Support the carriage using a suitable
sling and hoist. 1. Inspect the carriage for damage, and
repair or replace as necessary.

8. Remove the bolt securing each clamping
cylinder bellcrank pivot pin. Withdraw
the pins and remove the bellcranks. Refer
to Figure 28.
2. Inspect the two bushings and four seals
in the carriage on which the swing post
pivots and replace if necessary,
Figure 29. If worn pry out the seals and
remove the bushings using a suitable
step plate and driver.

9. Ease the base of the carriage forwards 3. Inspect the two bushes in which the
and lift the carriage from the mainframe, upper trunnions ofthe swing cylinders sit
Figure 28. and replace if worn or damaged.

20
----------------------•CHAPTERs----------------------•

INSTALLATION

Installation of the backhoe carriage follows

the removal procedure in reverse. During
installation observe the following
requirements:

• Ensure hoses are not twisted or kinked

and are correctly positioned in the hose
clamps.

Figure 30
• Ensure the swing post thrust washer is Swing Cylinder Grease Retaining Plugs
positioned on top of the lower carriage
pivot point so that the thrust washer takes 1. Grease Retaining Plugs
the wear and not the swing post or 2. Swing Cylinder
carriage.

MAINFRAME- OVERHAUL

• Tighten all hose connections and pin
retaining bolts to the specified torque, see
'Specifications' - Chapter 11 .
GENERAL
Overhaul of the mainframe is limited to
general inspection for damage and
inspection/repair of all seals and bushings.

• Check the hydraulic reservoir oil level and

lubricate all grease fittings with the When overhauling the mainframe remove
specified lubricant, see 'Specifications' - only those components necessary to
Chapter 11. complete the repair.

IMPORTANT: When lubricating the swing Where it is necessary to remove the

cylinder bushes on sideshift Units, continue stabilisers or swing cylinders (centre pivot
to pump grease through each fitting until Units), refer to Chapter 7 of Part 8.
clean grease is expelled through the hole in
the grease retaining plug, Figure 30.

For removal of the mainframe from the Unit

refer to Section D of this Chapter 'Backhoe/
• Check all hydraulic hose connections for Loader Counterweight Removal and
hydraulic leaks. Replacement'.

21
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND F R A M E - - - -

INSPECTION AND REPAIR

1. Examine the mainframe for damage and - - - -.....ee

repair as necessary. !

2. Centre Pivot Units:

Inspect the mainframe swing pivot

bushings for wear or damage and replace
if necessary. Figure 31. If worn pry out
the seals and remove the bushings using .
[/I
)
a suitable step plate and driver. Install
new bushes and fit new seals. fJ'~----. . .
\.V e>
e
R-9-292 0
Figure 31
3. Center Pivot Units: Centre Pivot Mainframe Bushings and Seals

1. Swing Pivot Bush and Seals

Inspect the swing cylinder trunnion pivot
2. Swing Pivot Bush and Seals
seals and bushings located in the 3. Swing Cylinder Bush and Seal
mainframe and replace as necessary. 4. Swing Cylinder Bush and Seal

G. BACKHOE EXTENDIBLE DIPSTICK- OVERHAUL

REMOVAL

1. For easier handling of the dipstick

remove the bucket.

2. Retract the dipstick and install the trans-

port pin to lock the sliding components
of the dipstick together, Figure 32.

3. Fully retract the crowd cylinder, lower the

dipstick to the ground and support the
boom using a suitable hoist.

Figure 32
4. With the engine switched off, move the Extendible Dipstick Transport Pin
excavator control levers to relieve any
pressure which may be in the system. 1. Transport Pin Locking Position

22
-----------------------CHAPTERs----------------------•
Figure 33
Extendible Dipstick and Bucket Cylinder Hoses
1. Crowd Cylinder Attaching Pin
2. Bucket Cylinder Hose Rod End
3. Boom to Dipstick Pivot Pin
4. Extendible Dipstick Cylinder Hose - Piston End
5. Extendible Dipstick Cylinder Hose- Rod End
6. Bucket Cylinder Hose - Piston End
7. Crowd Cylinder Rod End
5. If repairs require bucket cylinder removal
support the cylinder with a suitable sling
and hoist. Disconnect the bucket
cylinder hoses and cap the hoses and
ports. Remove the bucket cylinder piston
end and idler arm retaining pins and
remove the bucket cylinder from the
dipstick.
6. If the bucket cylinder has been removed
note the position of the hoses in the
securing clamps. Remove the clamps
securing the hoses to the dipstick frame.
7. Disconnect the extendible dipstick hoses
from the boom tubes. Figure 33. Cap the
fittings. If the bucket cylinder is not to be
removed, disconnect the bucket hoses
from the boom tubes.
23
IR-9-7-25 11
Figure 34
Extendible Dipstick Assembly
1. Bucket Cylinder
2. Extendible Dipstick Cylinder Attaching Pin -
Rod End
3. Idler Links
4. Extendible Dipstick- Outer Section
5. Extendible Dipstick Cylinder Attaching Pin -
Piston End
6. Extendible Dipstick- Inner Section
7. Wear Button Retaining Caps
8. Support the crowd cylinder and detach
the rod end of the cylinder from the
dipstick by removing the attaching pin.
Do not let the crowd cylinder drop or rest
on the boom tubes, doing so may
damage the tubes causing a restriction,
thus affecting performance.
9. Support the dipstick with a suitable chain
and hoist. Remove the bolt securing the
dipstick to boom pivot pin and drive the
pin from its position with a brass drift and
hammer. Lower the extendible dipstick
assembly onto the workshop floor.
Figure 34.
NOTE: A suitable method of supporting the
dipstick is to install the crowd cylinder
attaching pin in the holes where the crowd
cylinder rod attaches and connecting a chain
and hoist to the pin.
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 35 Figure 36
Extendible Dipstick Wear Plates Extendible Dipstick Wear Buttons

1. Wear Plate 1. Wear Button

2. Wear Plate Retaining Nuts 2. Wear Button Retaining Cap
3. Anchor Bracket 3. Wear Button Adjusting Screw
4. Wear Button Retaining Cap

DISASSEMBLY 4. Separate the two parts of the extendible

dipstick.
1. Loosen the external wear plate nuts,
Figure 35, from upper and lower sides of
the dipstick and remove the wear plates.

5. Support the extendible dipstick cylinder

2. Remove the four wear button retaining
caps and withdraw the buttons Figure 36.
and remove the snap rings and pin
securing the cylinder barrel to the
dipstick. Carefully remove the cylinder
taking care not to damage the cylinder
tube or hoses.

3. Remove the snap rings and washers at

the idler link, Figure 34 and drive out the
cylinder rod end attaching pin.

INSPECTION AND REPAIR

NOTE: The rod end attaching pin also 1. Inspect the dipstick for structural damage
secures the bucket idler links. Make a note of such as cracked welds or distortion.
their position. Repair or replace as required.

24
----------------------•CHAPTERs----------------------•
Figure 37
Dipstick Internal Wear Plates
1. Upper Wear Plate
2. Internal Dipstick Section
3. Lower Wear Plate
4. Fixing Bolts (6 off)
2. Inspect the bushings and seals for wear
and if worn pry out the seals and remove
the bushings using a suitable puller.
Bushes and seals are installed at the
bucket and idler arm attaching points and
boom pivot attaching point.
3. Install new bushings using a suitable
step plate and driver. Ensure that the
tapered end of the bushing is installed
first and that the bushings are flush with
the dipstick frame. Install the new oil seal
in the locating groove on each bush.
4. Inspect the wear plates on both the
internal and external sections of the
dipstick, for wear and replace where
necessary. Refer to Figures 35 and 37.
5. Examine the wear buttons for excessive
wear and replace as required.
25
REASSEMBLY
NOTE: Coat the bushings and seals with
grease prior to installation of the attaching
pins.
1. Position the extendible dipstick cylinder
rod end in the external section of the
dipstick and secure with the attaching
pin, idler arms, spacers and snap rings.
Ensure that the idler arms are installed in
the same position as when removed.
2. Taking care not to damage the cylinder
hoses and tubes, slide the internal
section of the dipstick over the cylinder
and into the external section.
3. Secure the piston end of the extendible
dipstick cylinder with the attaching pin,
washers and snap rings.
4. Install both external wear plates and
tighten the bolts to the specified torque,
see 'Specification' - Chapter 11.
5. Install the four wear buttons and
retaining caps. Using the adjusting set
screws adjust each button until they
contact the inner dipstick section and
provide equal clearance between the
inner and outer sections of the dipstick
assembly.
INSTALLATION
Installation of the extendible dipstick follows
the removal procedure in reverse.
During installation lubricate the pivot pins
and bushes. Replace the '0' ring face seals
on the cylinder hose connections.
Tighten all connections to the specified
torque, see specifications - Chapter 11.
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

H. EXCAVATOR CONTROL SYSTEM (MECHANICAL)- OVERHAUL

IR-9-04-20 11
Figure 38 Figure 39
Backhoe Control Console Backhoe Control Lever Linkage- Sideshift
Sideshift Shown
1. Control Lever Pivot
1. Dipstick Control Lever 2. Control Lever Link Assembly
2. Carriage Clamp Lever 3. Bellcrank
3. Extendible Dipstick Pedal 4. Stabiliser Lever Link Assembly
4. Boom Control Lever 5. Stabiliser Lever Shaft
5. Stabiliser Control Levers 6. Control Lever Shaft

REMOVAL DISASSEMBLY- Side Shift Units

1. Position the unit on a hard level surface 1. Remove the control lever and stabiliser
and rest the digging elements on the lever link assemblies by disconnecting
ground in a safe position. the pivot pins and removing the lever
pivot to link bolts, Figure 39.

2. With the engine stopped, relieve residual

pressures by moving all control levers in
all directions.
2. Disconnect the bellcrank, to valve spool
link assembly pivot pins and remove the
3. Unscrew the control lever knobs and links, Figure 40.
remove the rubber gaiters, Figure 38.

4. Sideshift Units:
3. Remove the bellcrank pivot shaft
retaining bolt and withdraw the shaft
Using a suitable pin punch drive the
bellcranks and spacers.
retaining pin from the clamp lever T
handle and remove the handle.

5. Remove the excavator control levers and 4. Remove the stabiliser lever pivot shaft
top and side covers to expose the control securing bolts and withdraw the shafts
mechanism. and levers.

26
----------------------•CHAPTERs----------------------•

Figure 40 Figure 41
Backhoe Control Lever Linkage Sideshift Units Backhoe Control Lever Linkage Centre Pivot Units

1. Bellcrank 1. Boom Lock Lever

2. Valve Assembly 2. Console
3. Link 3. Links
4. Pin 4. Stabiliser Shaft
5. Control Lever Pivot

5. Remove the circlips on the control lever 3. Remove the circlips on the control lever
pivot shaft and withdraw both shafts pivot shaft and withdraw both shafts
retaining the lever assembly. Repeat the retaining the lever assembly. Repeat the
procedure for the second lever. procedure for the second lever.

4. 555C and 655C Centre Pivot Units.

Disassemble the boom transport lock
mechanism as follows with reference to
Figure 42.
DISASSEMBLY- Centre Pivot Units
1. Remove the control and stabiliser lever
link assemblies by removing the bolts at a. Disconnect the actuating linkage at
either end of the link Figure 41. the boom lock lever and boom lock
hook.

2. Position the retaining rings on the

stabiliser lever pivot shaft to allow
sideways movement of the shaft and
removal of the lever assemblies. Remove
the retaining rings and withdraw the
shaft.
b. Remove the roll pins securing the
boom lock lever to the backhoe
control console. Withdraw the lever
from the console and retrieve the
spacers.

27
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

INSTALLATION

1. Installation of the control system follows

the disassembly and removal procedure
in reverse.

During installation observe the following

requirements:

• Tighten all bolts to the specified torque.

Figure 42
Transport Lock- Centre Pivot Units
• On sideshift Units adjust the stabiliser link
1. Snap Ring and Washer
assemblies to align the stabiliser levers.
2. Boom Lock Hook The levers should be fully operational in
3. Release Pin and Spring both directions.
4. Actuating Linkage

c. Support the lift cylinder using a
suitable piece of wood positioned
between the boom and lift cylinder.
Remove the snap ring and washer
from the cylinder retaining pin and
knock the pin from the cylinder. Lift
the boom lock hook from the unit.
Refer to Figure 42.
d. Remove the release pin and spring
from the swing post.
• Operate the backhoe to confirm correct
lever operation.
• Ensure the 555C, 655C centre pivot
transport lock is correctly adjusted. With
the boom fully raised and the locking lever
on the control console in the locked
position, the locking hook must contact
the engagement pin on the boom. Adjust
the lever to hook linkage to ensure correct
engagement.

INSPECTION

1. Inspect the pivot pins, bellcranks and EXTENDIBLE DIPSTICK FOOT

control lever link assemblies for wear or
damage and replace as necessary.
2. Examine all bushings for wear and
replace as necessary.
CONTROL
Overhaul of the extendible dipstick foot
control is limited to removal and inspection
of the linkage assembly. There is no
adjustment to the linkage and if worn or
damaged it should be replaced.

28
----------------------•CHAPTERs----------------------•
J. HOSES AND TUBES- OVERHAUL
GENERAL
Figures 47 and 48 at the rear of this Chapter
illustrate the hose routing at the mainframe
and the main control valve for both sideshift
and centre pivot Units manufactured for all
countries except Sweden, Finland and
Norway. On Units manufactured for
Sweden, Finland and Norway the lift cylinder
and crowd cylinder valve segments and hose
routing are interchanged.
Overhaul of hoses and tubes is limited to
replacement of '0' rings on the hose and
tubes where applicable and replacement of
damaged hoses and tubes.
Repair all hydraulic oil leaks promptly to
avoid loss of oil and possible damage and dirt
entry into the system. When checking for
hydraulic leaks, start and operate the engine
at 1200-1500 rev./min.
Remove and install new hoses immediately,
if they are severely damaged by a cut or
scrape, swollen at the fittings or leaking. If
leakage is observed, shut off the engine and
relieve all hydraulic pressure.
The following points should be observed
when removing hoses and tubes.
A WARNING: Never disconnect or
. . tighten a hose or tube that is under
pressure. If in doubt actuate the operating
levers several times with the engine switched
off prior to disconnecting a hose or tube.
29
IMPORTANT: Insure that when a hydraulic
hose or tube is renewed/installed, all
components are absolutely clean and free
from dirt. Failure to ensure absolute
cleanliness will result in the hose/tube
leaking after installation or possible damage
to other hydraulic system components.
NOTE: Use care in removal of hoses that will
be re-installed. Be careful not to twist or kink
a hose, doing so can damage the internal
facing causing early hose failure.
Before disconnecting any of the hoses or
tubes. from the control valves, tag and
identify the hose, tube or connector.
Note the position of any hoses secured in
clamps which will be loosened or removed
and measure the length from the end of
the hose or tube to the clamp so that
re-installation will be correct.
NOTE: Because of the close proximity of
hose connections it may be necessary to
remove more than one hose in order to
service a particular hose. Loosening the hose
at the connections away from the control
valve will aid in gaining flexibility and hose
movement within the mainframe.
IMPORTANT: On the swing cylinder hoses,
make a note of the fitting position and
routing of the hoses to ensure correct
re-assembly and prevent early hose failure.
Cap all hoses, connectors and ports to
prevent entry of dirt into the system.
- - - - P A R T 8-HVDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 43 Figure 44
·o· Ring Face Seal (O.R.F.S.) Connector ·o· Ring Installed Prior to Re-Connection
1. O.R.F.S. Fitting 1. O.R.F.S. Fitting
2. ·o· Ring Seal 2. ·o· Ring Seal

When repamng the ·o·

ring Face Seal
connectors used on 455C, 555C and 655C
Units the following disconnection and
re-assembly procedure should be observed.
NOTE: Insure that when tightening the hose
or tube fitting, the hose or tube assembly
does not turn. If the hose or tube turns while
tightening the fitting the '0' ring seal may be
damaged.

1. Release the fittings and separate the hose

or tube assembly, then remove and
discard the '0' ring seal from the fitting,
Figure 43.

2. Dip a new '0' ring seal into clean

hydraulic oil prior to installation. Install
the new '0' ring into the fitting and if
necessary retain in position using
petroleum jelly, Figure 44.

3. Assemble the new hose or tube assembly

and tighten the fitting finger tight, while
holding the tube or hose assembly to Figure 45
prevent it from turning, Figure 45. Hand Tightening O.R.F.S. Fitting

30
----------------------•CHAPTERs----------------------·

4. Using two suitable wrenches, tighten the

fitting to the specified torque, see
Specifications, Chapter 11.

NOTE: To ensure a leak free joint is obtained,

it is important that the fittings are not over
torqued or under torqued.

5. Bleed the air from the system any time a

hydraulic hose is removed, a tube
disconnected, or the system is opened to
atmosphere. This is accomplished by
running the engine at 1200-1500
rev./min., and actuating the loader or
backhoe control levers (no load in the
bucket) for approximately 15 minutes or
until all air is expelled from the system.
Figure 46
Tightening O.R.F.S. Fitting
6. After bleeding the system, position the
loader bucket flat on the ground, put the
backhoe into the transport position, and
shut of the engine. Then check the
hydraulic system oil level and add oil if
necessary.

31
----PARTS-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

R-9-238
Figure 47
Backhoe Hose Routing- Sideshift Units

1. Swing Cylinder- Swing Left 10. Right Stabiliser Cylinder- Piston End
2. Swing Cylinder- Swing Right 11. Left Stabiliser Cylinder- Rod End
3. Crowd Cylinder - Rod End 12. Left Stabiliser Cylinder- Piston End
4. Crowd Cylinder - Piston End 13. Clamp Cylinder - Pressure Line
5. Bucket Cylinder- Piston End 14. Clamp Cylinder- Return Line
6. Bucket Cylinder- Rod End 15. Swing Cylinder- Rod End
7. Lift Cylinder - Piston End 16. Swing Cylinder - Piston End
8. Lift Cylinder - Rod End 17. Extendible Dipstick Cylinder- Rod End
9. Right Stabiliser Cylinder- Rod End 18. Extendible Dipstick Cylinder- Piston End

32
......................... CHAPTERs-------------------------

R-9-321

Figure 48
Backhoe Hose Routing- Centre Pivot Units

1. Crowd Cylinder- Rod Piston 8. Right Stabiliser Cylinder- Piston End

2. Crowd Cylinder- Piston End 9. Left Stabiliser Cylinder- Rod End
3. Bucket Cylinder- Rod End 10. Left Stabiliser Cylinder- Piston End
4. Bucket Cylinder- Piston End 11. Left Swing Cylinder- Swing Left
5. Lift Cylinder- Piston End 12. Right Swing Cylinder- Swing Right
6. Lift Cylinder- Rod End 13. Extendible Dipstick Cylinder- Rod End
7. Right Stabiliser Cylinder- Rod End 14. Extendible Dipstick Cylinder- Piston End

33
 PARTS
HYDRAULIC SYSTEM,
CONTROLS AND FRAME

Chapter 9
LOADER FRAME, BUCKETS, CONTROL
SYSTEM, HOSES AND TUBES

Section· Page
A. LOADER FRAME AND BUCKETS- DESCRIPTION AND OPERATION 1
B. LOADER LIFT ARMS, BUCKET AND SUBFRAMES- OVERHAUL 5
C. LOADER CONTROL SYSTEM (MECHANICAL)- OVERHAUL 10
D. HOSES AND TUBES- OVERHAUL 13

A. LOADER FRAME AND BUCKETS- DESCRIPTION AND OPERATION

Ford 455C, 555C and 655C Units are

available as a tractor-loader or as a tractor-
loader backhoe, Figure 1. The loader lift arms
are constructed of high strength low alloy
steel and pivot on the two subframes bolted
to the front support and rear axle. The lift
arms and elliptical torque tube are welded to
form a one piece closed structure. Joining
the lift arms together with the torque tube
forms a rigid structure, which enables the
loader to withstand twisting and flexing
should corner breakout of the bucket occur.

On 555C/655C tractors the loader arm is

designed in a straight taper section
increasing in depth to the section
immediately at the rear of the torsion tube IR-9-9-01 11
where the maximum bending and torsion Figure 1
strength is required. Tractor Loader Backhoe

1
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----
Figure 2
Hydro-Mechanical Self- Levelling Linkage
1. Loader Arm Rod and Tube Assembly
2. Vertical Linkage Rod
3. Lower Bellcrank and Locknut
4. Bellcrank
On 455C tractors the loader arms are angled
down at the position where the lift cylinder
attaches to the loader arm. This design is
compatible with the narrow front axle track
width and enables optimum manoeuvrability
of the vehicle.
The main subframes are firmly attached to
both the vertical and horizontal planes of the
rear axle half housings and attached to the
front axle support casting in the vertical
plane only. This allows loader forces to be
absorbed by the subframe and rear axle
whilst allowing the engine and transmission
to be protected from loader compressive
forces.
The idler and bucket links are attached to the
rod end of the bucket cylinder to allow
maximum rollback and dump angles while
protecting the cylinder rods from bending
forces.
2
Figure 3
Hydro Mechanical Self- Levelling Linkage
1. Vertical Rod
2. Bell crank
3. Self-Levelling Linkage Clevis
4. Bucket Spool Bellcrank
5. Bucket spool Control Rod
A hydro-mechanical self-levelling linkage
mounted on the right hand side of the loader
arms and subframe and indirectly connected
to the loader bucket spool ensures that the
bucket remains in a constant position when
lifting the loader. When the loader arms are
raised the tube which is connected to the
bucket idler link slides up the rod, Figure 2
and actuates the bellcrank causing the
vertical rod to move upwards. The vertical
rod movement actuates the lower bellcrank
and causes a horizontal rod to slide in the
self-levelling linkage clevis which connects
the loader lever bucket spool control rod to
the bellcrank operating the spool, Figure 3.
When the horizontal rod reaches the end of
its free travel in the sliding clevis the bucket
spool is operated causing the bucket to roll
forward in proportion to the loader lift arm
movement and prevent bucket backspill.
A WARNING: The hydro-mechanical
. . self-levelling linkage operates only
when raising the loader. When lowering the
loader it is necessary to level the bucket
manually to prevent spillage of material.
----------------------•CHAPTER9-----------------------

IR-9-9-05 111
Figure 4 Figure 5
Loader Control Lever Return to Dig Switch

1. Control Lever Knob 1. Switch

2. Transmission Dump Switch 2. Bucket Level Indicator Rod

The standard loader bucket is constructed of A single loader control lever, Figure 4,
welded steel plate and has the following controls the lowering and raising of the
capacities dependent on model. loader lift arms, the rollback and dumping of
the bucket and the opening and closing of
455C 1.0 yd 3 the multi-purpose bucket where fitted. In
555C 1.125 yd 3 addition to these movements a "float" and a
655C 1.3 yd 3 "return to dig" position may be obtained.

A 1.12 cubic yd (765 litre) multi-purpose The "float" position enables the loader lift <

hydraulic bucket is also available for arms and bucket to follow the contour of the
installation on the Ford 555C and 655C ground and is obtained by moving the loader
models. control lever fully forward into the detent
position. The lever will remain in the "float"
position until it is moved manually towards
The bucket breakout force and lift capacity to neutral.
full height for each model of loader is as
follows:
On Ford 555C and 655C Units a bucket
Breakout Lift Capacity
"return to dig" switch, Figure 5, is fitted to
Force to Full Height
the loader enabling the bucket to be returned
455C 90001b 50001b to the level digging position automatically
(4082 Kg) (2268 Kg) after dumping. When the bucket is in the
dump position, moving the control lever to
555C 120001b 60001b the fully left position will engage an
(5443 Kg) (2722 Kg) electrically operated automatic detent which
will hold the bucket control valve spool in the
655C 12000 lb 65001b rollback position until the bucket has
(5443 Kg) (2998 Kg) returned to the level digging position.

3
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 6 Figure 7
Bucket Level Indicator Bucket Level Indicator
555C and 655C Units 455C Units

1. Indicator Rod 1. Indicator Arm Linkage

2. Indicator Tube 2. Indicator Arm
3. Tube Retaining Clamp 3. Fixed Pointer

The switch on the bucket level indicator is The control lever operating positions for each
activated when the bucket has reached the function of the loader are as follows:-
level position and this releases the bucket
Lever back -loader arms lift
control spool from the detent position.
Lever forward -loader arms lower

Lever fully forward - loader arms "float"

Lever left -loader bucket

rollback
Lever fully left -loader bucket
Incorporated with the "return to dig" switch "return to dig"
is a bucket level. indicator. The loader bucket
(Ford 555C and
level indicator, Figure 6, indicates when the
655C Units Ol")ly)
bucket is level with the ground. When the
bucket is level the end of the rod wi II be at the Lever right -loader bucket
end of the tube. dump

On Ford 455C Units a visual bucket level
indicator is also installed, Figure 7. When the
bucket is level with the ground the two
pointers on the right hand loader arm will be
aligned.
Multi-purpose bucket
(Ford 555C and 655C Units only)
Lever knob rotate right -bucket opens
Lever knob rotate left -bucket closes
Combinations of loader lift arm and bucket
action can be obtained by moving the lever in
a diagonal direction and/or rotating the knob
to obtain movements simultaneously.

4
-------------------------CHAPTER9-------------------------

TRANSMISSION DUMP SWITCH

The transmission dump switches, Figure 8,

located on the loader control lever and trans-
mission gearshift lever knobs enable drive
from the transmission to be engaged/
disengaged without the need to move the
power reversing lever to neutral. Either
button will disengage the transmission when
held in the depressed position.

The transmission dump switch feature allows

full engine power to be available for oper-
ating the loader hydraulics. It is recom-
mended that the loader control lever button
is used to disengage the transmission at the
point of bucket rollback and lift to increase
loader productivity. Figure 8
Transmission Dump Switches

IMPORT ANT: To avoid possible damage to 1. Loader Control Lever Dump Switch
the transmission hydraulic clutches never 2. Gearshift Lever Dump Switch
use the dump switch control for inching the
tractor forward. Inching the tractor forward
with the dump switch will cause the clutches
to slip excessively and overheat.

B. LOADER BUCKET, LIFT ARMS AND SUBFRAMES- OVERHAUL

LOADER BUCKET- REMOVAL

1. Position the bucket on the ground with

the open side down (full dump position),
Figure 9.

2. Remove the bucket pivot pin securing

bolts and using a brass drift and hammer,
drive out the bucket link pivot pins.

3. Retract the bucket cylinder rods and drive

out the lift arm to bucket pivot pins.

NOTE: On Units with a multi-purpose

bucket installed it is necessary to disconnect
and plug the hydraulic hoses prior to loader
bucket removal.

A WARNING: To avoid personal Figure 9

Loader Bucket Pivot Pins
. . injury, shut off the engine and relieve
all hydraulic pressure by operating the con- 1. Bucket Tipping Link
trol levers in all directions before any hydrau- 2. Bucket Pivot Pins
lic connection is disconnected. 3. Bucket Idler Link

5
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

INSPECTION

1. Inspect the bucket pivot pins and bushes

for wear and replace as necessary.

2. Examine the bucket for damage and

repair as necessary.

INSTALLATION

1. Position the bucket on the ground with

the open side face down.

2. Align the loader arm to bucket pivot

points and install the pivot pins and pin
retaining bolts.
3. Extend the bucket cylinder rods and align
the bucket to link pivot points. Install the
pivot pins and retaining bolts.
4. Tighten the pivot pin retaining bolts to
the specified torque and lubricate the
attaching points, see "Specifications" -
Chapter 11.
LOADER LIFT ARMS- REMOVAL
1. Remove the sheet metal surrounding the
fuel tank.
Figure 10
Hydro- Mechanical Self-Levelling Linkage
1. Loader Arm Rod and Tube Assembly
2. Vertical Linkage Rod
3. Lower Bellcrank and Locknut
4. Bellcrank
NOTE: The pins must be removed towards
the outside of the unit. If the pin is tight raise
the loader arms, drive the pin towards the
centre to the unit and install a dummy pin of
slightly smaller diameter. Lower the arms to
the original position and remove the dummy
pin.

2. Remove the loader bucket as previously 7. Using hydraulic power, very slowly
described in this section. retract the cylinder so that the cylinder
rod end comes clear of the attaching
3. 555C and 655C Units only: point on the lift arm.

Disconnect the return to dig switch.

4. Disconnect and remove the hydro- 8. Relieve any residual pressures and dis-
mechanical self-levelling linkage connect the hydraulic hoses. Cap or plug
attached to the bellcrank, Figure 1 0. all exposed openings.

5. Relieve any residual pressure and dis-

connect and cap the hoses to the bucket
9. Release each barrel from the subframe by
cylinders.
removing the retaining bolt and washer.
6. Position a suitable support between each
lift cylinder barrel and ground. Remove
the pins securing the rod end of each 1 0. With an assistant, or using suitable lifting
cylinder to the loader arms. equipment, remove the cylinders.

6
-----------------------CHAPTER9-----------------------

IR-9-9-12 T
Figure 11 Figure 12
Removing Loader Lift Arms Loader Pivot Pin Removal

1. Washer 5. Washer
2. Bqlt 6. Nut
3. Loader Arm 7. Spacer
4. Loader Sub Frame

11. Using a suitable hoist support the loader INSPECTION

arms. Refer to Figure 11.
12. Remove each loader arm pivot pin using
a suitable spacer, washer and the pivot
pin bolt as shown in Figure 12. Tighten
the nut and strike the bolt head with a
copper faced hammer to free the pivot
pin.
1. Inspect the loader arms for wear and
repair as necessary.
2. Inspect the pivot pins which attach the
lift cylinder to the loader frame for wear or
damage and replace as necessary using
the removal method described for the
loader arm pivot pins.

NOTE: On the right hand pivot pin of with
cab Units a split spacer located between the
loader arm and levelling linkage bel/crank
may be required as complete withdrawal of
the pivot bolt at this stage can be restricted
by the cab grab handle.
3. Inspect the loader arm bushings where
fitted for wear or damage and replace as
necessary. Damaged bushings can be
replaced with suitable step plates and a
driver.

1 3. Remove the loader arm assembly to the INSTALLATION

front of the vehicle taking care to ensure
that the arms remain in the balanced
position.
14. Disconnect the bucket cylinder tipping
and idler links. Remove the cylinder
barrel pivot pins and carefully lift the
cylinders from the frame.
1. Using a suitable hoist position the loader
lift arms onto the subframes and locate
the left hand lift arm pivot pin in the arm
and subframe.
2. Locate the retaining bolt and washer in
the pivot pin and retain in position using
the washer and nut.

7
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----
Figure 13
Loader Bucket Link Installation
1. Tipping Link
2. Idler Link
3. Welded Pin
4. Hydro Mechanical Levelling Linkage
3. Position the washer, bellcrank, spacer,
washer and pivot pin onto the right hand
retaining bolt. Locate the bolt and pivot
pin in the loader arm then retain the pin in
position using the washer and nut pre-
viously removed.
4. Tighten the retaining bolts to the spe-
cified torque, then sharply strike each
bolt axially and repeatedly with a 1 0 lb
(5 kg) hammer and retorque the bolt.
Repeat this bolt tightening procedure
until each bolt is torqued to the specified
torque. See "Specifications" Chapter 11.
5. Install the loader bucket cylinder and
idler and tipping links to the lift arms.
NOTE: Ensure when installing the right
hand bucket cylinder that the idler link is
fitted with the welded pin closest to the lift
arms, Figure 73.
8
Figure 14
Hydro Mechanical Self Levelling Linkage Ford 455C
1. Arm
2. Hydro Mechanical Levelling Linkage
3. Indicator Arm Linkage
4. Indicator Arm
6. If removed install the lift cylinder pivot
pin in the loader subframe.
7. Install the lift cylinder to the subframe
pivot pin and install the retaining bolt and
washer into the pin. Secure the bolt with
the washer and nut previously removed.
8. Tighten the retammg bolts to the spe-
cified torque then sharply strike each bolt
axially and repeatedly with a 10 lb (5 kg)
hammer and retorque the bolt. Repeat
this bolt tightening procedure until each
bolt is torqued to the specified torque.
See "Specifications" - Chapter 11 .
9. Reconnect the lift cylinder hoses and
tubes. Support and extend the cylinders
until the rod ends enter the pockets in the
lift arms.
----------------------•CHAPTERs----------------------•

10. Align the rod and lift arm pivot holes and
install the pivot pins. Tighten the pivot
pin retaining bolts to the specified torque
and remove the lifting hoist.

11. Install the loader bucket as previously

described in this section and reconnect
the return to dig switch where fitted.

12. Re-install the sheet metal surrounding

the fuel tank.

13. Lubricate all grease fittings. Check the

hydraulic reservoir oil level and examine IR-8-9-15 0
all hose connections for hydraulic leaks. Figure 15
Refer to 'Specifications' - Chapter 1 for Loader Subframe
correct lubricants.
1. Loader Arm Pivot Point
2. Backhoe Attaching Brackets
3. Idler Link
14. Re-assemble the hydro-mechanical self-
4. Rear Axle Bracket
levelling linkage ensuring that the centre 5. Subframe to Front Support Attachment
of the loader arm on 455C Units is
installed as shown in Figure 14.

5. Remove the hydraulic filter mounted on

15. Position the bucket level with the ground the left hand subframe as described in
and adjust the indicator arm to align with PART 8, Chapter 2, Section C.
the fixed pointer on the loader lift arm.

6. Lift the battery from the tray located on

the right hand subframe.

LOADER SUBFRAMES- REMOVAL 7. Place a suitable sling in the subframe to

loader pivot pin hole, refer to Figure 15
1. Remove the loader lift arms as described and support the subframe using the
previously in this section. appropriate lifting equipment.

2. Remove the cab or platform as described
in PART 9, Chapter 1.
3. Remove the backhoe frame as described
in PART 8, Chapter 8, Section D.
8. Disconnect the subframe idler links and
remove the subframe rear axle secur-
ing bolts. Identify any shims positioned
between the rear axle and subframe.

9. Remove the front support bolts and

4. Remove the loader valve as described in blocks.
PART 8, Chapter 7, Section B, and dis-
connect all loader tubes passing over, or
attached to, the subframes. 10. Lift the subframe from the Unit.

9
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

INSTALLATION • Ensure all retaining bolts are tightened to

the specified torque, see "Specifications"
Installation of the subframes follows the - Chapter 11.
removal procedure in reverse. During instal-
lation observe the following requirements:
• Ensure the backhoe frame, loader and cab or
• Ensure any shims removed during platform are installed as detailed in the
subframe removal are re-installed. appropriate removal and installation section.

C. LOADER CONTROL SYSTEM (MECHANICAL)- OVERHAUL

Figure 16 Figure 17
Loader Control Lever Linkages Control Valve Linkages

1. Auxiliary Section Control Bellcrank 1. Vertical Rod (Self Level Linkage)

2. Cable Adjusters 2. Bellcrank
3. Bucket Section Control Rod 3. Self Level Linkage Clevis
4. Connector 4. Bucket Spool Bellcrank
5. Auxiliary Section Control Cable 5. Bucket Spool Control Rod
6. Loader Boom Section Control Rod
7. Lever and Swivel Plate Assembly

3. Release the locking ring immediately

REMOVAL beneath the control lever knob. Unscrew
the knob and withdraw the knob and
1. Lift the cab floor mat and unscrew the cable assembly from the control lever.
panel at the base of the loader control
lever.

4. Remove the panel from the lever.

2. Slide the panel up the lever to expose the

transmission dump switch wiring and 5. Disconnect the lever control linkage at
disconnect the connector at the base of the bellcranks and the multi-purpose
the lever linkage, Figure 16. Release the bucket (auxiliary valve section) control
cable retaining strap. cable where fitted.

10
-------------------------CHAPTER9 . . . . . . . . . . . . . . . . . . . . . .. . .

6. Remove the bolt securing the lever

assembly to the support bracket and
withdraw the lever from the vehicle.

7. Disconnect the horizontal linkage and

hydro-mechanical self-levelling sliding
clevis from the valve spool operating
bellcranks, Figure 17.

8. Disconnect the vertical hydromechanical

self-levelling linkage from the valve
bellcrank.

9. Disconnect the bellcranks from the valve

spools and remove the retainers on each
bellcrank pivot pin. Drive out the pins and
remove the bellcranks.
Figure 18
Hydro-Mechanical Self- Levelling Linkage

INSPECTION 1. Loader Arm Rod and Tube Assembly

2. Vertical Linkage Rod
1. Inspect the control lever linkage for wear 3. Lower Bellcrank and Locknut
or damage and replace worn 4. Bellcrank
components as necessary.

2. On units installed with the multi-purpose MULTI-PURPOSE BUCKET/AUXILIARY

bucket valve section inspect the control CONTROL (Where Fitted)
cable for damage and replace as
necessary. 1. With valve section in neutral position
adjust the operating cable until the verti-
cal link ofthe control bellcrank is at 90° to
INSTALLATION the base plate of the control lever, Figure
16.
Installation ofthe loader lever control system
follows the removal procedure in reverse.
During installation ensure correct
2. Securely tighten the locknuts and re-
adjustment of the controls as follows and
check adjustment.
upon completion ensure that the loader con-
trollever operates in all planes of movement,
Figure 16.

LOADER AND BUCKET CONTROL

HYDRO-MECHANICAL SELF-
LEVELLING LINKAGE
1. Adjust the loader and bucket control
rods, Figure 16, so that when the control
1. Position the tractor on a hard level
spools are in neutral the control lever is in
surface with the bucket on the ground.
a vertical plane across the axis of the
vehicle and inclined at 1 oo rearwards
along the axis.
2. Disconnect the vertical linkage rod at the
2. Securely tighten the locknuts on each lower bellcrank and loosen the locknuts.
control rod. Refer to Figure 18.

11
----PARTS- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

~-9-9-19 11 IR-9-9-20 11
Figure 19 Figure 20
Hydro Mechanical Self levelling Linkage Dimensions- Hydro Mechanical Self-Levelling Linkage Dimensions
555C and 655C Units - 455C Units

1. Height From Ground 1. Height from Ground Level

2. Vertical Linkage Rod 2. Vertical Linkage Rod
3. Rod and Tube Assembly 3. Rod and Tube Assembly

3. Raise the loader arms upwards until the 2. Slide the tube up or down the rod until
loader bucket pivot pin is 875mm- the end of the tube is level with the end of
925 mm (34 in- 36 in) above the the rod. Tighten the tube clamps.
ground. Figures 19 and 20.

4. Fully rollback the loader bucket.

5. Adjust the vertical linkage rod such that

when re-connected the loader arm tube
touches the end of the loader arm rod
clevis. Refer to Figure 19.

6. Tighten the vertical linkage locknuts to

the specified torque. See "Specifi-
cations" - Chapter 11.

RETURN TO DIG AND BUCKET LEVEL

INDICATOR FORD 555C AND 655C
ONLY IR-9-9-06 11
Figure 21
1 . Place the loader bucket level with the Bucket Level Indicator
ground and slacken the tube clamp
1. Indicator Rod
which secures the level indicator tube to 2. Indicator Tube
the bucket cylinder, Figure 21. 3. Tube Retaining Clamp

12
-------------------------CHAPTERs-------------------------

3. Remove the "return to dig" switch cover,

Figure 22.

4. Slacken the switch retarnrng nuts and

move the switch until the rod just acti-
vates the switch. Tighten the switch
retaining nuts.

Figure 22
Return to Dig Switch Adjustment

1. Switch Retaining Nuts

2. Switch Arm
3. Indicator Rod
5. Install the switch cover. 4. Switch Cover

D. HOSES AND TUBES- OVERHAUL

Overhaul of hoses and tubes is limited to
replacement of ·o·
rings on the hose and tube
connectors and replacement of damaged
hoses and tubes.
Repair all hydraul1c oil leaks promptly to
avoid loss of oil and possible damage and dirt
entry into the system. When checking for
hydraulic leaks, start and operate the engine
at 1 200-1 500 rev /min.
Remove and install new hoses immediately,
if they are severely damaged by a cut or
scrape, swollen at the fittings or leaking. If
leakage is observed lower the loader to the
ground shut off the engine and relieve all
hydraulic pressure.
IMPORTANT: Ensure that when a hydrau-
lic hose or tube is renewed/installed, all
components are absolutely clean and free
from dirt. Failure to ensure absolute clean-
liness will result in the hose/tube leaking
after installation or possible damage to other
hydraulic system components.
NOTE: Use care in removal of hoses that will
be re-installed. Be careful not to twist or kink
a hose, doing so can damage the internal
facing causing early hose failure.

The following points should be observed
when removing hoses and tubes.
A WARNING: Never disconnect or
. . tighten a hose or tube that is under
pressure. If in doubt actuate the operating
levers several times with the engine switched
off prior to disconnecting a hose or tube.
Before disconnecting any of the hoses or
tubing from the control valves, tag and
identify the hose, tube or connector.
Cap all hoses, connectors and ports to
prevent entry of dirt into the system.

13
----PART8-HYDRAULICSYSTEM,CONTROLSAND FRAME----

Figure 23 Figure 24
'0' Ring Face Seal (O.R.F.S.) Connector '0' Ring Installed Prior to Re-Connection

1. O.R.F.S. Fitting 1. O.R.F.S. Fitting

2. '0' Ring Seal 2. ·o· Ring Seal

When repairing the ·a· ring Face Seal con-

nectors used on 455C, 555C and 655C Units
the following disconnection and reassembly
procedure should be observed.

1. Release the fittings and separate the hose

or tube assembly, then remove and
discard the '0' ring seal from the fitting,
Figure 23.

2. Dip a new '0' ring seal into clean hydrau-

lic oil prior to installation. Install the new
'0' ring into the fitting and if necessary
retain in position using petroleum jelly,
Figure 24.

3. Assemble the new hose or tube assembly

and tighten the fitting finger tight, while
holding the tube or hose assembly to Figure 25
prevent it from turning, Figure 25. Hand Tightening O.R.F.S. Fitting

14
-----------------------CHAPTER9-----------------------

4. Using two suitable wrenches, tighten the

fitting to the specified torque, Figure 26.
See "Specifications" - Chapter 11.

NOTE: To ensure a leak free joint is obtained,

it is important that the fittings are not over or
under torqued.

5. Bleed the air from the system any time a
hydraulic hose is removed, a tube dis-
connected, or the system is opened to
atmosphere. This is accomplished by
running the engine at 1200-1500
rev/min., and actuating the loader or
backhoe control levers (no load in the
bucket) for approximately 15 minutes or
until all air is expelled from the system.
-9-8-46
Figure 26
Tightening the O.R.F.S. Fitting
6. After bleeding the system, position the
loader bucket flat on the ground, put the
backhoe into the transport position, and
shut off the engine. Then check the
hydraulic system oil level and add oil if
necessary.

15
 PARTS

HYDRAULIC SYSTEM,
CONTROLS AND FRAME
Chapter 10
HYDRAULIC TROUBLE SHOOTING AND
PRESSURE TESTING

Section Page
A. TROUBLE SHOOTING AND PRESSURE TESTING-
INTRODUCTION 1
B. TROUBLE SHOOTING- WHOLE UNIT 3
C. TROUBLE SHOOTING- BACKHOE 4
D. TROUBlE SHOOTING- LOADER 6
E. TROUBLE SHOOTING- HYDRAULIC PUMP 7
F. HYDRAULIC PUMP PERFORMANCE TESTING 8
G. PRESSURE TESTING 10

A. TROUBLE SHOOTING AND PRESSURE TESTING- INTRODUCTION

If trouble shooting, pressure and flow testing Preliminary Checks

is carried out in a systematic manner and
the results analysed, the malfunction can
be readily and accurately identified. If
short cuts, assumptions and guesses are
made, unnecessary strip-down
component renewal could result. Follow the
step-by-step procedures outlined below.
As a first step in the trouble shooting pro-
cedure, several preliminary checks should be
made. These checks are important in that
or once performed they need no longer be
considered as a possible cause of the
immediate or reported malfunction.

1
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
• Check that the hydraulic oil is at the
correct level and of the correct
specification. See "Specifications"
Chapter 11.
• Check the loader, backhoe or any
additional accessory such as hydraulic
bucket, hammers etc., for correct
assembly or installation and additionally
for signs of external damage that might
cause gross misalignment of structural
members.
• Check i.n more detail for other mechanical
damage such as kinked/twisted/worn or
decayed hoses, damaged cylinders and
bent elements. Do not forget to check
underneath the unit for damaged steel
tubework, particularly if the unit has been
known to have operated in arduous
conditions, been grounded or "bogged
down".
• Ensure optimum operating temperature of
the hydraulic oil is achieved.
• Perform the system relief valve pressure
check.
• Perform the circuit relief valve pressure
checks.
The preceding preliminary checks assume
that the engine performance is not in
question. Having performed these checks
and failing to locate the cause of the
malfunction the following procedures
should be adopted:-
1 . If possible, operate the backhoe and
make notes of the operating
characteristics. Cycle each control lever
to operate each of the cylinders to the
fully extended and retracted positions.
2
2. Compare the operating characteristics in
the preceding stage with the
malfunctions listed in the "Trouble
Shooting Chart".
EXAMPLE: Backhoe lift circuit slow to raise,
all other circuits appear to work normally.
Listed in the column under "Malfunction" in
the "Trouble Shooting Chart", the
description would be "lift fails to operate, is
slow or has loss of power".
• The column headed "Malfunction" lists
the observed malfunctions when the
excavator or loader is operated.
• The column headed "Possible Cause"
lists all the items in the circuit which could
cause the observed malfunction.
• The column headed "Test/Repair" lists
the test which should be used to
determine the item causing the observed
malfunction.
Refer to 'Test/Repair" column and perform
the recommended tests. Proper testing will
reduce the time required in locating the
cause of the malfunction. Proper testing will
also provide a more accurate indication of
the malfunction and will save time by
avoiding unnecessary disassembly and
inspection of all the components in the
particular circuit. If adequate test equipment
is not available, disassembly and inspection
of the items listed under "Possible Causes"
must be undertaken.
-----------------------CHAPTER1o------------------------

B. TROUBLE SHOOTING CHART- WHOLE UNIT

MALFUNCTION POSSIBLE CAUSE TEST/REPAIR

All circuits fail to operate.
Slow operation or loss of
power in all circuits.
Pump drive inoperative.
Pump Worn.
Low oil level.
Faulty system relief valve.
Restricted pump suction
line.
Pump worn.
Restricted pump suction
line.
Faulty system relief valve.
Investigate and repair as
necessary.
Perform pump performance
test and replace/reseal as
necessary.
Check and add oil.
Check system relief valve
adjust/overhaul as
necessary.
Inspect suction line and
reservoir, repair as
necessary.
Perform pump performance
test and replace/reseal as
necessary.
Inspect suction line and
reservoir, repair as
necessary.
Check system relief valve
adjust/overhaul as
necessary.

3
- - - - P A R T 8-HYDRAULIC SYSTEM. CONTROLS AND FRAME----

C. TROUBLE SHOOTING- BACKHOE

Refer to the following backhoe trouble shooting chart after first considering the preceding
chart. The backhoe chart should only be referred to if the supply circuit is performing normally,
thereby confirming that the pump and hydraulic supply circuit is functioning to specification.
See also "E". Trouble Shooting- Hydraulic Pump" page 7.

MALFUNCTION POSSIBLE CAUSE TEST/REPAIR

Lift fails to operate, is slow,
has loss of power or is not
holding.
Crowd fails to operate, is
slow, has loss of power.
Bucket fails to operate, is
slow or has loss of power.
Extendible dipstick fails to
operate, is slow, has loss of
power or is not holding.
All backhoe circuits fail to
operate, are slow or have
loss of power.
Lift circuit relief valve stuck
open, set too low or seat is
leaking.
Piston seal leaking or
cylinder barrel damaged.
Valve spool leakage.
Crowd circuit relief valve
(piston end) stuck open, set
too low or seat is leaking.
Piston seal leaking or
cylinder barrel damaged.
Valve spool leakage.
Bucket circuit relief valve
(rod end) stuck open, set
too low, or seat is leaking.
Piston seal leaking or
cylinder barrel damaged.
Valve spool leakage.
Extendible dipstick circuit
relief valve (piston end)
stuck open, set too low or
seat is leaking.
Piston seal leaking or
cylinder barrel damaged
Valve spool leakage.
Regenerative check vaJve in
control valve outlet end cover
stuck open or seat is leaking.
Lift circuit relief valve
pressure test.
Cylinder packing leakage
test.
Examine lift section of
backhoe control valve
assembly for wear and
scoring.
Crowd circuit relief valve
test.
Cylinder packing leakage
test.
Examine crowd section of
backhoe control valve
assembly for wear and
scoring.
Bucket circuit relief valve
test.
Cylinder packing leakage
test.
Examine bucket section of
backhoe control valve
assembly for wear and
scoring.
Extendible dipstick circuit
relief valve test.
Cylinder packing leakage
test.
Examine dipstick section of
backhoe control valve
assembly for wear and
scoring.
Back pressure relief valve
and unload valve test.

4
-----------------------CHAPTER1o------------------------
C. TROUBLE SHOOTING- BACKHOE (contd)
MALFUNCTION
Right or left direction swing
fails to operate is slow, or
has loss of power.
Swing fails to slow (cushion
arrest) at end of travel.
Swing continues to move
when control lever returned
to neutral (one direction
only).
Swing drifts, slow to
respond, hesitates.
Cylinders leak down
(spools in neutral).
Any one circuit drops
momentarily when signalled
to raise.
Lift cylinder hesitates when
dropped rapidly then
signalled to raise.
Right or left stabiliser is
slow or has loss of power.
POSSIBLE CAUSE
Swing circuit relief valves not
seating, set too low or seat is
leaking.
Piston seal leaking or cylinder
barrel damaged.
Valve spool leakage.
Piston seal leaking or cylinder
barrel damage.
Integral sliding restrictor
damaged.
Circuit relief valve (return
side) stuck open, set too
low or seat leaking.
Valve spool leakage.
Circuit relief valve anti-
cavitation function stuck/
seized.
Restrictors seized/incorrectly
positioned.
Piston seal leaking or
cylinder barrel damaged.
Internal valve leakage.
Load check valve between
control valve sections
damaged.
Lift cylinder rod end
restrictor damaged or
incorrectly positioned.
Piston seal leaking or
cylinder barrel damaged.
Valve spool leaking.
Stabiliser cylinder rod end
restrictor damaged or
incorrectly positioned
(Scandinavian units only}.
5
TEST/REPAIR
Swing circuit relief valve test.
Cylinder packing leakage test.
Examine swing section of
backhoe control valve
assembly for wear or scoring.
Cylinder packing leakage test.
Disassemble and Inspect.
Swing circuit relief valve
test.
Examine swing section of
backhoe control valve
assembly for wear or
scoring.
Disassemble and Inspect.
Disassemble and Inspect.
Cylinder packing leakage
test.
Examine appropriate valve
section of backhoe control
valve assembly for wear or
scoring.
Disassemble and Inspect.
Disassemble and Inspect.
Cylinder packing leakage
test.
Examine appropriate
stabiliser section of backhoe
control valve assembly for
wear or scoring.
Disassemble and Inspect.
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
D. TROUBLE.SHOOTING- LOADER
MALFUNCTION
Lift fails to operate, is slow
or has loss of power.
Bucket fails to operate is
slow or has loss of power.
Cylinder leak down (spools
in neutral).
Hesitation in loader lift or
bucket cylinders when
control initially moved.
POSSIBLE CAUSE
Valve spool leakage.
Piston seals leaking or
cylinder barrel damaged.
Circuit relief valves stuck
open, set too low or seat
leaking.
Valve spool leakage.
Piston seals leaking or
cylinder barrel damaged.
Piston barrel damaged.
Internal valve leakage.
Load check valve between
control valve sections
damaged.
6
TEST/REPAIR
Examine lift section of
loader control valve
assembly for wear or
scoring.
Cylinder packing leakage
test.
Bucket circuit relief valve
test.
Examine bucket section of
loader control valve
assembly for wear or
scoring.
Cylinder packing leakage
test.
Cylinder packing leakage
test.
Examine appropriate valve
section of loader control
valve assembly for wear or
scoring.
Disassemble and Inspect.
-----------------------cHAPTER1o------------------------

E. TROUBLE SHOOTING- HYDRAULIC PUMP

MALFUNCTION POSSIBLE CAUSE TEST/REPAIR

System noisy.
Hydraulic oil exhausts from
breather at the reservoir.
Oil heating.
Shaft seal oil leakage.
Foaming oil.
Worn or damaged pump
gears or pressl,lre plates.
Aeration: Air entering the
systems at: suction tube,
pump shaft, fittings or
cylinder glands.
Cavitation: Restrictions in
the system at the suction
line or at the suction screen
in the reservoir.
Water in the system.
System relief valve chatter.
Tubing vibration.
Cold hydraulic oil.
Wrong type oil being used.
Reservoir overfilled.
Aeration: Air entering the
system at: suction tube,
pump shaft, fittings or
cylinder glands.
Cavitation: Restriction in
the system at the suction
screen in the reservoir.
Oil suppy low.
Contaminated oil.
Setting of relief valve too
high or too low.
Oil in system too light.
Oil cooler fins blocked.
Worn shaft seal.
Low oil level.
Air drawn into suction line.
Wrong oil grade.
Hydraulic pump perform-
ance test.
Hydraulic pump perform-
ance test.
Visual and/or hydraulic
pump performance test.
Visual.
Check system relief valve
adjust/overhaul as
necessary.
Visual.
Check hydraulic oil
operating temperature.
Investigate/drain and refill.
Check hydraulic oil level.
Hydraulic pump
performance test.
Visual and/or hydraulic
pump performance test.
Fill reservoir.
Drain reservoir and refill
with clean oil.
Drain reservoir and refill
with clean oil. Test relief
valves.
Drain reservoir and refill
with correct viscosity oil.
Clean oil cooler.
Replace shaft seal and
inspect pump.
Fill reservoir.
Check/tighten suction line.
Drain and refill with correct
oil.

7
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
F. HYDRAULIC PUMP PERFORMANCE TESTING
The hydraulic pump must deliver a specified
quantity of oil through the backhoe and
loader circuits within prescribed pressure
limits. If the pump flow rate falls below
specification and possibly fails to achieve
specified pressure, the efficiency of the
hydraulic system will be reduced.
The hydraulic pump performance test is
performed with the pump isolated from the
backhoe loader circuit so that system leakage
is not a factor in the test.
With the tester properly installed, all oil is
pumped directly to the tester unit, measured
at the desired pressure and temperature and
returned to the reservoir.
When measuring pump performance the
working temperature of the oil must be at
180°F (82°C).
IMPORTANT: Do not. under any
circumstances, exceed the system pressure
when testing the pump. Excessive pressures
could cause major pump damage.
Test Equipment Installation
1 . Park the unit on a hard level surface. Park
the backhoe elements and release all
residual pressures by moving all control
levers in all directions.
8
2. Disconnect the pump pressure inlet tube
at the loader valve and install thread
adaptor FT 8557 into the feed tube from
the hydraulic pump ensuring that the ·o·
ring face seal has been installed between
the tube and adaptor.
3. Install thread adaptors FT 820-1 into the
inlet and outlet parts of hydraulic tester
(flowmeter) MS 820A and connect a
hose with 1' f,s" J IC female ends between
the inlet port of tester and adaptor
FT 8557 on pump pressure feed tube.
Figure 1.
4. Connect a suitable 1'/,s" JIC female hose
to the outlet port of the hydraulic tester
and route this hose to the reservoir filler
opening. Position the hose so that the
end is below the oil level. Support and tie
the hose in this position, Figure 2.
5. Tighten all connections and ensure the
tester load valve is fully open.
Figure 1
Hydraulic Pump Performance Test Installation
1. Adaptor FT 8557
2. Loader Feed Tube from Hydraulic Pump
3. Hose to Hydraulic Tester
-----------------------CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .

5. Reduce the engine speed to 1100

rev/min and again record the flow.

ANALYSIS - since the pump is a fixed

displacement type, the volume of oil flow
recorded at 2200 rev/min should be twice
the no-load volume at 1100 rev/min. If the
volume is not doubled then a restriction in
the pump supply tubing is indicated. The
higher demand for oil made by the pump at
2200 rev/min indicates this restriction.
Investigate and correct before progressing to
the next test.

Figure 2
Hydraulic Tester Installation

1. Return Hose to Reservoir

2. Hydraulic Tester MS 820-A Efficiency
3. Input Hose to Hydraulic Tester
1. Re-run the preceding cavitation test.

Hydraulic Pump -Test Procedure

Cavitation 2. Set the engine speed to 2200 rev/min

and record the flow with no load applied.
1. Re-check that the tester load valve is fully
open.
3. Gradually apply load until 2500 lbf/in 2
2. Start the engine and operate at (172 bar) is displayed on the pressure
approximately 2200 rev/min. Where a gauge. Re-adjust the now reduced
tachometer is not installed in the vehicle engine speed back to 2200 rev/min.
use a suitable stroboscope to measure Record the indicated flow rate.
the engine speed. A suitable point for
measuring the engine speed is the
hydraulic pump driveshaft which
ANALYSIS - having ensured that both
attaches directly to the engine crankshaft
readings were conducted at 2200 rev/min-
pulley.
this must be kept constant - determine the
pump efficiency or "State of Health" by
3. Gradually close the tester load valve. dividing the no-load volume into the with-
Until a pressure of approximately load volume.
1500 lbf/in 2 (1 00 bar) is shown on the
pressure gauge and allow the hydraulic
oil to warm to a temperature of 165°F
(75°C). Example:

25 galls (or litres) at 2500 lbf/in 2 (172 bar)

4. Remove the load by fully opening the 28 galls (or litres) 'at 0 lbf/in 2 (0 bar)
load valve and reset the engine speed to
2200 rev/min. Record the indicated flow. = 0.9 or 90% efficient

9
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

A pump which is less than 80% efficient will
generate excessive heat, give extremely poor
performance and also, due to its heat
generation, be detrimental to other circuit
components. A pump with low efficiency,
should be removed, inspected and, if
necessary, replaced.
Noisy Hydraulic Pump Operation
A simple yet effective test can be performed
to help diagnose noisy pump operation.
Where air leakage is suspected as being the
·cause of the noisy pump, use a squirt-type oil
can filled with a light hydraulic oil and squirt
oil on:

• The pump shaft

• The pump housing

If the pump is more than 80% efficient and
, ~he owner complains of a loss of power or
speed, the operational requirements of the
unit will determine if the pump should be
repaired or replaced to achieve optimum
perform anee.
• The suction line
If air is entering the pump the oil will provide
a temporary seal and cause a distinct change
in the sound made by the pump.

G. PRESSURE TESTING

System Relief Valve- Test Procedure

Before checking the valve pressure settings,

the hydratJiic system must be at normal
operating temperature (approx. 165°F -
75°C). Valve pressure adjustments made
when the hydraulic oil is cold will result in
inaccurate relief pressures during actual
operating conditions.

The system relief valve for 455C, p55C and

655C industrial tractors is located in the
inlet end cover of the loader control valve.
Figure 3.
Figure 3
Loader Control Valve Assembly

1. Outlet End Cover

2. Multipurpose Bucket Control Valve
1. Position the loader and backhoe 3. Lift Cylinder Control Valve
elements on the ground and stop the 4. Bucket Circuit Relief Valve- Rod End
engine. Relieve all pressure in the 5. System Relief Valve
6. Pressure Test Port
hydraulic circuits by actuating the loader
7. Inlet End Cover
and backhoe levers in all directions of 8. Bucket Cylinder Control Valve
travel. 9. Bucket Cylinder Relief Valve- Piston End

10
. . . . . . . . . . . . . . . . . . . . . .-CHAPTER1o-----------------------
Figure 4
System Relief Valve Pressure Test
1. Pressure Gauge; Tool No. FT 8503A
2. Adaptor; Tool No. FT 8503-8
3. Ford Hose; Part No. E1 NN-F493-AA
4. Adaptor; Tool No. FT 8541
2. Remove the •j,."-18 UNF plug from the
loader valve chest test port and install a
high pressure gauge FT 8503A using
hose to valve adaptor FT 8541, Ford
hose Part No. E1 NN-F493-AA (Finis
No. 3936707) and gauge adaptor
FT 8503-8. Figure 4.
3. Start the engine and set the engine speed
to 2200 rev/min. Where a tachometer is
not installed in the vehicle use a suitable
stroboscope to measure the engine
speed. A suitable point for measuring the
engine speed is the hydraulic pump
driveshaft which attaches directly to the
engine crankshaft pulley.
4. Actuate the loader control valve to fully
retract the loader lift cylinder (fully lower
loader to the ground) and observe the
pressure reading on the gauge.
11
Figure 5 '
System Relief Valve Adjustment
1. Locknut
2. Pressure Adjusting Cap
3. Relief Valve Identity Tag
4. Relief Valve Body
5. If the pressure setting of the system relief
valve is not to specification, see
"Specifications" Chapter 11 refer to the
following adjustment procedure.
System Relief Valve - Adjustment
1. Loosen the lock nut on the relief valve.
Refer to Figure 5.
A WARNING: Do not remove the
. . adjusting nut with the engine
running.
2. Actuate the loader control valve to fully
retract the loader lift cylinder. Hold the
control lever to retain the pressure
reading.
3. Turn the adjusting cap anti-clockwise to
decrease the pressure setting and
clockwise to ' increase the pressure
setting. Adjust the valve to the specified
pressure, see "Specifictions" Chapter 11
and tighten the lock nut.
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Figure 6
Backhoe Control Valve Assembly

1. Extendible Dipstick Control Valve 10. Stabiliser Cylinder Control Valve

2. Inlet End Cover 11 . Outlet End Cover
3. Direct Acting Circuit Relief Valve - Extendible 12. Backpressure Unload Valve
Dipstick Piston End 13. Backpressure Valve
4.' Anti-cavitation Circuit Relief Valve- Lift 14. Direct Acting Circuit Relief Valve - Crowd
Cylinder Piston End Cylinder Piston End
5. Anti-cavitation Circuit Relief Valve - Swing 15. Anti-cavitation Circuit Relief Valve- Swing
Cylinder Cylinder
6. Swing Cylinders Control Valve 16. Direct Acting Circuit Relief Valve- Lift Cylinder
7. Direct Acting Circuit Relief Valve- Bucket Rod End
Cylinder Rod End 17. Lift Cylinder Control Valve Section
8. Bucket Cylinder Control Valve 18. Stabiliser Cylinder Control Valve
9. Crowd Cylinder Control Valve

4. Release the control lever, stop the
engine, relieve all residual pressures by
actuating the loader and backhoe levers
in all directions of travel and remove the
test equipment.
5. Replace the plug in the test port.
Circuit Relief Valves- Test Procedure
The location of the circuit relief valves are
shown in Figure 3 for loader valves and
Figure 6 for backhoe valves.
NOTE: That on units manufactured for
Scandinavian markets the lift and crowd
valve sections of the backhoe control valve
are interchanged. Additionally units without
extendible dipsticks do not have the
appropriate valve section.

12
-------.--------------CHAPTER1o----------------------

On units not installed with the multi-purpose

bucket auxiliary equipment option the
auxiliary valve section of the loader control
valve assembly is deleted and the outlet end
cover design is changed to accept the outlet
tubes on its end face.

Two types of circuit relief valve are installed

dependant on circuit or model and are either
direct acting or pilot operated with anti-
cavitation feature.

Each valve is identified with its particular Figure 7

pressure setting. On pilot operated with Amplified Pressure Circuit Relief Valve Test Schematic
anti-cavitation relief valves the pressure
setting is marked on a steel band attached to 1. Bucket Cylinder Control Valve
the body. Refer to Figure 5. On direct acting 2. Check Valve
3. Bucket Cylinder
valves the pressure setting is stamped on the 4. Piston End-System Relief Valve Pressure
valve end cap. 5. Rod End- Amplified Pressure
6. 12ft (4m) Hose
7. Test Block; Tool No. FT 8540
8. Circuit Relief Valve Assembly
9. Pressure Gauge; Tool No. FT 8503-A
NOTE: It is important that only a valve of the 10. Hose to Reservoir
correct pressure setting be used in a
particular circuit the use of a valve with a
higher pressure setting than specified could Shown in Figure 7 is the schematic of the
cause structural damage to the unit. circuit relief valve test method using the
bucket cylinder as a system pressure
amplifier. The bucket cylinder piston end
surface area to rod end surface area is
Most circuit relief valves are operated at a approximately 2:1. By applying a system
pressure higher than the main system relief pressure to the piston end up to 4800 lbf/in 2
valve. The high pressure source required to (330 bar) can be developed at the rod end
test all circuit relief valves is achieved using a when the cylinder is extended and is
cylinder to amplify the pressure in the test sufficient to operate all circuit relief valves.
circuit. If it is considered that on a certain
surface area, for example, the piston side of a
cylinder, a force is applied, then the force
measured on the rod side of the cylinder will
be greater because of its smaller surface area. Test Equipment Installation

1. Operate the backhoe for approximately

To test the circuit relief valves the bucket
cylinder is employed. Because of the
difference between piston and rod side areas
this can generate approximately two times
the system pressure.
15 minutes and warm the hydraulic oil to
165°F (75°C).
2. Park the unit on a hard level surface and
fully retract the crowd and bucket
cylinders. Lower the boom to the ground.

13
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----
Figure 8
Amplified Pressure Test using Bucket Cylinder
1. Bucket Cylinder Rod End Supply Hose
2. Adaptor; Tool No. FT 8555
3. Check Valve; Tool No. N1100-CR3
4. Bucket Cylinder
5. Bucket Cylinder Rod End Tube
6. Adaptor; Tool No. FT 8556
7. T Fitting; Tool No. N11 OO-CR4A
8. 12ft (4m) Hose
3. Disconnect the bucket tipping linkage
from the cylinder and support the
cylinder clear of the boom so that the
cylinder can be fully ·retracted and
extended without operating the bucket.
Alternatively rest the dipstick on a
support so that the bucket can be fully
curled without obstruction.
4. Stop the engine and move the backhoe
and loader operating levers in all
directions to relieve all residual pressures.
5. Disconnect the bucket cylinder rod end
supply hose from the cylinder port feed
tube and connect adaptor Tool No. FT
8556 to the tube. Connect T Fitting Tool
No. N11 OO-CR4A to check valve Tool
No. N11 OO-CR3 and connect this
assembly to adaptor FT 8555 Figure 8.
14
Figure 9
Circuit Relief Valve Pressure Test
1. Pressure Gauge; Tool No. FT 8503-A
2. Adaptor; Tool No. FT 8503-8
3. 12ft ( 4m) Hose from Amplified Pressure Source
4. T Fitting; Tool No. N11 OO-CR2A
5. Adaptor; Tool No. N1100-CR1
6. Suitable Outlet Hose to Reservoir
7. Adaptor; Tool No. N11 OO-CR1
8. Circuit Relief Valve Assembly
9. Pressure Adjusting Cap
10. Locknut
11. Test Block; Tool No. FT 8540
12. Ford Hose; Part No. E1 NN-F493-AA
6. Connect the previously disconnected rod
end feed hose to check valve N11 OO-
CR3 using adaptor Tool No. FT 8556.
7. Connect a length of hose to the vacant
port on N11 OO-CR4A. The hose should
have 1' ;,." J IC thread fittings at each end.
8. Connect to the inlet port of test block
Tool No. FT 8540, the adaptor Tool No.
N11 00 CR1, T Fitting Tool No. N11 00
CR2A and amplified pressure supply
hose. Figure 9.
9. Connect high pressure gauge FT 8503-A
to the T Fitting.
-----------------------cHAPTER1o-----------------------
Figure 10
Plugging Vacant Circuit Relief Valve Port in Control
Valve Assembly
1. Shut-off Valve (Plug) Tool No. FT 8540-1
10. Using adaptor N11 OO-CR1 attach to the
outlet port of the test block a hose of
suitable length to enable exhaust oil to be
returned to the units reservoir or a
suitable container.
NOTE: If using a container to collect the
exhausting oil during each pressure test
ensure that the units reservoir never looses
more than 2-3 gallons (9-12 litres) of
hydraulic oil before it is replenished.
11. Remove the relief valve to be tested from
the valve chest and install in the
remaining port on the test block. Use
shut-off valve Tool No. FT 8540-1 to
plug the port in the valve chest from
which the valve being tested was
removed. Figure 1 0.
15
Circuit Relief Valve- Test Procedure
1. Having connected the test equipment as
described under "Test Equipment
Installation", ensure all connections are
secure and tight.
2. Start the engine and operate at 1400
rev/min.
3. Actuate the bucket cylinder to fully
retract the cylinder if not already in this
position.
4. Feathering the control lever, slowly
extend the cylinder and observe the
pressure gauge. The gauge will indicate
the circuit relief valve pressure setting.
NOTE: Do not operate the unit above the
stated engine revI min and do not attempt to
extend the cylinder too quickly. If speed is
increased, the oil flow relieved by the circuit
relief valve will create a false indication of the
true pressure setting.
5. If the indicated pressure is not to
specification, see Chapter 11, adjust the
circuit relief valve as detailed under
the heading "Circuit Relief Valve
Adjustment".
NOTE: Each circuit relief valve must only be
adjusted to the pressure range indicated on
each valve. It is not possible to adjust for
example a valve identified as a 2700 lbf/in 2
(186 bar) to a pressure of 3500 lbf/in 2
(245 bar) though each valve is of similar
construction and will screw into another
spool section.
- - - - P A R T 8-HYDRAULIC SYSTEM. CONTROLS AND F R A M E - - - -

Swing System- Cushioning Test

Automatic cushioned arrest at the maximum

swing position is provided by the sliding
restrictors within the swing cylinders, see
"Description and Operation" in Chapter 7 of
this part. Test the cushioning effect as
follows:-

1. Position the backhoe on a hard level

surface and lower the stablisers.
Figure11
Circuit Relief Valve Adjustment on Pilot Operated with
Anti-cavitation Feature Valves

1. Locknut
2. Pressure Adjusting Cap
3. Relief Valve Identity Tag
4. Relief Valve Body
2. With the backhoe elements at full reach,
swing the boom fully to the right- during
the last 20°-25° of the swing the elements
should slow automatically. Circuit Relief Valve- Adjustment

Pilot operated valves with anti-cavitation

feature.

Any malfunction should be identified and the
respective retracted swing cylinder removed,
disassembled and inspected.
1. Loosen the adjusting cap lock nut on the
valve to be adjusted and turn the adjusting
cap clockwise to increase the pressure, or
anti-clockwise to reduce the pressure. Do
not rotate the adjusting cap more than '/,a
of a turn before re-checking the pressure.
Figure 11.

NOTE: During sudden release of the control

levers during the swing cycle, arrest of the A WARNING: Do not remove the
momentum of the elements is controlled by . . pressure adjusting cap from the body
the circuit relief valves. Any hesitancy of the of the valve while the engine is running as
swing system to re-start or reverse the swing personal injury may occur.
direction could be caused by malfunction of
the circuit relief valve's anti-cavitation
component. Should this be suspected then
the relief valve assembly should be removed,
disassembled and inspected. 2. Re-tighten the lock nut.

16
-----------------------CHAPTER1o------------------------

Back Pressure Relief Valve Test

Procedure

Ford 555C Units with Extendible

Dipstick and All 655C Units

The back pressure relief valve and back

pressure unload valves are situated in the
outlet end cover of the backhoe main control
valve and only function when oil is being
exhausted from a cylinder. In ordertotestthe
pressure settings of the valves oil returning
from the cylinder under certain conditions
must be simulated.

Figure 12
Circuit Relief Valve Adjustment on Direct Acting This simulation is accomplished by
Valves disconnecting the lift cylinderfeed hoses and
1. Security Cap
inserting a test block Tool No. FT 8540 and
2. ·o· Ring an adjustable shut-off valve Tool No.
3. Adjusting Screw FT 8540-1 between the two hoses. Thus,
4. Locknut when the control lever is actuated, oil will
flow from one part of the main control valve
section to the other and loads can be
Direct acting valves simulated with the adjustable shut-off valve.

1. Remove the adjustment security cap and

loosen the locknut.

2. Turn the adjusting screw clockwise to

increase the pressure anti-clockwise to
reduce the pressure. Figure 1 2. Test Equipment Installation

1. Operate the backhoe for approximately

15 minutes and warm the hydraulic oil to
Do not rotate the adjusting screw more 165•F (75.C).
than '/,a of a turn before re-checking the
pressure.

A WARNING: During adjustment do 2. Lower the backhoe elements to the

. . not remove the adjusting screw from ground with the crowd cylinder fully
the body of the valve while the engine is retracted.
running as personal injury may occur.

3. Tighten the lock nut against the body of 3. Stop the, engine and move the operating
the valve and replace the security cap levers in all positions to relieve residual
tightening securely. pressures.

17
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND FRAME----

IR-9-10-11
Figure 13 Figure 14
Backhoe Lift Cylinder Hose Connections Back Pressure Relief Valve Test Installation

1. Hose Connection - Rod End 1. Low Pressure Gauge, Tool No. FT 41 00

2. Lift Cylinder 2. Adaptor; Tool No. FT 8503-8
3. Hose Connection - Piston End 3. Lift Cylinder Piston End Supply Hose
4. Adaptor; Tool No. FT 8555
5. T Adaptor; Tool No. N11 00 CR2A
6. Lift Cylinder Rod End Supply Hose
4. Disconnect the hoses from the backhoe 7. Adaptor; Tool No. FT 8555
lift cylinder rod and piston end cylinder 8. Test Block; Tool No. FT 8540
tubes. Figure 13 and using adaptor 9. Shut-off Valve; Tool No. FT 8540-1
10. Ford Hose Part No. E1 NN-F493-AA
FT 8555 connect the rod end supply
hose to the inlet port of Test block Tool
No. FT 8540. Refer to Figure 14.

5. Install 'T' adaptor Tool No. N11 00

CR2A into the outlet port of the test block
and using adaptor FT 8555 connect the
piston end supply hose to the 'T'
adaptor.

6. Connect low pressure gauge FT 41 00 to

the 'T' adaptor using gauge to hose
adaptor Tool No. FT 8503-8 and Ford
P & A sourced hose E1 NN-F493-AA
(Finis No. 3936707).
Figure 15
High Pressure Gauge Installation

1. High Pressure Gauge; Tool No. FT 8503A

2. Adaptor; Tool No. FT 8503-8
7. Install shut-off valve FT 8540-1 iilto test 3. Ford Hose; Part No. E1 NN-F493-AA
block FT 8540. 4. Adaptor; Tool No. FT 8541

18
-----------------------CHAPTER1o------------------------
8. Remove the 9 /,s'' -18 UNF plug from the
loader valve chest test port and install
high pressure gauge FT 8503A using
hose to valve adaptor FT 8541, Ford
Hose Part No. E1 NN-F493-AA (Finis
No. 3936707) and gauge adaptor
FT 5503-8. Refer to Figure 1 5. Position
the high pressure gauge at the rear of the
unit so that both high and low pressure
gauges can be read simultaneously.
Back Pressure Valve-Test Procedure
1. Fully open the shut-off valve in the test
block.
2. Start the engine and operate at maximum
2200 rev /min.
3. With the test b:lock shut-off valve fully
open pull the boom lift control lever fully
rearwards to the raise position and read
the pressure recorded on the low
pressure gauge.
The pressure gauge reading should
be approximately 300-350 lbf/in 2
(21 -24.5 bar) and is equal to the back
pressure valve setting of 250± 50 lbf/in 2
(17 ± 3.5 bar) and the natural back
pressure of approximately 1 00 lbf/in 2
(6.9 bar) present in the return to reservoir
line.
Back Pressure Unload Valve- Test Pro-
cedure
1. Ensure the shut-off valve in the test block
is fully open.
2. Start the engine and operate at maximum
(2200) revs/min.
19
3. With the test block shut-off valve fully
open pull the boom lift control lever fully
rearwards to the raise position, hold in
this position and slowly close the shut-
off valve whilst observing the pressure
readings on both the low and high
pressure gauges.
IMPORTANT: Do Not push the lift control
lever forward to the lower position unless the
shut-off valve is fully OPEN. Failure to
observe this requirement will result in
damage to the low pressure gauge.
As the shut-off valve is slowly closed the
reading on the high pressure gauge should
increase to approximately 900-1 000 lbf/in 2
(63- 70 bar) and the low pressure gauge
should be approaching 300-350 lbf/in 2
(21-24.5 bar). Further increases in pressure
by closing the shut-off valve will result in the
low pressure gauge reading suddenly
collapsing to approximately 1 00 lbf/in 2 (6.9
bar).
Pressure readings and gauge operation as
detailed above indicate correct operation of
the back pressure and back pressure unload
valves.
Analysis
The unload valve and back pressure valve
cannot be adjusted without the use of special
test equipment. If incorrect readings are
obtained during the preceding tests, it is
recommended that the valves be removed,
cleaned, thoroughly inspected and the test
re-made.
If after re-test correct readings are still not
obtained, and if an incorrect reading was
obtained during the "Back Pressure Unload
Valve Test", replace the back pressure
unload valve. If incorrect readings are
obtained during both tests, begin by
replacing the unload valve. Repeat the test
after valve replacement.
- - - - P A R T 8-HYDRAULIC SYSTEM, CONTROLS AND F R A M E - - - -
Cylinder Packing (Seal) Leakage Test
If cylinder leakage at the packing is
suspected, a simple test can be performed to
determine if oil is leaking to the low pressure
side of the cylinder.
1. Start the engine and extend or retract the
cylinder to its full length.
2. Remove the hose or tube from the low
pressure side of the cylinder and cap the
tube or hose.
NOTE: When testing swing cylinders
remember the swing cylinders are inter-
connected. Disconnecting the piston end
tube from one cylinder and observing where
the leakage oil, if any, emerges will identify
the cylinder with leakage.
A WARNING: Take great care when
. . conducting this test that all swing
movement is restricted, either by lowering
the elements into a trench or ensuring that
the elements are at full left or right swing.
Failure to observe this warning may result in
personal injury.
3. When the oil stops dripping from the
cylinder port, actuate the control levers in
the same direction as before and hold.
This will exert pressure at the packing.
4. Note any oil leaking from the hose port of
the cylinder.
20
Various factors contribute to the volume of
leakage. Each of these factors should be
considered prior to installation of new
packings.
• Leakage increases proportionally with an
increase in temperature and pressure.
• All cylinder packings leak in smal·l
quantities for packing-to-cylinder barrel
lubricating purposes. Cylinder
dimensions must be considered because
an increase in the surface provides
additional area of leakage.
Factors That Affect Test Results
Erratic or strange gauge readings can
generally be diagnosed as a result of the
following:
1 . If the flow gauge moves widely or
erratically, ~nair leak in the system or low
oil level is indicated.
2. If pump starvation (cavitation) is
indicated, the problem should be
corrected prior to performing any further
tests.
3. The unit's hydraulic pump is engine
driven. It is essential that the engine be
performing satisfactorily to provide the
required pump test rpm. If the engine is
not performing satisfactorily, the test
results will not reflect the true condition
of the circuit performance.
The specifications provided in this manual
for hydraulic pump and circuit components
were established, based on the use of Ford
approved Hydraulic Oil. Where other oils of
varied quality are used, erroneous test results
may be obtained.
 PARTS
HYDRAULIC SYSTEM,
CONTROLS AND FRAME

Chapter 11
SPECIFICATIONS AND SPECIAL TOOLS

Section Page
A. SPECIFICATIONS 1
B. SPECIAL TOOLS 6

A. SPECIFICATIONS

HYDRAULIC OIL
Specification Ford M2C 134-B/C/D
Ford M2C-121- B/C, Ford M2C-1 01- B
Ford M2C-48-C or
Ford M2C-159-A/B (1 OW30 only)
Change Interval 1200 hours/ Annually
Capacity (Total System)
Backhoe/ Loader 17.5 Imp Galls (21.0 US Galls) (79.6 Ltrs)
Loader Only 10.8 Imp Galls (13.0 US Galls) (49.0 Ltrs)

RESERVOIR
Capacity 5.4 Imp Galls (6.5 US Galls) (24.5 Ltrs)
Breather 'Clean' Interval 50 hours
Reservoir Outlet Screen 'Clean' Interval 1200 hours/ Annually

FILTER
Type Replaceable pleated synthetic element
in return circuit
Specification 10 micron
Change Interval 600 hours

PUMP
Type Gear
Capacity at 2200 revs/min and
180°F (82oC)
Ford 445C 21 .6 Imp Galls/min (25.9 US Galls/min)
(98.2 ltrs/min)
Ford 555C/655C 25.5 Imp Galls/min (30.6 US Galls/min)
(115.9 ltrs/min)

1
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

LOADER CONTROL VALVE

Type Open Centre Sectional

Protection Integrated System and Circuit Relief Valves
with Main System Relief Valve located in
. Inlet End Cover

BACKHOECONTROLVALVE

Type Open Centre Sectional

Protection Integrated System and Circuit Relief Valves

LUBRICANT (GREASE)

Backhoe/Loader Lubrication Fittings Ford M1C-137-B

Extendible Dipstick Dow Corning 321 Lubricant

THREAD SEALANTS

Loctite 270/271 (Ford ESEM 4G 203A2)

CYLINDER DIMENSIONS

Piston Dia. Rod Dia. Stroke

LOADER in mm in mm in mm

Lift Cylinder (455C) 3.15 80 1.97 50 30.6 777

Lift Cylinder (555C/655C) 3.15 80 1.97 50 34.7 878
Bucket Cylinder (445C) 3.15 80 1.57 40 22.4 570
Bucket Cylinder (555C/655C) 3.15 80 1.57 40 27.0 685
Multi-Purpose Bucket Cylinder 2.75 70 1.57 40 9.8 250

BACKHOE

Lift Cylinder (455C) 4.53 115 2.20 56 31.4 796

Lift Cylinder (555C) 4.92 125 2.20 56 34.0 863
Lift Cylinder (655C) 4.92 125 2.48 63 34.0 863
Crowd Cylinder (455C) 4.53 115 2.48 63 30.7 780
Crowd Cylinder (555C/655C) 4.53 115 2.48 63 31.2 792
Bucket Cylinder 3.54 90 2.48 63 30.0 762
Extendible Dipstick Cylinder
( 455C/555C) 3.15 80 1.97 50 42.0 1067
Extendible Dipstick Cylinder (655C) 3.15 80 1.97 50 48.0 1218
Swing Cylinder (Centre Pivot) 4.33 110 1.97 50 9.6 245
Swing Cylinder (Sideshift) 4.33 110 1.97 50 8.1 207
Stabiliser Cylinder (Centre Pivot) 3.94 100 2.20 56 27.1 688
Stabiliser Cylinder (Sideshift) 2.76 70 1.97 50 27.9 708

2
------------------------CHAPTER11 ______________._________

PRESSURE SETTINGS

System
Main System Relief Valve (455/555C) 2450 lbf/in 2 ~ 1 ~0 (169 bar ~ 6 09 )
at 2200 revs/min
Main System Relief Valve (655C) 2650 lbf/in 2 ~ 1 ~0 (183 bar ~ 609 )
at 2200 revs/min

LOADER

Circuit Relief Valves

Bucket Cylinder - Rod End 3000 lbf/in 2 ~ 1 ~0 (207 bar ~ 1005 )
at 1400 revs/min
Bucket Cylinder- Piston End 3000 lbf/in 2 ~ 1 ~0 (207 bar ~ 100 5 )
at 1400 revs/min

BACKHOE

Circuit Relief Valves

Lift Cylinder- Rod End 4600 lbf/in 2 ~ 1 ~0 (317 bar ~ 10 0 5 )
at 1400 revs/min
Lift Cylinder- Piston End
With Extendible Dipstick 3000 lbf/in 2 ~ 1 ~ (207 bar ~ 1005 )
at 1400 revs/min
Less Extendible Dipstick 3500 lbf/in 2 ~ 1 ~0 (241 bar ~ 100 5 )
at 1400 revs/min
Crowd Cylinder - Piston End
With Extendible Dipstick 2600 lbf/in 2 ~ 1 ~0 (179 bar ~ 100 5 )
at 1400 revs/min
Less Extendible Dipstick 3500 lbf/in 2 ~ 1 ~0 (241 bar ~ 100 5 )
at 1400 revs/min
Bucket Cylinder- Rod End 3000 lbf/in 2 ~ 1 ~0 (207 bar ~ 100 5 )
at 1400 revs/min
Extendible Dipstick Cylinder - Piston End 2375 lbf/in 2 ~ 1 ~0 (164 bar ~ 10 05 )
at 1400 revs/min
Swing Cylinder- Rod End 2700 lbf/in 2 ~ 1 ~0 (186 bar ~ 100 5 )
at 1400 revs/min
Swing Cylinder - Piston End 2700 lbf/in 2 ~ 1 ~0 (186 bar ~ 10 0 5 )
at 1400 revs/min
Back Pressure Valve
(above Reservoir Return Pressure) 250 lbf/in 2 ~~~ (17.5 bar)
at 2200 revs/min
Back Pressure Unload Valve
(above Reservoir Return Pressure) 900 lbf/in 2 ~~~~ (63 bar)
at 2200 revs/min

NOTE: All pressure settings are stated at an hydraulic oil operating temperature of 165°F
(75°C).

3
- - - - P A R T S - HYDRAULIC SYSTEM, CONTROLS AND FRAME----

TIGHTENING TORQUE VALVES lbf.ft Kgf.m Nm

Backhoe Control Valve

Spool Centring Spring Screw 78 10.8 106
Spool Seal Plate Screws 5 0.7 7
Relief Valves to Section 75 10.4 102
Relief Valve Body to Fitting 75 10.4 102
Regenerative Check Valve Plug 60 8.3 81
Backpressure Pilot Valve Plug 10 1.4 14
Backpressure Valve Plug 100 13.8 136
Unload Valve Plug 15 2.1 20
Unload Valve Body to Valve Section 50 6.9 68
Section Tie Rod Nuts 7 /16 in 50 6.9 68
Section Tie Rod Nuts Y2 in 75 10.4 102

Loader Control Valve

Relief Valves to Valve Section 75 10.4 102
Relief Valve Body to Fitting 75 10.4 102
Section Tie Rod Nuts 7 /16 in 50 6.9 68
Section Tie Rod Nuts Y2 in 75 10.4 102

Backhoe to Sideshift Clamp System

Control Valve Spool Detent Plug 44 6.1 59
Check Valve Plug 7 1.0 9
Cylinder Pivot Pin Bolt 92 12.7 125

Backhoe Structural
Mainframe to Subframe bolts 715 98.9 970
Swing Carriage Retaining Plate Nuts (Sideshift) 360 50.0 485
Swing Cylinder Trunnion Retainer Bolts (Sideshift) 92 12.7 125
Swing Cylinder Retainer Support Bolts (Centre Pivot) 280 38.7 380
Extendible Dipstick Wear Plate Nuts 22 3.0 30
Extendible Dipstick Wear Button Retaining Bolts 37 5.1 50

Pivot Pin Retaining Bolts

Lift Cylinder to Swing Post 52 7.2 70
Lift Cylinder Rod End 148 20.5 200
Crowd Cylinder Rod End 55 7.6 75
Bucket Cylinder Piston End 55 7.6 75
Boom to Swing Post 273 37.7 370
Dipstick to Boom 144 19.9 195
Stabiliser Cylinder Pin Locking Bolt 74 10.2 100

Control Console
Control Lever Locknuts 162 22.4 220
Lever Pivot to Link Bolts 13 1.8 18

4
 CHAPTER 11

Loader- Structural lbf.ft Kgf.m Nm

Lift Arm to Subframe Taper Pin Bolts 265 36.6 360
Lift Cylinder to Subframe Taper Pin Bolts 265 36.6 360
Subframe to Front Support Bolts 855 118.2 1160
Subframe to Rear Axle Bolts
Inner Bolts 243 33.6 330
Outer Bolts 125 17.3 170
Counterweight to Subframe Bolts 200 27.6 270
Counterweight Tie Bolts 200 27.6 270
Lift and Bucket Cylinder Pivot Pin Bolts 59 8.2 80
Hydraulic Pump Body Bolts 184 25.4 250
Pump Mounting Bolts 44 6.1 60
Outlet Fitting Bolts 23 3.2 31
Driveshaft Flange Bolts 35 4.8 47

Filter and Cooler

Filter Mounting Bolts 26 3.6 35
Cooler Mounting Bolts 19 2.6 26

Cylinders- Backhoe
Lift Cylinder Gland 550 76 750
Lift Cylinder Piston Bolt 1475 204 2000
Crowd Cylinder Gland 550 76 750
Crowd Cylinder Piston Bolt 1475 204 2000
Bucket Cylinder Gland 550 76 750
Bucket Cylinder Piston Bolt 1100 152 1500
Stabiliser Cylinder Gland (CP) 550 76 750
Stabiliser Cylinder Piston Bolt (CP) 1100 152 1500
Stabiliser Cylinder Piston Bolt (SS) 575 79.5 780
Extendible Dipstick Cylinder Piston Bolt 1100 152 1500
Swing Cylinder Gland 664 91.8 900
Swing Cylinder Barrel End Plate 664 91.8 900
Swing Cylinder Piston Bolt 1100 152 1500

Cylinders- Loader
Lift Cylinder Piston Bolt 575 79.5 780
Bucket Cylinder Piston Bolt 575 79.5 780
Multi-purpose Bucket Cylinder Piston Bolt 575 79.5 780

Torque Requirements for '0' Ring Face

Seal (O.R.F.S.) Fittings
Thread Size (inches) Lbf. ft Kgf.m Nm
•;,. , -18 16-20 2.2-2.9 22-27
,I ,
16 -16 17-20 2.4-2.9 23-27
,
13/16 -16 32-39 4.4-5.4 45-53
1, -14 46-57 6.3-7.8 62-77
1y,. , -12 63-79 8.8-10.9 86-107
1 7 ;,. , -12 93-105 12.7-14.5 125-142
,
1 "/,. -12 125-140 17.2-19.4 169-190
2" -12 150-182 20.7-25.1 203-246

5
- - - - P A R T 8- HYDRAULIC SYSTEM, CONTROLS AND FRAME----

Torque Requirements for Unspecified Components

Thread Size (Metric) lbf.ft Kgf.m Nm
M 5-0.8 3.8-5.6 0.5-0.8 5.1 -7.7
M 6-1.0 6.4-9.6 0.9-1.3 8.7-13.0
M 8-1.25 16-22 2.2-3.0 22-30
M 10-1.5 33-44 4.6-6.1 44-60
M12-1.75 57-77 7.9-10.6 77-105
M 14-2.0 97-118 13.4-16.3 130-160
M 16-2.0 150-185 20.7-25.6 205-250
M 20-2.5 290-355 40.1 -49.1 394-485

B. SPECIAL TOOLS
CHURCHILL NUDAY
TOOL NO. TOOL NO. DESCRIPTION QTY.
FT 820-1 Flowmeter to Hose Adaptor 2
FT 8503A Pressure Gauge 0.6000 lbf/in 2 (420 bar) 1
FT 8503-8 0835/0119 Adaptor Gauge to Hose%" BSP x 7 / , . " JIC 2
FT 8525A 0835 Adaptor Ys" JIC F x 7 / , . " JIC M 1
FT 8540 Test Block 1
FT 8540-1 1366 Shut-Off Valve 1
FT 8541 0013 Adaptor j,." JIC M x •;,." SAE M
7 1
FT 8549 7351 Peg Wrench 1
FT 8550 7352 Peg Wrench 1
FT 8551 7353 Peg Wrench 1
FT 8552 7354 Peg Wrench 1
FT 8553 ·c· Wrench 1
FT 8554 ·c· Wrench 1
FT 8555 FNH00005 Adaptor 1 "-14 UNS- 2A (ORFS) x 1 '/,. "
JIC M 2
FT 8556 FNH00006 Adaptor 1 "-14 UNS- 28 (ORFS) x 1 '/,. "
JIC F 1
FT 8557 FNH00007 Adaptor 1 7 /,."-12 UNS-2A (ORFS)
X1 7 j,." JIC M 1
FT 4100 Pressure Gauge 0-600 lbf/in 2 (42 bar) 1
N 1100 CR1 0092 Adaptor 1 7 / , . " JIC M x 1'/,." JIC M 2
N 1100 CR2A 1361 T Fitting 1'/,." JIC M x 1'/,." JIC F x 7 / , . "
JIC M 1
N 1100 CR3 1362 Check Valve 1
N 1100 CR4A T Fitting 1'/,." JIC M x 1 '/,." JIC M
x1'/,." JIC F 1
MS 820A 2015 Flowmeter (or similar) measuring flow up to
301 Imp. Galls .• 136 litre/min, temperature
and oil pressure up to 3000 lbf/in 2 , 210 bar

Ford P. &. A. Sourced Item

E1 NN F493 AA (3936707) Hose 1

6
 SECTION 9
CAB
CAB GLASS INSTALLATION

FIGURE9·1
Cab Glass Mountings
1 Hinged window glass
2 Bolted-on glass
3 Bonded glass

There are several types of glass mountings on local glass installer for a good quality
cab unit tractors. urethane/sealant adhesive.

1. Hinged window glass that is held into

place with hinges and latches and sealed
with rubber stripping #1, Figure 9-1.
2. Rear lower glass that is held into place
A
CAUTION: WEAR PROTECTIVE
CLOTHING SUCH AS GLOVES AND
with bolts and clips #2, Figure 9-1.
GOGGLES WHEN WORKING WITH
3. Glass that is bonded directly to the cab BROKEN GLASS.
frame with window glass adhesive #3,
Figure 9-1. NOTE: If glass is cracked, but still
intact, cover with duct tape to keep
There are several different suppliers of glass from falling out.
window glass adhesives. Check with your

9-1
 SECTION 9 - CAB
FIGURE9-2
Hinged Window Glass
1 Window latch mounts
2 Window latches
3 Hinges
4 Window sealing strip
5 Rear windshield wiper
Hinged Cab Glass Replacement
1. Remove all parts attached to glass, Figure
9-2.
2. Install sealing strip on new glass and
attach parts removed from old glass.
3. Reinstall window assembly on hinges.
9-2
FIGURE9-3
Bolted-On Glass
'1 Rear glass
2 Boom lock linkage
3 Window mounting bolts and clips
4 Boot
5 Window seal
Rear Lower Glass Replacement
1. Remove boom lock linkage at 2, Figure
9-3. Collapse boot and push it into the
cab.
2. Remove bolts and clips and carefully
remove glass.
3. Install seal on new glass.
4. Place new glass over boom lock linkage
and center in frame. Install clips and bolts
and tighten. (Installing the two lower clips
first will help hold the glass).
 ' SECTION 9 - CAB
FIGURE9·4
Cutting Out Glass With Piano Wire
1 Piano wire (cutting) adhesive
2 Bonded glass
Bonded Glass Replacement
1. Place protective coverings on unit to
prevent any damage to paint or interior.
2. Remove any parts that will restrict glass
removal or installation.
a. On the two lower front windows,
remove the floor mat holding plate, and
lift up the floor mat.
b. On the lower door glass, remove inside
door latch plastic cover and door
handle.
c. Front Windshield - Flip up windshield
wiper blade.
9-3
FIGURE9-5
Adhesive Bead Inspection
1 Original adhesive bead
2 Spacer pad
3. Remove sealing strip. If original is
damaged, new sealing strip is available,
part #E8NN-94419N05-AA, cut to lengt~
from 15ft. piece.
4. Using a cut-out knife or piano wire, Figure
9-4, pull the knife or wire around the glass
cutting the adhesive bead. Keep tool as
close to the edge of the glass as possible.
5. Carefully remove the glass.
6. Inspect original adhesive bead for
looseness or poor bonding. If any
looseness is found, completely remove
the original adhesive with a utility knife. If
adhesive bead is in good condition, trim
any high spots to assure a flat surface, 1,
Figure 9-5.
 SECTION 9 - CAB
FIGURE9-6
Application of New Adhesive Bead
1 Spacer pad
2 New adhesive bead
7. Position the replacement glass in the
opening. Align for a uniform fit. Support
pads are used to help with alignment,
Figure 9-6. Mark the position by applying
masking tape to the glass and the frame.
Cut the tape at the edge of the glass and
remove the glass.
8. Using a clean, dry, lint-free cloth, clean the
surface of the adhesive remaining on the
frame, or the bare frame if adhesive was
totally removed.
9. Clean the inside of the replacement glass
thoroughly. Apply a window glass primer
on the inside edge of the glass. If original
adhesive on frame was removed, apply
primer to the frame prior to adhesive
application.
9-4
FIGURE9-7
Mounting Glass into Frame
1 Window securing tape
10. Cut the cartridge nozzle of the window
glass adhesive at a 45-degree angle, with
an opening to achieve a 1/4" bead size.
Apply directly onto original adhesive ,
bead, Figure 9-6. If original was removed,
apply a bead slightly larger than the.
spacer pad, shown in 2, Figure 9-5
(approximately 5/16" to 3/8").
11. Position glass in the opening aligning the
masking tape on the glass and frame,
Figure 9-7. Then, uniformly and gently,
press the glass into the adhesive. Hold for
2-3 minutes. Use tape or blocking to hold
window into place, 1, Figure 9-8.
12. Some squeeze-out will occur. Paddle
squeeze-out around edge of glass. If
necessary, paddle additional sealant
between glass and frame to fill voids.
13. Allow adhesive to set for 20-30 minutes
before installing sealing strip.
 SECTION 9 - CAB

... u
n ....
~,!
·-·
At»>EB!\l!

FIGURE9-8

Installing Sealing Strip

1 Tape holding window in place
2 Sealing strip

14. Install sealing strip with the short side to
the glass, Figure 9-8, carefully wedging it
between the glass and the frame. Support
the glass while installing strip. Too much
pressure could break the seal between
the glass and the adhesive.
15. Do not use the unit for at least 24 hours, or
follow adhesive manufacturer's
instructions on curing time.
If the headliner is sagging or loose, pull the
headliner' down as far as the remaining
adhesive will allow. Apply 3M brand spray
super trim adhesive #08090 and reattacn
loose headliner.
If the headliner is being replaced, remove all
original headliner and use 3M brand
weatherstrip adhesive #EC2140 to install new
headliner.

ROPS Headliner
The headliner is an acoustical grade
polyurethane foam used to dampen noise to
the operator. It is bonded to the roof panel with
pressure sensitive adhesive.

9-5
 'SECTION 9 - CAB

AIR CONDITIONING
DESCRIPTION AND OPERATION

FIGURE9-9 FIGURE9-10

Air Conditioning Unit Air Conditioning Cab Controls

1 Air conditioning unit 1 Air flow louvers
2 Air conditioning outer cover 2 Air conditioning temperature control
3 Air intake grille 3 Fan blower control
4 Air recirculation grilles

GENERAL The air conditioning system draws outside air

The function of the air conditioning system is in from the air intake grill, Figure 9-9, through
to improve the operator's comfort by cooling the filter and evaporator core before entering
the air temperature in the cab, reducing the the cab through the louvered openings, Figure
humidity level and removing dust and pollen 9-10.
from the air within the cab compartment.
For maximum cooling, inside cab air is
The air conditioning system includes a recirculated through the grill openings and
compressor pump located within the engine passes through the evaporator cores again for
compartment and is belt driven by the maximum cooling capacity.
crankshaft pulley.
Now we will look briefly at the process by
The air conditioning components, condenser, which air conditioning takes place.
evaporator, expansion valve and fans, are
located in the pod on top of the cab. These
components are accessible by removing the
outer cover of the air conditioning unit, Figure
9-9.

9-6
 SECTION 9 - CAB
LOW SIDE
(LOW PRESSURE.)
AIR CONDITIONING PROCESS
Figure 9-11 shows the flow of refrigerant
through the five major components of an air
conditioning system.
Refrigerant is drawn into the compressor as a
cool, low pressure vapor, is compressed, and
then moves out as a hot, high pressure vapor
to the condenser.
As the hot, high pressure vapor passes
through the condenser core, it gives off heat to
the cooler outside air being blown past the fins
by the two cooling fans.
The vapor is condensed to a liquid by giving off
heat to the outside air. This liquid moves to the
receiver/dryer under high pressure.
Hot, high pressure liquid is stored in the
receiver/dryer until it is released to the
evaporator by the expansion valve.
The liquid refrigerant passes through a
metered orifice in the expansion valve and into
the evaporator core. As the refrigerant passes
through the orifice in the expansion valve, the
9-7
HIGH SIDE
(HIGH PRESSURE)
FIGURE 9-11
refrigerant changes from a high pressure
liquid to a low pressure atomized liquid. Then,
when it reaches the evaporator coils, it begins
to cool, absorbing heat from the air blown
across the coils and fins by the blower. The
refrigerant now changes from a cold low
pressure liquid to a cool low pressure vapor
and leaves the evaporator outlet moving to the
suction (low pressure) side of the compressor
to repeat the cycle.
As this heat loss is taking place, moisture
(humidity) in the air will condense on the
outside of the evaporator and drain off as
water through the drain hoses attached to the
evaporator drain pan, thereby reducing the
humidity level of the cab. Also, dust or pollen
not removed by the cab filters will collect on
the wet evaporator fins and coils and will be
washed off with the condensed moisture.
In summary, the heat in the cab compartment
is removed from the cab air by the refrigerant
in the evaporator and is then transferred from
the refrigerant to the outside air by the
condenser unit.
 ·sECTION 9 - CAB
SYSTEM COMPONENTS- DESCRIPTION AND OPERATION
CAB AIR CONDITIONING UNIT
All components in an air conditioning system
are connected together by hoses through
which refrigerant circulates. To ensure the
system cools the cab properly, each
component must be in good operating
condition. Because troubleshooting is best
9-8
REAR OF CAB
FIGURE9-12
accomplished when the technician has a good
working knowledge of the system and how it
works, we will describe each component of the
A/C system. The general location of the
components within the air conditioning unit is
shown in Figure 9-12.
 ' SECTION 9 - CAB

FIGURE9-13 FIGURE9-14

Air Conditioning Compressor Air Conditioning Filter

1 Air conditioning compressor 1 Air conditioning filter
2 Pressure test fittings 2 Air conditioning unit
3 Outer cover bolts

COMPRESSOR PUMP COMPRESSOR - OPERATION

The tractor air conditioning unit has a
compressor pump mounted inside the engine
compartment and is belt driven by the
crankshaft pulley, Figure 9-13.
The compressor separates the low and high
pressure sides of the system and is basically a
pump which has two functions:
(1) To raise the refrigerant temperature by
compression to a higher degree of
temperature than the ambient (outside air)
temperature.
The compressor is activated by an
electro-magnetic clutch mounted to the
compressor crankshaft. For additional
information on compressor operation and
overhaul refer to "Compressor - Description
and Operation" later in this section.
AIR CONDITIONING FILTER
The cab filter is located on the right side of the
air conditioning unit, Figure 9-14. The filter
cleans the incoming air of pollen and dust
before it enters the cab.

(2) To circulate the required volume of

refrigerant through the system.

9-9
 'SECTION 9 - CAB
FIGURE 9-15
Air Conditioning Condenser and Cooling Fans
1 Condenser assembly
2 Condenser fans
3 Inlet line
4 Outlet line
CONDENSER
The condenser located in the air conditioning
unit consists of a number of turns of
continuous coil mounted in a series of thin
cooling fins to provide a maximum of heat
transfer in a minimum amount of space.
The condenser receives the hot, high
pressure refrigerant vapor from the
compressor. The hot vapor pa~ses through
the condenser coils outside air is pushed
through the condenser by two fans located in
the air conditioning pod, Figure 9-15. Heat
moves from the hot refrigerant vapor into the
cooler outside air flowing across the
condenser coils and fins.
9-10
FIGURE 9·16
Air Conditioning Receiver/Drier
1 Receiver/drier
2 Refrigerant hoses
3 Retaining band
4 Condenser fans
When the refrigerant vapor reaches the
pressure and temperature that will induce a ,
change of state, a large quantity of heat is
transferred to the outside air and the
refrigerant changes to a high pressure WARM
LIQUID.
The warm liquid refrigerant continues onto the·
receiver/drier, Figure 9-16. The refrigerant is
then filtered and desiccated before passing
through an outlet line to the thermostatic
expansion valve. The refrigerant enters the
thermostatic expansion valve as a high
pressure WARM LIQUID but upon passing
through the metering orifice, the pressure and
temperature are reduced and the refrigerant
leaves the thermostatic expansion valve as a
low pressure COLD ATOMIZED LIQUID.
 SECTION 9 - CAB

RECEIVER/DRIER
The receiver/drier is located in the , air
conditioning unit. The receiver/drier is a
storage tank which receives the high
pressure, warm liquid refrigerant from the
condenser and delivers the refrigerant to the
thermostatic expansion valve.
The receiver stores the liquid refrigerant to be
sure a steady flow to the thermostatic
expansion valve is maintained under widely
different operating conditions.
The drier section contains a desiccant to
absorb any moisture within the system and a
filter prevents the entry of foreign particles.
NOTE: Any moisture in the air
conditioning system is extremely harmful.
Moisture not absorbed by the dehydrator
FIGURE 9-17
will circulate with the refrigerant and
droplets may collect and freeze In the Air Conditioning Sight Glass
thermostatic expansion valve orifice. This
action will block the refrigerant flow and 1 Cab interior roof
2 Evaporator drain hose
stop the cooling action. Moisture will also 3 Sight glass
react with refrigerant R-12 to form a
corrosive hydrochloric acid.
The desiccant can only absorb a limited Clouded - Desiccant is escaping from the
amount of moisture before reaching saturation dehydrator and circulating through the
point and the ability to retain the moisture is system. The dehydrator and receiver must be
dependent upon temperature. As the replaced and the system purged (refrigerant
temperature increases, the ability to absorb replaced).
decreases. This explains why an air
conditioning system may operate Oil Streaks, Foam or Bubbles - Insufficient
satisfactorily when outside temperatures are refrigerant in the system. (Occasional bubbles
low but stop cooling when ambient during initial operation is normal.)
temperatures increase and the saturated
desiccant releases moisture into the system. Clear - A correct charge, an over-charge or a
complete lack of refrigerant. (An over-charge
is indicated when test gauge readings are
SIGHT GLASS
above normal.)
The sight glass, Figure 9-17, is located in the
line between the receiver/drier and the
expansion valve, through which a solid
column of refrigerant flows. The sight glass is
visible through the left air screen, using a
flashlight or hand mirror. The sight glass is
used to observe the condition of the refrigerant
as follows:

9-11
 'SECTION 9 - CAB
FIGURE9-18
Air Conditioning Expansion Valve
1 Evaporator core
2 Expansion valve
3 To compressor
EXPANSION VALVE
The expansion valve, Figure 9-18, is located
on the pressure line leading from the
dehydrator and receiver into the evaporator
and performs the following functions:
1. METERING ACTION - A metered orifice
changes the liquid refrigerant from a high
to a low pressure.
2. MODULATING ACTION A the bottom of the diaphragm drops rapidly,
thermostatically controlled valve within
the expansion valve body controls the
volume of liquid refrigerant passing
through the orifice and makes sure the
refrigerant is fully vaporized within the
evaporator. Liquid refrigerant would
damage the compressor reed valves or
freeze the pistons.
3. CONTROLLING ACTION - The valve
responds to changes in the cooling
requirements. When increased cooling is
required, the valve opens to increase the
refrigerant flow and when less cooling is
9-12
required (or increased compressor
volume due to increased engine speed)
the valve closes and decreases the
refrigerant flow.
EXPANSION VALVE- OPERATION
All of the needed temperature sensing and
pressure sensing functions are consolidated
into this basic unit and no external tubes are
required for these purposes.
The block or "H" type expansion valve gets its
name from its construction, Figure 9-19.
There are two refrigerant passages which
form the legs of the "H." One passage is in the
refrigerant line from the condenser to the
evaporator and contains the ball and spring
valve. The other passage is in the refrigerant
line from the evaporator to the compressor
and contains the valve's temperature sensing
element.
The thermal element is part of the push-rod
mechanism.
Liquid refrigerant flow is controlled by the
push-rod forcing the ball off its seat and the
valve spring exerting pressure on the ball to
keep it on its seat.
During stabilized (vehicle shutdown)
conditions, the pressure on the bottom of the
expansion valve diaphragm rises above the
pressure on the top of the diaphragm allowing
the valve spring to close the valve.
When the system is started, the pressure on
allowing the valve to open and meter liquid
refrigerant to the lower evaporator tubes
where it begins to vaporize.
The compressor suction draws the vaporized
refrigerant out of the top of the evaporator at
the top tube where it passes the temperature
sensor.
Pressure in the temperature sensor drops
when cooled and the expansion valve starts to
close. Its pressure rises with evaporator
superheat and opens the expansion valve,
allowing more refrigerant to flow.
 SECTION 9 - CAB
FROM
EVAPORATOR
TO
EVAPORATOR
The bottom of the pressure sensing
diaphragm (on top of the expansion valve)
internally senses the evaporator pressure
through the internal passage around the
thermal element. As evaporator pressure is
increased, the diaphragm flexes upward
pulling the thermal element and push rod
away from the ball seat of the expansion valve.
The expansion valve spring forces the ball
onto the tapered seat and the liquid refrigerant
flow is reduced.
As the pressure is reduced, due to restricted
refrigerant flow, the diaphragm flexes
downward again opening the expansion valve
to provide the required controlled pressure
and refrigerant flow condition.
9-13
TEMPERATURE
SENSOR
TO
COMPRESSOR
FROM
CONDENSER
FIGURE9-19
The internal sensing element produces the
required pressure on top of the pressure
sensing diaphragm. as the cool refrigerant
passes the body of the thermal element, the
gas above the diaphragm contracts and
allows the expansion valve spring to close the
expansion valve. when heat from the
passenger compartment is absorbed by the
refrigerant, it causes the gas to expand and
the push rod again forces the expansion valve
to open, allowing more refrigerant to flow so
that more heat can be absorbed.
 'sECTION 9 - CAB
High blower speed provides the greatest
volume of circulated air, however, a slower
speed will allow the air to contact the cooling
fins and coils of the evaporator for a longer
period resulting in the warm air giving up more
heat to the cooler refrigerant. Therefore, the
coldest air temperature is obtained when the
blower fan is operated at the lowest speed.

SWITCHES AND CONTROLS

AIR CONDITIONER TEMPERATURE
{THERMOSTATIC) CONTROL SWITCH
The thermostatic switch is a bellows type
switch, Figure 9-21, with a capillary tube filled
with freon. The capillary tube is inserted into
the evaporator core, Figure 9-20, in such a
manner that it senses the temperature of the
evaporator core. because the temperature of
FIGURE9-20 the freon in the tube directly affects the
pressure in the capillary tube a pressure signal
Air Conditioning Components is sent to the thermostatic switch. This
1 Evaporator core pressure signal in conjunction with the
2 Blower fan assembly operator adjusted switch setting acts to turn
3 Capillary tube the compressor clutch on or off.
When the evaporator core cools down
EVAPORATOR sufficiently, a pressure signal from the
The evaporator, Figure 9-20, is located in the capillary tube acts to trip the thermostatic
air conditioning unit. The evaporator consists switch and shuts the power off to the,
of a number of turns of continuous coils compressor clutch. For a period of time, the
mounted in a series of thin cooling fins to compressor remains idle and the freon flow
provide a maximum of heat transfer in a stops. When this occurs, the evaporator core
minimum amount of space. warms up and causes the capillary tube to
detect this new (higher) temperature. Again
Low temperature refrigerant in the evaporator the pressure signal sent to the thermostatic·
absorbs heat from the hotter air in the switch by the capillary tube trips the switch to
operator's compartment, thereby cooling the activate the compressor clutch. This cycling of
air. the compressor clutch will continue
throughout the operation of the air
BLOWER FAN conditioning system.

The blower fan, Figure 9-20, is located next to

the evaporator and draws warm air from
outside the cab and forces it across the
evaporator. The cooled air is then blown
through the air conditioner outlets and into the
cab. The blower motor is controlled by a
three-speed switch.

9-14
 SECTION 9 - CAB

FIGURE 9·21

Air Conditioning Switches and Controls

1 Temperature control
2 Fan control

Turning the control knob, Figure 9-21, points also open at a lower pressure and the
counterclockwise decreases the cam follower compressor will cycle off and on at a colder
spring tension requiring greater pressure in evaporator temperature with maximum
the capillary tube and bellows to close cooling effect
contact points. Likewise the points will also
open at a higher pressure. Consequently the Turning the control know fully
compressor will cycle off and on at a higher counterclockwise (OFF) keeps the contact
evaporator temperature with minimal cooling points open and prevents operation of the
effect. system.

When the control know is turned clockwise, it BLOWER FAN SWITCH

increases the cam follower spring tension
requiring less pressure in the capillary tube The blower motor is controlled by a
and bellows to close the points. Likewise the three-speed switch, Figure 9-21. The switch
uses a variable resistor change the fan
speed.
 SECTION 9 - CAB
COMPRESSOR PROTECTION SWITCHES - HIGH AND LOW
PRESSURE CUT-OUT SWITCHES
FIGURE9-22
Compressor Protection Switches
1 High pressure cut-out switch
2 Low pressure cut-out switch
HIGH PRESSURE CUT-OUT SWITCH
The purpose of the high pressure cut-out
switch is to shut off the compressor pump in
the event of excessive pressure in the
refrigerant system.
The high pressure switch, Figure 9-22, is
located in the receiver/dryer outlet line.
Excessive refrigerant pressure may occur due
to a faulty expansion valve, or icing up of the
expansion valve orifice. Excessive pressure
will result in severe damage to the compressor
pump.
The high pressure switch is factory set and
cannot be adjusted.
LOW PRESSURE CUT-OUT SWITCH
The purpose of the low pressure cut-out
switch is to shut off the compressor pump in
the event of excessively low pressure in the
refrigerant system.
9-16
The low pressure switch, Figure 9-22, is
located in the receiver/drier outlet line. Loss of
refrigerant in the system will result in
insufficient cooling and continuous operation
and possible damage to the compressor
pump.
REFRIGERANT OIL
Only new, pure, moisture tree refrigeration oil
should be used in the air conditioning system.
Refrigeration oil is highly refined and
dehydrated, therefore, the oil container must
always be kept tightly sealed when not in use.
REFRIGERANT· R-12
To achieve the absorption and the release of
heat which is, in essence, the function of an air
conditioning system, requires the use of a
suitable "refrigerant" - a liquid that has a
relatively low temperature boiling point, plus
certain desirable safety and stability features.
The refrigerant selected for the industrial
tractor cab air conditioning systems is
refrigerant R-12. (Trade name include Freon
12, Arcton 12, Genetron 12 and Freeze 12.)
R-12 is an ideal refrigerant being stable at all
operating temperatures and possessing
certain desirable characteristics as follows:
Non-flammable
Non-explosive
Non-toxic (except when exposed to an
open flame)
Non-corrosive to metal or rubber
Soluble in oil
Able to absorb great quantities of heat
 SECTION 9 - CAB
Odorless in concentrates of less than 20 At higher pressures, R-12 will condense and
per cent give off heat at temperatures between 130° F
954.4° C) at 180 psi (12.4 bar) (12.65 kgf/cm2)
Note: R-12, when detected by smell, has a and 150° F (66.6° C) at 230 psi (15.85 bar}
slight odor of carbon tetrachloride. (16.17 kgf/cm2) in the condenser.
The boiling point of R-12 is- 21.7° F (-30.1° C)
when under no pressure.

If the pressure is increased, R-12 will readily

vaporize to absorb heat at temperatures
between 11 o F (-11.7° C) at 15 psi (1.03 bar)
(1.05 kgf/cm2) and 32° F (0° C) at 30 psi (2.07
bar} (2.11 kgf/cm2) in the evaporator.

9-17
 SECTION 9 - CAB
TROUBLESHOOTING AND SERVICING
CONDITIONING SYSTEM
GENERAL
To prevent the entry of any foreign material,
observe the following points:
1. Be sure tools, gauges replacement
parts are kept clean and dry.
2. Clean all hoses and fittings before
disconnecting.
3. Immediately cap or plug all openings
when disconnected.
4. When adding refrigerant oil be sure the
transfer equipment (hoses, containers,
etc.) is clean and free of moisture.
5. Always uncap and re-cap the oil container
immediately before and after use.
NOTE: The lubricating which is
mixed with the refrigerant is free of
moisture.
6. Always evacuate any system that has
been opened.
REFRIGERANT R-12 HANDLING
Refrigerant R-12 is colorless in both the liquid
and gaseous forms. Under normal
temperature and pressure conditions, R-12 is
a vapor (gas) which is heavier air.
Although R-12 is considered to be generally
safe, the containers are under considerable
pressure and safety precautions must be
observed as follows:
NEVER store or use containers in direct
sunlight, in or near a welding or steam
cleaning area or near any source heat.
If the refrigerant must be warmed, use hot
water or wet cloths at temperatures not
exceeding 120° F (49° C). Never apply direct
heat.
NEVER store or discharge refrigerant in an
area where there is an open flame, such as a
gas heater or welding torch. Although
normally non-poisonous, a heavy
concentration of refrigerant exposed to a
flame will produce a poisonous gas.
NEVER attempt to use a refrigerant can
without installing a suitable can valve, see
"Refrigerant Can Valve."
NEVER release R-12 into the atmosphere.
NEVER expose eyes or skin to refrigerant
Remember, the refrigerant temperature at
atmospheric pressure is 11° F (-11.7° C).
ALWAYS allow space for expansion when
transferring refrigerant from a large container
to a small one.
ALWAYS wear safety goggles and gloves
when servicing any part of the air conditioning
system. ·
IMPORTANT: If refrigerant should contact the
eyes, DO NOT RUB THE EYES. Splash cold
water on the eyes to bring the temperature up
above freezing. If refrigerant should contact
skin, treat as for frostbite. Warm the affected
area with a hand or lukewarm water (90" - 1orr
F) (3:?'-38> C) and cover loosely with a dry
bandage. In either case, consult a doctor
immediately.
 SECTION 9 - CAB

Screw Type Valve

The screw type valve (A), Figure
features a locking ring. To install the valve:

Tum the valve handle counter-clockwise to

the fully open position.

Be sure the locking ring is

counter-clockwise to the top of the threaded
section.

Screw the valve assembly securely onto

can.

Turn the locking ring clockwise to fully secure

the valve to the can.
A
After valve is installed, rotate the
clockwise to close the valve
can.
FIGURE 9·23
Flat Type Valve
Refrigerant Can Valves
A Screw type valve
The flat type valve (B), Figure 9-23, features a
B Flat type valve camlock action. To install the valve:
1 Handle
2 locking lugs Tum the valve handle counter-clockwise to
3 Valve sealing gaskets the fully open position.
4 Locking ring
5 Handle Rotate the valve one turn counter-clockwise
6 Cam lever
relative to the valve base and secure the
locking lugs over the can flange.
REFRIGERANT CAN VALVE
All refrigerant cans are sealed and must be Pull the cam lever to lock the valve to the can.
opened with a can valve which after
installation serves to puncture the c~n and Rotate the valve clockwise and tighten to be
controls the escape of refrigerant. sure it is sealed.

NOTE: Be sure the valve sealing gaskets After the valve is installed, rotate the handle
are in good condition before installing the clockwise to close the valve and pierce the
valves. can.

The can valves are of two types as follows:

9
 SECTION 9 - CAB

PRELIMINARY TROUBLESHOOTING AND TESTING

The most important factor in air conditioning
trouble shooting is verification of the problem
by observing the system operation and
isolating the problem area.
First, start the engine and set the throttle at
1000-1200 RPM and run for 10 minutes with
the air conditioner set at maximum cooling and
the blower on high speed.
Operational Checks
1. Check to be sure the heater blower switch
is in the off position.
2. Check to assure that all air conditioning
systems are operating, such as:
Compressor clutch engages when the
temperature control switch is turned from
"OFF" to "ON" position.
FIGURE9-24
Condenser cooling fans are operating.
Blower fan is operating at all speeds. Air Conditioning Sight Glass
1 Cab interior roof
3. Check the compressor drive belt for 2 Evaporator drain hose
slippage and adjust belt tension if 3 Sight glass
necessary. See "Compressor
Installation."
4. Check the cab air filter to assure it is clean Cloudy line - desiccant has escaped from
and free of obstruction to air flow. the receiver/dryer.
5. Check the evaporator fins. Be sure they Clear sight glass - a system that is fully,
are not plugged or excessively dirty charged, completely discharged, or
causing insufficient air flow across the overcharged.
evaporator core.
NOTE: Hthe compressor clutch falls to •
6. Check the condenser core and grid to engage by operating the temperature
assure it is clean and free of obstruction to control switch when the engine is first
air flow.
started, It may indicate an electrical
7. Check the heater shut-off valves on the problem or a malfunction of the electric
engine block to assure that no coolant is drive clutch on the compressor.
circulating through the heater core. Review the electrical diagram in this
section for proper dialgnosls.
8. Observe the refrigerant flow through the
air conditioner tube sight glass, Figure If the compressor clutch engages, but cuts
9-24. More than an occasional bubble out prematurely, the system may be either
indicates the system is low on refrigerant. very low on refrigerant charge or have a
malfunction of the expansion valve
Sight glass interpretations can be made causing the low pressure and high
as follows;
pressure switches to operate. Trouble
Oil streaks, foam or unusual amount of shoot the system by conducting the
bubbles - a system that is partially System Performance Tests described
discharged. later in this section.

9-20
 SECTION 9 - CAB

DIAGNOSIS CHART
PROBLEM POSSIBLE CAUSES CORRECTION
No Cooling 1. Heater blower switch is on. Turn heater blower switch off.

2. Loose or broken drive belt. Adjust belt tension. Replace.

3. Loss of refrigerant. Check sight glass. Recharge

4. Compressor clutch does not
engage.
5. Insufficient air flow through
evaporator.
and test.
Perform electrical checks - Refer
to electrical part of this Section.
Defective clutch - Overhaul
clutch.
Check air filter.
Check evaporator core and
clean if required.
Check blower motor operation.
Defective blower fans.

6. Faulty expansion operation. Conduct "System Performance

Test"- replace as needed.
7. Faulty compressor Conduct "System Performance
Test" - repair as needed.

Insufficient Cooling 1. Dirty evaporator core and/or Visual inspection - clean.

filter.
2. Dirty condenser core and grid.
3. Low refrigerant charge.
Visual inspection- clean.
Visual inspection of sight glass
and perform system tests -
recharge.

4. Heater shut-off valves partially Visual inspection.

open.

5. Compressor drive belt Visual inspection - replace or

slipping. adjust as needed.
6. Evaporator icing up. Perform system tests.
7. Faulty temperature control Visual inspection of capillary
switch. tube.
Perform system tests - replace if
needed.
8. Faulty expansion valve. Visual inspection of capillary
tube to outlet tube.
Perform system tests - replace if
needed.

9-21
 SECTION 9 - CAB
PROBLEM POSSIBLE CAUSES CORRECTION
Insufficient Cooling 9. Faulty blower fans. Visual inspection of fan rotor and
(Cont'd) fastening to motor shaft.

Repair or replace.

10. Plugged or restricted Perform system tests- replace if

receiver/drier. needed.

11. Moisture in the system. Perform system tests - evacuate

and recharge.

12. Faulty compressor. Perform system tests - overhaul

if needed.

Noisy System 1 . Loose panel in cab plenum. Visual inspection.

2. Faulty compressor clutch. Overhaul.

3. Noise in compressor. Overhaul.

4. Excessive charge in system. Perform system test and adjust

charge.

9-22
 SECTION 9 - CAB

@)

FIGURE 9·25

Air Conditioning Service Kit

1 Manifold gauge set
2 Vacuum pump
3 Leak detector
4 A/C thermometer

TOOLS 2 Vacuum pump

You'll need the following tools, Figure 9-25, to 3 Leak detector
perform the troubleshooting procedures
explained in this Section. 4 A/C thermometer

1 Manifold gauge set

9-23
 SECTION 9 - CAB
FIGURE 9-26
Manifold Gauge Set- Tool No. 0172
A Low pressure side
8 High pressure side
1 High side pressure gauge
2 High side shut-off valve
3 Test hose to high side service connector
4 Center service hose
5 Test hose to low side service connector
6 Low side shut-off valve
7 Low side compound gauge
PRESSURE TEST EQUIPMENT
Manifold Gauge Set
The manifold gauge set, Tool No. 0172, Figure
9-26, is the most important tool used in testing
and servicing the air conditioning system.
9-24
The gauge set is used for troubleshooting,
discharging, evacuating and charging the
system.
The gauge set consists of a low side gauge (7)
and shutoff valve (6), a high side gauge (1)
and shutoff valve (2), two test hoses (3 and 5),
and a service hose (4), that is used for
discharging, evacuating and charging. All
hoses should be capped when not in use.
The shutoff valves (2 and 6) serve to isolate
the high and low sides of the manifold from the
center service fitting.
IMPORTANT: Always close the shutoff valves
(turn clockwise until seated) during all test
operations.
In the closed position, refrigerant circulates
around the valve stems to the gauges.
Therefore, when the manifold gauge set is
connected into a system, pressure is
registered on both gauges.
Operating Precautions
Operating precautions must be observed as
follows:
- NEVER open the HIGH SIDE shutoff
valve when the system is operating.
- NEVER open the HIGH SIDE shutoff
valve if a refrigerant can is connected to
the center service fitting for charging the
system.
- ALWAYS open the LOW SIDE shutoff
valve when adding refrigerant.
 SECTION 9 - CAB
IMPORTANT: Prior to connection of the
manifold gauge set, identify the suction
(low pressure) and discharge (high
pressure) service gauge ports. The high
pressure service valve is always in the line
from the compressor to the condenser,
Figure 9-27.

4. Some older style hoses may require the

air to be purged.

Test Procedure - Stabilizing the

System
After the manifold gauge set has been
connected and before pressure tests can be
made, the system must be stabilized as
follows:

1. Run the engine at a fast idle speed

FIGURE 9·27
(approximately 1000-1200 RPM).
2. Make sure the heater blower control is off.
Attaching the Manifold Gauge Set
1 High side gauge 3. Operate the system at maximum cooling,
2 Low side gauge with the blower fan at high speed, for 10
3 Shut-off valves minutes to stabilize all components.
4 High side service valve
5 Low side service valve 4. Check the system for full refrigerant
6 Center hose charge by observing the sight glass.

Attaching the Gauge Set to the NOTE: The sight glass can be viewed
through the left air conditioning screen
Tractor using a flashlight and mirror.

A
WARNING: TO AVOID PERSONAL
INJURY, STOP THE TRACTOR ENGINE
DURING CONNECTION OF THE MANIFOLD
GAUGE SET.
1. Remove the protective caps from the
compressor service gauge ports.
2. Be sure the gauge set shutoff valves are
closed (turned fully clockwise).
3. Connect the high side gauge hose to the
high side service valve and the low side
gauge hose to the low side service valve,
Figure 9-27.
5. Set the parking brake, be sure the gear
shift levers are in neutral, start the engine
and close the cab windows and doors.
6. Operate the engine for 10 minutes at
1000-1200 RPM.
7. Check the manifold low pressure gauge
reading is within the specified range of
approximately 4-36 psi (0.28-2.48 bar)
(0.28-2.53 kgf/cm2).
8. Check the manifold high pressure gauge
reading and compare the reading to the
pressure indicated on the
pressure-temperature chart below.

9-25
 . SECTION 9 - CAB
NOTE: Use a thermometer placed in
the air stream approximately 2" (50
mm) above the condenser air inlet
screen on top of the cab to measure the
temperature of the outside air.
A
WARNING: A SIGNIFICANT AMOUNT
OF REFRIGERANT VAPOR MAY HAVE
CONDENSED TO A LIQUID AT THE
9. Using a thermometer, check the SERVICE FITTING AT THE HIGH SIDE
temperature of the conditioned air OF THE COMPRESSOR. USE A CLOTH
entering the cab at the lower opening. OR OTHER PROTECTIVE MATERIAL
This temperature will vary according to the WHEN DISCONNECTING THE
temperature and humidity of the outside MANIFOLD HOSE FROM THIS FITTING
air. TO PREVENT PERSONAL INJURY TO
HANDS AND FACE.
The temperature of the conditioned air
should be in the following range. If the refrigerant charge is determined to
be insufficient, the system must be tested
for leaks and recharged before accurate
AMBIENT TEMP CONDITIONED tests can be made for normal system
OUTSIDE AIR (0° F) AIR TEMP (0° F) operation.
80 43-47
85 49-51 NOTE: Natural loss of some system
90 52-55 refrigerant can be expected over a
95 53-57 period of time.
100 54-59
105 59-64 If, after testing the fully charged system, it
110 65-69 is determined that the system is still not
functioning or cooling properly, refer to the
NOTE: Ambient temperature readings "A/C System Performance Test and
are taken at the air intake 2" (50 mm) Diagnosis" chart for test results, possible
from the condenser. causes and repair.

NOTE: In general the conditioned air

should be 35° to 40° F (+2° to +4° C)
cooler than the ambient temperature of
the outside air.
10. If the system is operating satisfactorily,
stop the engine, disconnect the gauge set
and replace the protective caps on the
compressor service valves.

APPROXIMATE HIGH PRESSURE TEST RANGE

Ambient Air Temperature High Pressure Gauge Reading
Degrees F Degrees C PSI bar kgf/cm2
80 27 140-160 9.6-11.0 9.8-11.2
85 29 155-175 10.7-12.1 10.9-12.3
90 32 170-190 11.7-13.1 11.9-13.3
95 35 185-210 12.7-14.5 13.0-14.8
100 38 200-230 13.8-15.9 14.1-16.2
105 41 220-252 15.2-17.4 15.5-17.7
110 43 240-275 16.5-19.0 16.9-19.3

9-26
 SECTION 9 - CAB
PRESSURE- TEMPERATURE RELATIONSHIP
Evaporator Temperature Low Pressure Gauge Reading
Degrees F Degrees c psi bar kgf/cm2
-11 -23.9 4 0.28 0.28
-7 -21.7 6 0.41 0.42
-2 -18.9 8 0.55 0.56
2 -16.7 10 0.69 0.70
6 -14.4 12 0.83 0.84
10 -12.2 14 0.97 0.98
- -1"lf - - - ------- : f6.6- - - -- - - -- --16- -- - - - - -1-. f 6 - -- - ---- - - --f.12- -:
18 -7.8 18 1.24 1.26:
20 -6.7 20 1.38 1.41
22 -5.6 22 1.52 1.55
24 -4.4 24 1.66 1.69
27 -5.8 26 1.79 1.83
29 -1.7 28 1.93 1.97 I

- -~2- - - - --- - - - --- Q - - - - - - - - - - - - _3.9_ - - - - - -.-~·9?- - - -- - --- - - -~-.:1 j- - ~

36 . 2.2 35 2.41 2.46
42 5.6 40 2.76 2.81
48 5.9 45 3.10 3.16
53 11.7 50 3.45 3.52
58 14.4 55 3.79 3.87
62 16.7 60 4.13 4.22
66 18.9 65 4.48 4.57
70 21.1 70 4.82 4.92

NOTE: "Boxed" sections of chart indicate normal operating ranges.

9-27
 -SECTION 9 - CAB

A/C SYSTEM PERFORMANCE TEST AND DIAGNOSIS CHART

PROBLEM POSSIBLE CAUSES CORRECTION
Low Pressure - Low
High Pressure - Low

1. Evaporator air not cold 1. Low refrigerant charge . Perform leak tests and repair
.Bubbles in sight glass
Evacuate system

Charge system, retest system

2. Evaporator air warm .No 1 . Extremely low refrigerant Same as above

bubbles in sight glass charge.

3. Evaporator air cool but 1 . Expansion valve not permitting Check expansion valve as
not sufficiently cold sufficient flow follows:
.Expansion valve inlet tube .Stuck valve
surface shows Set a max. cooling
considerable
condensation or frost Spray refrigerant on valve head
or sensing bulb

Low pressure gauge should then

show vacuum reading

Retest
If expansion valve is defective as
determined in Step 1, or if the
valve inlet tube shows heavy
condensation or frost proceed as
follows:

Discharge system
Replace expansion valve

Evacuate system

Charge system

Retest

9-28
 - SECTION 9 - CAB
PROBLEM POSSIBLE CAUSES CORRECTION
Gauge Readings
Low Pressure - High
High Pressure - High

1. Evaporator air warm 1. Improper operation of Inspect for dirty condenser

Liquid line hot (condenser condenser restricting air flow and cooling
outlet to expansion valve
tube) Bubbles in sight 2. Overcharged with refrigerant Check operation of condenser
glass cooling fans. Repair or replace
as needed.
Check for overcharge as follows:
Discharge system until bubbles
appear in sight glass and both
gauges drop below normal
readings. Then add 4-6 oz.
(100-200 gms) refrigerant.
Retest system. If gauge
readings are still to high, proceed
as follows:
Discharge system
Remove condenser assembly,
flush and clean thoroughly
Replace receiver/drier
Evacuate the system
Charge the system
Retest
2. Evaporator air not cold 1. Air and moisture in the system. Discharge the system
Occasional bubbles in Replace receiver/drier
sight glass Evacuate the system
Charge the system
Retest
3. Evaporator air warm 1. Expansion valve allowing too Check expansion valve
Evaporator and hose to much refrigerant to flow through Set for max. cooling
condenser shows the evaporator Spray refrigerant on expansion
considerable moisture valve head and/or sensing bulb
Low pressure gauge should
show vacuum reading ·

If the above test shows

expansion valve operating
properly, proceed as follows:

9-29
 SECTION 9 - CAB
PROBLEM POSSIBLE CAUSES CORRECTION
Gauge Reading

3. Cont'd 1. Cont'd Remove the sensing bulb from

the evaporator outlet tube
Clean the surface of the tube and
sensing bulb
Clamp the sensing bulb to the
outlet tube
Retest
If the expansion valve is
defective, proceed as follows:
Discharge the system
Replace the expansion valve
Evacuate the system
Charge the system
Retest
Gauge Readings

Low pressure- low

High pressure - high

1. Insufficient cooling 1. Restriction in liquid line Discharge the system

Replace the receiver/drier
Inspect all lines and tubing from
compressor outlet to expansion
valve.
Replace if needed.
Evacuate the system
Charge the system
Retest
Gauge Readings

Low pressure - high

High pressure - low

1. Evaporator air not cold 1. Internal leak in compressor.
No bubbles in sight glass (reed valves, gasket, worn or
scored piston rings or cylinder)
Discharge the system
Replace the compressor
Evacuate the system
Charge the system
Retest

9-30

PROBLEM
Gauge Readings
Low Pressure - Normal
High Pressure - Normal
1. Insufficient cooling Low
pressure reading does not
fluctuate with changes in
temperature control switch
(pressure should drop until
compressor cycles) Few or
no bubbles in sight glass
Evaporator air not cold.
2. Insufficient cooling
during hottest part of day
Low pressure reading does
drop to vacuum during test
(normal) High pressure
reading drops when low
pressure reading shows
vacuum Tiny bubbles in
sight glass Evaporator air
is sufficiently cold until low
pressure reading drops to
vacuum, then it becomes
warm
Gauge Readings
Low Pressure - high
High pressure - normal
1. Compressor cycles "on"
and "off" too frequently
- SECTION 9 - CAB
POSSIBLE CAUSES CORRECTION
1. System low on charge Air or Perform leak test
moisture present in system Discharge system
Repair leaks
Replace receiver/drier
Check oil level
Evacuate system
Charge the system
Retest
2. Excessive moisture in system. Discharge system
Receiver/drier saturated and Replace receiver/drier
releases moisture when outside Evacuate the system
air temperature is high. Moisture Retest
freezes in expansion valve
preventing refrigerant flow
1 . Defective temperature control Stop engine and shut off A/C
(thermostatic) switch Replace temperature control
switch
Retest system and check
compressor cycling
9-31
 -SECTION 9 - CAB

MANIFOLD GAUGE READINGS AND Test Conditions:

INTERPRETATIONS
1. Tractor engine speed set at 1000-1200
Normal manifold gauge readings on the low RPM.
side gauge are 15 to 30 psi. The high pressure
gauge readings used in the gauge reading 2. System fully charged.
examples that follow are for an ambient NOTE: Ambient air temperature
temperature of 95° F (35° C). However, as readings are taken 2" (50 mm) in front
outside air temperature increases of of the condenser.
decreases, so will the pressure readings.
Refer to the Pressure-Temperature
Relationship chart below for equivalent
readings.

PRESSURE-TEMPERATURE RELATIONSHIP
Condenser Temperature High Pressure Gauge Reading
Degrees F lbf/in2 kgf/cm2
60° (15.6° C) 95-115 6.7-7.9
65° (18.3° C) 105-125 7.4-8.8
70° (21 .1 ° C) 116-135 8.2-9.5
75° (23.9° C) 130-150 9.1-10.6
80° (26.7° C) 150-170 10.6-12.0
85° (29.4° C) 165-185 11.6-13.0
90° (32.2° C) 175-195 12.3-13.7
95° (35.0° C) 185-205 13.0-14.4
100° (37.8° C) 210-230 14.8-16.2
105° (40.6° C) 230-250 16.2-17.6
oo
11 (43.3° C) 250-270 17.6-19.0
115° (46.1° C) 265-285 18.6-20.0
120° (48.9° C) 280-310 19.7-21.8

9-32
 SECTION 9 - CAB

LOW SIDE LOW HIGH SIDE LOW

LOW SIDE HIGH SIDE

HAND VALVE HAND VALVE
CLOSED CLOSED

LOW SIDE HOSE HIGH SIDE HOSE

CONNECTED TO CONNECTED TO
LOW SIDE SERVICE HIGH SIDE SERVICE
CONNECTOR CONNECTOR

NOT USED
LJ

GAUGE READINGS AND CORRECTIVE PROCEDURES

INTERPRETATIONS
1. Leak test the system.
EXAMPLE 1
2. Repair leaks. (Discharge and recover the
Problem: refrigerant from the system; replace lines
or components).
Little or no cooling.
3. Check compressor oil to ensure no loss.
Cause:
4. Evacuate the system.
Refrigerant slightly low. 5. Charge the system.
CONDITIONS* 6. Performance test the system.

1. Low side pressure too low. Gauge should DIAGNOSIS: System refrigerant is low.
read 15-30 psi. May be caused by a small leak.
2. High side pressure too low. Gauge should *NOTE: Test procedure based upon
read 185-205 psi. ambient temperature of 95° F. For proper
high side gauge reading for other ambient
3. Bubbles in sight glass. temperatures, refer to the
4. Evaporator air not cold. pressure-temperature chart.

9-33
 SECTION 9 - CAB
LOW SIDE LOW HICiH SIDE LOW

LOW SIDE HIGH SIDE

HAND VALVE HAND VALVE
CLOSED CLOSED

LOW SIDE HOSE HIGH SIDE HOSE

CONNECTED TO CONNECTED TO
LOW SIDE SERVICE HIGH SIDE SERVICE
CONNECTOR CONNECTOR

GAUGE READINGS AND CORRECTIVE PROCEDURES

INTERPRETATIONS
1. Leak test the system.
EXAMPLE2
2. Discharge and recover the refrigerant
PROBLEM: from the system.

Insufficient cooling. 3. Repair leaks.

4. Check compressor oil to ensure no loss.
CAUSE:
5. Evacuate the system.
Refrigerant excessively low.
6. Charge the system.
CONDITIONS*
7. Performance test the system.
1. Low side pressure very low. Gauge DIAGNOSIS: System refrigerant is
should read 15-30 psi. extremely low. A serious leak is indicated.,
2. High side pressure too low. Gauge should
read 185-205 psi. *Note: Test procedure based upon
ambient temperature of 95° F. For proper
3. No liquid or bubbles in sight glass. high side gauge reading for other ambient
temperatures, refer to the
4. Evaporator air warm.
pressure-temperature chart.

9-34
 SECTION 9 - CAB
HIGH SIDE NORMAL.

HIGH SIDE
LOW SIDE HAND VALVE
HAND VALVE CLOSED
CLOSED

HIGH SIDE HOSE

LOW SIDE HOSE
CONNECTED TO
CONNECTED TO
HIGH SIDE SERVICE
LOW SIDE SERVICE
CONNECTOR
CONNECTOR
NOT USED
w

GAUGE READINGS AND 2. Discharge and recover the refrigerant

INTERPRETATIONS from the system.
EXAMPLE3 3. Repair leaks.

PROBLEM: 4. Replace the receiver/dryer.

5. Check compressor oil to ensure no loss.
Insufficient cooling.
6. Evacuate the system.
CAUSE:
7. Charge the system.
Air in system.
8. Performance test the system.
CONDITIONS* DIAGNOSIS: Non-condensables (air or
moisture) present. System not fully
1. Low side pressure reading does not charged.
change when compressor cycles "on" and
"off". *NOTE: Test procedure based upon
2. High side pressure slightly high or slightly ambient temperature of 95° F. For proper
low. Should read 185-205 psi. high side gauge reading for other ambient
temperatures, refer to the
3. Few or no bubbles in sight glass. pressure-temperature chart.
4. Evaporator air not cold.
CORRECTIVE PROCEDURES

1. Leak test the system. Give special

attention to the compressor seal area.

9-35
 . SECTION 9 - CAB
LOW SIDE HIGH HIGH SIDE LOW

LOW SIDE HIGH SIDE

HAND VALVE HAND VALVE
CLOSED CLOSED

LOW SIDE HOSE HIGH SIDE HOSE

CONNECTED TO CONNECTED TO
LOW SIDE SERVICE HIGH SIDE SERVICE
CONNECTOR CONNECTOR

GAUGE READINGS AND 3. No bubbles in sight glass (system fully

INTERPRETATIONS charged).
EXAMPLE4 4. Evaporator air not cold.
PROBLEM: CORRECTIVE PROCEDURES

Insufficient cooling. 1. Replace the compressor.

CAUSE: DIAGNOSIS: Internal leak in compressor

caused by worn or scored pistons, rings,
Compressor malfunction. or cylinders.

CONDITIONS* *NOTE: Test procedure based upon

ambient temperature of 95° F. For proper
1. Low side pressure too high. Gauge high side gauge reading for other ambient
should read 15-30 psi. temperatures, refer to the
pressure-temperature chart.
2. High side pressure too low. Gauge should
read 185-205 psi.

9-36
 SECTION 9 - CAB

LOW SIDE HIGH SIDE

HAND VALVE HAND VALVE
CLOSED CLOSED

LOW Sl DE HOSE HIGH SIDE HOSE

CONNECTED TO CONNECTED TO
LOW SIDE SERVICE HIGH SIDE SERVICE
CONNECTOR CONNECTOR
NOT USED
u
GAUGE READINGS AND 2. Look for clogged passages between the
INTERPRETATIONS condenser fins and coil, or other
obstructions that could reduce condenser
EXAMPLE 5
airflow.
PROBLEM: 3. If engine overheating is a symptom, check
for proper radiator fan, and pressure cap
Insufficient or no cooling. Engine overheats in for proper operation.
some cases.
(At this point, operate the system and check its
CAUSE: performance. If still unsatisfactory, proceed
as follows:)
Condenser not functioning properly.
4. Check for overcharge of refrigerant, and
CONDITIONS* correct as follows:
1. Low side pressure too high. Gauge a. Discharge and recover the refrigerant
should read 15-30 psi. until bubbles appear in sight glass and
both gauge readings drop below
2. High side pressure too high. Gauge normal.
should read 185-205 psi.
b. Add new refrigerant until bubbles
3. Occasional bubbles in sight glass. disappear and gauge readings are
4. Liquid line hot. normal. Then, add 1/4-112 lb. of
refrigerant.
5. Evaporator air warm.
(Operate the system and recheck the
CORRECTIVE PROCEDURES performance. If the gauge readings are still
too high, proceed as follows:)
1. Check belt tension. Loose or worn drive
belts could cause excessive pressures in
the compressor head.

9-37
 SECTION 9 - CAB
5. Discharge and recover the refrigerant DIAGNOSIS: Lack of cooling caused by
from the system. pressure that is too high on the high side,
resulting from improper operation of
6. Remove the condenser and clean and condenser. (Refrigerant charge may be
flush it to ensure a free flow of refrigerant. normal or excessive.)
Or, if the condenser appears to be unduly
dirty or plugged, replace it. *NOTE: Test procedure based upon
7. Replace the receiver/dryer. ambient temperature of 95° F. For proper
high side gauge reading for other ambient
8. Evacuate the system, and recharge it. temperatures, refer to the
pressure-temperature chart.
9. Performance test the system.

9-38
 SECTION 9 - CAB
LOW SIDE NORMAL HIGH SIDE NORMAL

LOW SIDE HIGH SIDE

HAND VALVE HAND VALVE
CLOSED CLOSED

LOW SIDE HOSE HIGH SIDE HOSE

CONNECTED TO CONNECTED TO
LOW SIDE SERVICE HIGH SIDE SERVICE
CONNECTOR CONNECTOR

GAUGE READINGS AND CORRECTIVE PROCEDURES

INTERPRETATIONS
1. Discharge and recover the refrigerant
EXAMPLES from the system.
PROBLEM: 2. Replace the receiver/dryer.

Insufficient cooling during hottest part of hot 3. Evacuate the system.

days. 4. Charge the system.
CAUSE: 5. Performance test the system.
Moisture in the system. DIAGNOSIS: Excessive moisture in
system. Drying agent in receiver/dryer is
CONDITIONS* saturated and releases moisture during
high outside air temps. This moisture
1. Low side pressure reading normal (15-30 collects and freezes in the expansio11
psi), but drops to a vacuum reading during valve, preventing a flow of refrigerant
testing. through the evaporator.
2. High side pressure reading normal *NOTE: Test procedure based upon
(approx. 205 psi), but drops when low side ambient temperature of 95° F. For proper
reading shows a vacuum. high side gauge reading for other ambient
3. Tiny bubbles in sight glass. temperatures, refer to the
pressure-temperature chart.
4. Evaporator air sufficiently cold until low
side pressure gauge shows a vacuum,
then it becomes warm.

9-39
 SECTION 9 - CAB
LOW SIDE HIGH HIGH SIDE HIGH

LOW SIDE HIGH SIDE

HAND VALVE HAND VALVE
CLOSED CLOSED

LOW SIDE HOSE HIGH SIDE HOSE

CONNECTED TO CONNECTED TO
LOW SIDE SERVICE HIGH SIDE SERVICE
CONNECTOR CONNECTOR

GAUGE READINGS AND CORRECTIVE PROCEDURES

INTERPRETATIONS
1. Discharge and recover the refrigerant
EXAMPLE7 from the system.
PROBLEM: 2. Replace the receiver/dryer.

Insufficient or no cooling. 3. Evacuate the system.

4. Charge the system.
CAUSE:
5. Performance test the system.
Large amount of air in system.
DIAGNOSIS: Air in system. This, and the
CONDITIONS* moisture in the air, is contaminating the
refrigerant, causing the system to operate
1. Low side pressure too high. Gauge improperly.
should read 15-30 psi.
*NOTE: Test procedure based upon
2. High side pressure too high. Gauge ambient temperature of 95° F. For proper
should read 185-205 psi. high side gauge reading for other ambient
3. Occasional bubbles in sight glass. temperatures, refer to the
pressure-temperature chart.
4. Evaporator air not cool.

9-40
 SECTION 9 - CAB
LOW SIDE HIGH HIGH SIDE HIGH

LOW SIDE HIGH SIDE

HAND VALVE HAND VALVF
CLOSED CLOSED

LOW SIDE HOSE HIGH SlOt 1-tOSf

CONNECTED TO CONNECTED TG
LOW SIDE SERVICE HIGH SIDE SEi<Vl\C:
CONNECTOR CONNECTOR
NOT USED
l..d

GAUGE READINGS AND a. Operate the system at maximum

INTERPRETATIONS cooling.
EXAMPLES b. Check the low side gauge. The
pressure should drop slowly.
PROBLEM:
2. If the test indicates that the expansion
Insufficient or no cooling. valve is defective, proceed as follows:

CAUSE: a. Discharge and recover the refrigerant

from the system.
Improper operation of thermostatic expansion
b. Replace the expansion valve.
valve (stuck open)
c. Evacuate the system.
CONDITIONS*
d. Charge the system.
1. Low side pressure too high. gauge should
read 15-30 psi. e. Performance test the system.

2. High side pressure too high. Gauge DIAGNOSIS: Thermostatic expansion

should read 185-205 psi. valve is allowing too much refrigerant to
flow through the evaporator coils. Valve
3. Evaporator air warm. may be stuck open, or temperature
sensing bulb may be mounted incorrectly.
4. Evaporator and suction hose (to
compressor) surfaces show considerable *NOTE: Test procedure based upon
moisture. ambient temperature of 95° F. For proper
CORRECTIVE PROCEDURES high side gauge reading for other ambient
temperatures, refer to the
1. Check for sticking expansion valve: pressure-temperature chart.

9-41
 - SECTION 9 - CAB
LOW SIDE LOW HIGH SIDE LOW

LOW SIDE HIGH SIDE

HAND VALVE HAND VALVE
CLOSED CLOSED

LOW SIDE HOSE HIGH SIDE HOSE

CONNECTED TO CONNECTED TO
LOW SIDE SERVICE HIGH SIDE SERVICE
CONNECTOR CONNECTOR

GAUGE READINGS AND 2. If the expansion valve inlet surface shows

INTERPRETATIONS frost or heavy moisture, proceed as
follows:
EXAMPLES
a. Discharge and recover the refrigerant
PROBLEM: from the system.
Insufficient cooling. b. Disconnect the inlet line from the
expansion valve and inspect the
CAUSE: screen.
Improper operation of thermostatic expansion c. Clean the screen, replace it, and
valve (stuck closed). reconnect the inlet line to the valve.

CONDITIONS* 4. If the corrective procedure outlined in Step

1. Low side pressure too low (0 psi or
vacuum). Gauge should read 15-30 psi.
2. High side pressure low. Gauge should
read 185-205 psi.
3. Evaporator air cool, but not sufficiently
cold.
4. Evaporator valve inlet pipe surface shows
considerable moisture or frost.
CORRECTIVE PROCEDURES
1. Place finger on expansion valve inlet. If
too cold to touch, proceed as follows:
a. Operate the system at maximum
cooling.
b. Check the low side gauge.
pressure should drop slowly.
1 shows that the expansion valve is
defective, proceed as follows:
a. Evacuate the system.
b. Charge the system.
c. Performance test the system.
DIAGNOSIS: Expansion valve is not
permitting a sufficient flow of refrigerant.
May be caused by valve stuck in restricted
or closed position, clogged valve screen,
or insufficient amount of refrigerant in
temperature sensing bulb.
*NOTE: Test procedure based upon
ambient temperature of 95° F. For proper
high side gauge reading for other ambient
temperatures, refer to the
The pressure-temperature chart.

9-42
 - SECTION 9 - CAB
HIGH SIDE LOW

HIGH SIDE
LOW SIDE
HAND VALVE
HAND VALVE
CLOSED
CLOSED

LOW SIDE HOSE HIGH SIDE HOSE

CONNECTED TO CONNECTED TO
lOW SIDE SERVICE HIGH SIDE SERVICE
CONNECTOR CONNECTOR
NOT USED
w

GAUGE READINGS AND CORRECTIVE PROCEDURES

INTERPRETATIONS
EXAMPLE 10
PROBLEM:
Insufficient cooling.
CAUSE:
Restriction in high side of system.
CONDITIONS*
1. Low side pressure too low. Gauge should
read 15-30 psi.
2. High side pressure too low. Gauge should
read 185-205 psi. NOTE: A normal or
high reading of the high side pressure
gauge under these conditions indicates
the system is overcharged or the
condenser or receiver/dryer is too small.
3. Evaporator only slightly cooL
4. Liquid line and receiver/dryer are cool to
touch and show frost or considerable
moisture.
1. Discharge and recover the refrigerant
from the system.
2. Replace the liquid lines, receiver/dryer, or
other obstructed components.
3. Evacuate the system.
4. Charge the system.
5. Performance test the system.
DIAGNOSIS: Restriction in the liquid line
and/or receiver/dryer resulting in a
"starved" evaporator (compressor moving
refrigerant from the evaporator faster thaJ1
it can enter.)
*NOTE: Test procedure based upon
ambient temperature of 95° F. For proper
high side gauge reading for other ambient
temperatures, refer to the
pressure-temperature chart.

9-43
 'SECTION 9 - CAB
LOW SIDE GAUGE HIGH SIDE NORMAL
COMPRESSOR
CYCLES "ON"
34 psi
CYCLES "OF
28 psi

LOW HIGH
SIDE SIDE
HAND HAND
VALVE VALVE

LOW SIDE HOSE HIGH SIDE HOSE

CONNECTED TO CONNECTED TO
LOW SIDE SERVICE HIGH SIDE SERVICE
CONNECTOR CONNECTOR
w
GAUGE READINGS AND CORRECTIVE PROCEDURES
INTERPRETATIONS
1. Stop the engine and shut off A/C system.
EXAMPLE 11
2. Replace thermostatic switch with switch of
PROBLEM: same type.

Compressor cycles (cuts in and out) too 3. Make sure the switch's temperature
rapidly. sensing line is installed in the same
position and depth (in evaporator core) as
CAUSE: previous bulb.

Thermostatic switch defective.

CONDITIONS*

1. Low side pressure readings too high

A
CAUTION: LINE IS FILLED WITH
REFR~ERANT UNDER PRESSUR~
during both "on" and "off" compressor DO NOT KINK OR BEND IT TOO'
cycles and between cycles. Readings SHARPLY.
should be:
4. Performance test the system.
a. 12-15 psi - cycle "off"
DIAGNOSIS: Defective thermostatic
b. 36-39 psi - cycle "on" switch.
c. 24-28 psi - between cycles
*NOTE: Test procedure based upon
2. High side pressure normal. Should read ambient temperature of 95° F. For proper
185-205 psi. high side gauge reading for other ambient
temperatures, refer to the
pressure-temperature chart.

9-44
 - SECTION 9 - CAB
SERVICING THE AIR CONDITIONING SYSTEM
LEAK TESTING
To perform a leak test if refrigerant leakage is
suspected, use an electronic leak detector
following manufacturer's instructions.
Electronic leak detectors use flashing lights or
sound to alert the operator to a leak. If the leak
detector's sensitivity is adjustable, be sure you
calibrate the detector according to the
manufacturer's instructions before use.
Another option for leak testing is to use a
fluorescent dye leak detector. This type of
detector uses fluorescent dye dissolved in
R-12 to pinpoint leaks under ultraviolet light.
When using a leak detector, keep in mind that
a very slight amount of leakage in the
compressor pulley area is normal and does
not necessarily indicate a repair is required.
When a leak is located, follow these steps.
- Discharge the system using a certified
freon recovery system.
- Repair the leak.
- Evacuate the system.
- Check system for leaks.
Always check the system for leaks as a final
test after evacuating and before recharging
by:
9-45
1. Closing the manifold hand valves.
2. Turning the vacuum pump off.
3. Noting the low side gauge reading.
A drop of more than two inches of vacuum in
five minutes indicates a leak in the system.
- Charge the system
DISCHARGING THE SYSTEM
The Clean Air Act of 1990 prohibits the release
of freon into the atmosphere. By January 1,
1992, dealerships that service air conditioners
or other engine parts that require the
dismantling of air conditioners will need to use
a certified freon recovery unit operated by
certified technicians. Similar legislation is
pending in Canada.
To comply with the Clean Air Act of 1990, Ford
New Holland is making available the OTC
Refrigerant Recovery and Recycling System
and the Smart Cart Automatic Air Conditioner
Charging Station. Dealerships can purchase
these units through Ford New Holland and
request a form from the manufacturer for
certifying the unit and technicians.
 SECTION 9 - CAB

USING THE RECOVERY AND

RECYCLING SYSTEM
Before you can dismantle an air conditioning
system for repairs, you must discharge and
recover the refrigerant for recycling using a
certified recovery unit, Figure 9-28. The
following is a summary of the steps for
operating the unit. Read the steps outlined in
the recovery unit's operating manual for more
detailed instructions.

1. Set up the recovery unit following

manufacturer's instructions, then run the
vehicle's air conditioning system for a few
minutes.
2. Attach the recovery unit to the air
conditioning system through the center
hose of a manifold gauge set.
3. To recover refrigerant, open both valves
of the manifold gauge set, making sure the
valves labeled "gas" and "liquid" on the
refrigerant tank are open.
4. Plug in the unit's power cord.
5. Turn on the main power, recovery, and
start switches.
The compressor will shut off automatically
when the recovery is complete.

Remember to follow all manufactures

instructions when operating recovery
equipment.

Freon Recovery I Recycling Unit

FIGURE 9·28

9-46
 SECTION 9 - CAB
FLUSHING THE SYSTEM Air and moisture are removed by evacuating
Air conditioning systems may occasiohally the system using a vacuum pump, Tool No.
become contaminated with solid particles. 0179 and manifold gauge set, Tool No. 0172
This contamination may be the result of or a charging/evacuation unit, F_NH001 ~~· t~at
allowing dirt to enter the system while it was will draw a vacuum in the a1r cond1t1omng
open, from aluminum corrosion or sludge, or system Figure 9-29. As the vacuum pump
from disintegrated compressor reed plates. lowers the pressure of the system, the _boifing
Contamination of this nature can result in point of the moisture in the system 1s also
plugged evaporators, condensers and lowered. Therefore, when evacuating the
expansion valves. system, the boiling point of any moisture in the
system must be lowered to a point below the
Contaminated systems must be flushed with a ambient temperature to be sure all the
special flushing solvent to remove the moisture is boiled off.
unwanted material. Prior to flushing, the
system must be discharged. See The relationship of system vacuum to th_e
"Discharging the System". Each individual boiling temperature at which the water vapor IS
component must be flushed after removed from the system is as follows:
disconnecting every hose fitting. The
compressor and expansion valve can not be System Vacuum Temperature
flushed, therefore, the compressor should be
disassembled and cleaned or replaced and In Cm.of OF oc
the expansion valve should be replaced. Also, Mercury Mercury
when flushing, always replace the 28.0 71.0 100 38
receiver/drier. 28.9 73.4 80 27
29.4 74.6 60 16
NOTE: Never use any solvent for flushing 29.7 75.4 40 5
an air conditioning system other than a 29.8 75.7 20 -7
special flush solvent made specifically for 29.9 75.9 0 -18
air conditioning systems. Follow the
manufacturer's recommendations and
directions for using the flushing NOTE: For every 1000 feet (305 m) above
equipment and solvent. seal level, the vacuum gauge reading must
be corrected by adding 1" (2.54 em) ~f
Reassemble and evacuate the system to mercury to compensate for the change m
remove air and moisture as described in atmospheric pressure.
"Evacuating the System". Prior to evacuating
the system, check the oil level in the IMPORTANT: Be sure the system is
compressor. See "Compressor Oil Level completely discharged as refrigerant will
Check". damage the vacuum pump.

EVACUATING THE SYSTEM

IMPORTANT: A system in which the
refrigerant has been recovered to facilitate
repairs, must be evacuated before new
refrigerant is installed.

9-47
 SECTION 9 - CAB
5. After starting the unit, note the low side
gauge to be sure the system pulls down
into a vacuum.
6. When the low side gauge attains the
lowest steady vacuum, stop the
charging/evacuation unit.
NOTE: The pump achieves ultimate
vacuum with the vented exhaust valve
closed.
Time the evacuation for a minimum of 20
minutes from the point when lowest
vacuum is attained.
7. Check the system by closing the gauge
shutoff valves, turning the vacuum pump
off and noting the low side gauge reading.
A loss of more than 2" (5 em) of vacuum in
5 minutes indicates either a leak in the
FIGURE9-29 system or moisture in the system.
Refrigerant Recover System Installed NOTE: A further procedure for
1 High side service valve detecting leaks, with both gauge
2 High side hose valves still closed, Is to remove the
3 High side shut-off valve manifold center hose from the vacuum
4 Refrigerant recovery station pump and connect the hose to a full
5 Center service hose
6 Low side shut-off valve
can of refrigerant, Figure 9-31. Open
7 low side hose both the low side gauge valve and the
8 low side service valve refrigerant can valve a quarter turn to
allow all the refrigerant, approximately ,
Reference, Figure 9-29 14 oz (400 g.), to enter the system.
Close the refrigerant can valve and
1. Connect the manifold gauge set, see conduct a system leak test.
"Manifold Gauge Set Connection".
2. Connect the manifold center hose to the
Once the leak Is located discharge the
charging/evacuation units suction port as system, repair the leak, then repeat the •
per the manufactures instructions. evacuation procedure.

3. Fully open both the low and high side 9. If the gauge needle remains stationary
gauge shutoff valves. and the vacuum is maintained for 3-5
minutes, close both the high and low side
4. Attach the recovery/evacuation unit manifold hand valves, turn off and
according to the manufactures disconnect the center hose from the
instructions. Be sure to read all installation pump. The system is now ready for
and operating instructions carefully before charging.
starting the unit.

9-48
 SECTION 9 - CAB
1. A complete charge will require 3.5 - 4.0
lbs. (1.6 kg) of (R-12) refrigerant. Set out
the exact number of 14 oz. (400 g) cans
required.
To determine when half a can of
refrigerant has been charged into the
system, use either one or both of the
following methods:
- Weight the can before charging and
stop when half the original weight is
reached.
- Stop charging when extreme cold is felt
halfway down the can.
2. Connect the manifold gauge set, Tool No.
0172, see "Manifold Gauge Set
Connections", Figure 9-27.
3. Attach a safety type can valve to the
FIGURE 9-30
manifold center hose, then install the
Charging the System - Can Method valve on the refrigerant can, see
"Refrigerant Can Valve".
1 Mannold gauge set
2 R-12 refrigerant can 4. Loosen the center hose connection at the
3 Can valve
manifold, open the can valve slowly an~
allow escaping refrigerant to purge a1r
CHARGING THE SYSTEM from the center hose for about three
IMPORTANT: Be sure there are no leaks in seconds. Retighten the hose connection.
the system, the compressor oil level is correct 5. With the engine off, open both the low and
and the system has been fully evacuated. high side shutoff valves and allow the full
Observe all safety recommendations when refrigerant charge to flow into the system.
handling refrigerant R-12, see "Precautions When the refrigerant can is empty, close
when Handling Refrigerant R-12" in this the can valve, install a new can.
Section.
Be sure to hold the can upright to preveQt
Refrigerant Can Method slugging the compressor with liquid
refrigerant.
Refer to Figure 9-30.

9-49
 SECTION 9 - CAB
6. Close the high side gauge valve, then start
the engine and set speed at 1000-1200
RPM. Set the air conditioning system
controls at maximum cooling and at high
blower fan speed. Check the sight glass
for indication that the system is fully
charged.
It may be necessary to warm the
remaining refrigerant cans to develop
sufficient pressure to fully charge the
system after the first can has been used.
The refrigerant can should only be
warmed after being connected to the
system for charging.
A
WARNING: HEATING THE CAN
SHOULD ONLY BE DONE BY PLACING
THE CAN IN WARM WATER WHICH IS
NO MORE THAN 11 oo F {44° C). NEVER
EXCEED 120° F {49° C) AS THE
REFRIGERANT WILL DEVELOP
EXCESSIVE PRESSURE WHICH MAY
RUPTURE THE CAN.
When warming the refrigerant can in
water, be careful not to get the can valve
wet, as moisture may enter the system
when installing another can.
IMPORTANT: Do not overcharge the
system. Too much refrigerant in the
system will create excessive pressure in
the compressor head. This condition will
be indicated by a higher than normal
reading on the high pressure gauge and a
normal reading on the low pressure
gauge, refer to Pressure- Temperature
Chart, see "Troubleshooting".
9-50
7. With both gauge valves closed, operate
the engine at approximately 1000- 1200
RPM with the system controls set at
maximum cooling and the blower fans at
high speed.
Check the sight glass, which should be
free of bubbles when the system is fully
charged.
NOTE: The ambient temperature at the
condenser should be at least 70° F {21 o
C) for an accurate check. Below this
temperature, bubbles may appear In
the sight glass even though the system
contains the correct amount of
refrigerant.
8. Test the system for satisfactory
performance, see "Pressure Testing the
System".
9. If the system is operating satisfactorily,
stop the engine, disconnect the gauge set
and replace the protective caps on the
compressor service valves.
A
WARNING: A SIGNIFICANT AMOUNT
OF REFRIGERANT MAY HAVE ,
CONDENSED TO A LIQUID AT THE
SERVICE FITTING AT THE HIGH SIDE
OF THE COMPRESSOR. TO AVOID
INJURY, USE A CLOTH OR OTHER
PROTECTIVE MATERIAL WHEN
DISCONNECTING THE MANIFOLD
HOSE FROM THIS FITTING.
1o. Leak test the system, see "Leak Testing".
 SECTION 9 - CAB
CHARGING THE SYSTEM •
CHARGING STATION
Refer to Figure 9-31.
Whenever the air conditioning system is
exposed to air and moisture for any period of
time, you will need to evacuate and recharge
the system. OTC's Smart Cart Charging
Station, Figure 9-31, is recommended to save
both time and increasingly expensive freon.
The Smart Cart features a keypad and liquid
crystal display for programming the carts
operation. Besure to read an follow all the
manufacturers instruction for operating the
charging station. The following is a summary
of the steps for operating the unit.
9-51
FIGURE9-31
1. Connect the Smart Cart's hoses to the air
conditioning system and turn it on
following the manufacturer's instructions.
2. Make sure "Program" and "Vacuum"
appear on the display.
3. Press the appropriate number keys to
enter the desired vacuum time, then press
"Enter''.
The system should be evacuated for a
minimum of twenty minutes after obtaining
maximum vacuum to remove all traces of
moisture.
 SECTION 9 - CAB

Evacuating Tips NOTE: for every 1000 feet (305 m) above

seal level, the vacuum gauge reading must
If it is necessary to evacuate the system when
be corrected by adding 1" (254 mm) of
ambient temperatures are less than 70
Mercury to compensate for the change in
degrees the time required for the
atmospheric pressure.
evacuation process can be reduced by
warming the condenser, receiver/dryer and
evaporator with a heat lamp or other suitable System Charging
heat source. To begin charging the system after
evacuating:
NOTE: if all the refrigerant has leaked out
of the system, or if the system has been 1. Press "Review Program" on the keypad.
opened to the atmosphere, the "Refrigerant" will appear on the display.
receiver/dryer should be replaced and the
system fully evacuated before recharging. 2. Enter the correct poundage of refrigerant
for your air conditioning system, then
As the vacuum pump lowers the pressure of press "Enter". One flash of the display
the system, the boiling point of the moisture in means your data has been accepted.
the system is also lowered. Therefore, when 3. Make sure the exhaust valve is closed,
evacuating the system, the boiling point of any
and open the high and low side hand
moisture in the system must be lowered to a
valves on the manifold gauge.
point below the ambient temperature to
ensure all the moisture is boiled off. 4. Press "Continue" to begin refrigerant
charging.
The relationship of system vacuum to the
boiling temperature at which the water vapor is 5. When the charging rate becomes very
removed from the system is as follows: s!ow, close the high side valve, then start
the tractor engine and ensure the
compressor is rotating.
System Vacuum Temperature
Remember, follow manufacturer's
in Mercury Degrees f complete instructions for using both the
28.0 100° (38° C) recovery unit and charging station.
28.9 80° (27° C)
29.4 60° (16° C)
29.7 40° (5° C)
29.8 20° (-7° C)
29.9 oo (-18° C)

9-52
 SECTION 9 - CAB

AIR CONDITIONING CONDENSER, RECEIVER/DRIER, HIGH AND

LOW PRESSURE CUT-OUT SWITCHES, EXPANSION VALVE AND
EVAPORATOR- OVERHAUL.

FIGURE 9-33
FIGURE 9-32
Air Conditioning Unit Air Conditioning Filter
1 Air conditioning filter
1 Air conditioning unit 2 Air conditioning unit
2 Air conditioning outer cover 3 Outer cover bolts
3 Air intake grille

These components are located in the air

conditioning unit mounted on the roof.
Figure 9-32.
NOTE: These components can only be
removed after the entire system has
been discharged using an appropriate
recovery system.
Component Removal
1. Completely discharge and recover the
freon in the system.
2. Remove the air conditioning screen and
filter, Figure 9-33.
3. Remove the air conditioning pod cover,
Figure 9-32.
4. Remove the 7 condenser cover retaining
bolts and tilt the cover up so that it rests on FIGURE9-34
the cab roof as in Figure 9-34. Air Conditioning Component Removal
1 Condenser 6 Capillary tube
NOTE: The condenser will stm be 2 Pressure cut-out switches 7 Evaporator cover
attached to the cover, so be sure it 3 Blower motor assembly 8 Expansion valve
4 Evaporator 9 Air conditioning
does not drop, damaging the 5 Sight glass electrical component~
condenser.

9-53
 SECTION 9 - CAB
FIGURE9-35
Air Conditioning Component Removal
1 Condenser 6 Capillary tube
2 Pressure cut-out switches? Evaporator cover
3 Blower motor assembly 8 Expansion valve
4 Evaporator 9 Air conditioning
5 Sight glass electrical components
5. Remove the 7 evaporator cover bolts and
cover to access the evaporator,
expansion valve, blower motor, high/low
switches, and electrical components. See
Figure 9-35.
Condenser Removal
1. Disconnect the inlet and outlet hoses from
the condenser, Figure 9-36. It is important
to cap and plug all fittings and hoses
opened during disassembly. Do not allow
dirt to enter the system.
2. Remove the retaining screws holding the
condenser for complete removal.
Inspection and Repair
1. Inspect the condenser assembly fins for
damage and be sure they are not plugged.
9-54
FIGURE9-36
Air Conditioning Condenser and Cooling Fans
1 Condenser assembly
2 Condenser fans
3 Inlet line
4 Outlet line
2. Check the condenser for signs of leakage.
If the condenser is damaged or leaking, '
install a new condenser assembly.
Installation
1. Install the condenser assembly onto the
cover using the attaching screws. Torque
the screws according to standard bolt
chart for metric kits.
2. Install new o rings at the hose to
condenser tube connections. The new o
ring should be soaked in refrigerant oil
prior to installation.
3. Tighten hose fitting to 18.4 - 22.2 ft. lbs.
(25-30 N·m).
4. Evacuate and recharge the system with
correct refrigerant. Refer to the section on
"Service the System" for instructions.
 SECTION 9 - CAB

FIGURE 9-37 FIGURE9-38

Air Conditioning Receiver/Drier Compressor Protection Switches

1 Receiver/drier 1 High pressure cut-out switch
2 Refrigerant hoses 2 Low pressure cut-out switch
3 Retaining band
4 Condenser fans

Receiver/Drier 3. Install the band which secures the

Removal
1. Remove the retaining band holding the
canister in place.
2. Loosen the inlet and outlet lines from the
receiver/drier canister, Figure 9-37.
3. Remove the receiver/drier assembly.
canister in place.
4. Prior to running the air conditioner,
evacuate and recharge the system with
appropriate refrigerant. Review the
section on "Servicing the Air Conditioning
System" for instruction on re-charging the
system.

Installation High and Low Pressure Switches

1. Install new o rings at the connection to the
receiver/drier. The o rings need to be
soaked in refrigerant oil prior to
installation.
2. Position the canister correctly and attach
the inlet and outlet lines. The fittings
should be torqued to 18.4 - 22.2 ft. lbs.
(25-30 N·m).
Removal
NOTE: Remove the evaporator cover if it
has not been removed prior to this
operation.
1. Disconnect the wires at the junction near
the switch, Figure 9-38.
2. Carefully remove the switches from the
fitting.

9-55
 , SECTION 9 - CAB
FIGURE 9·39
Blower Assembly Removal
1 Blower assembly
2 Electrical connections
3 High/low switches
Installation
1. Install switch onto the line fittings and
tighten.
2. Connect the wires from the switches
according to the wire schematic in the air
conditioning electrical section.
Blower Motor and Fan Assembly
Removal
NOTE: Remove the evaporator cover if it
has not been removed prior to this
operation.
1. Disconnect the wires for the fan motor and
the wire to the high/low switches.
2. Remove the 4 attaching screws and lift the
blower assembly from the air conditioning
unit, Figure 9-39.
3. Remove the fan rotor, Figure 9-40.
4. Remove motor through fan housing.
9-56
BLOWER MOTOR COMPONENTS
SEAL
FIGURE9-40
Inspection and Repair
1. Clean the fan blades and housing with a
damp cloth.
2. Inspect the tan blades for damage. If they
are bent, the blades can be straightened,
but must be replaced if broken.
3. Check the fan drive shaft to be sure they ,
are straight and free to rotate.
Installation
1. Install the fan motor and secure the
mounting.
2. Secure the fan rotors to the shaft.
3. Install the end covers.
4. Install the blower assembly into position in
the air conditioning unit.
5. Connect the fan motor wire using the
wiring diagram in the air conditioning
electrical Section. Also connect the wire
to the high and low cut-out switches.
 ' SECTION 9 - CAB

FIGURE9-41

Expansion Valve Assembly

1 Evaporator core
2 Expansion valve
3 Connections

Expansion Valve Removal 2. Connect fitting for evaporator to

expansion valve. See Figure 9-41.
1. Fully discharge the air conditioning Tighten fitting to 18.4 - 22.2 ft. lbs. (25-3~
system.
N·m).
2. Disconnect the inlet line from the
3. Connect the lines from the receiver/d~ier
receiver/drier and the outline line just and return to compressor to the expans1on
below. See Figure 9-41.
valve and tighten to 18.4 - 22.2 ft. lbs.
3. Disconnect the two fittings connecting the (25-30 N·m).
expansion valve to the evaporator.
4. Prior to operating the air conditioni~g.
Inspection and Repair evacuate and recharge the system w1th
the correct refrigerant. Refer to the
Installation section on "Servicing the Air Conditioning
System" for correct procedures.
1. Install new o rings in all connections.
NOTE: The o rings should be soaked In
refrigerant oil prior to being used.

9-57
 Pui! the thermostat capillary tube out from
between fins.
Remove the 4 cap screws the
evaporator core and lift it out Be careful
not to damage the cooling fins.

1. Check evaporator assembly for

damage. Straighten fins if necessary.
Clean the evaporator core of aU foreign
to be sure it is

3. Check the evaporator assembly for

indications refrigerant leakage. It
or !eaks are evident, replace the
evaporator core.

Installation
FIGURE. 9·42
1. Locate the evaporator core in the air
secure it the
i
2
3 2. Install capillary tube by inserting the
4 tube from front side of the evaporator,
pushing the tube completely through the
Core core. capillary tube should
from the back of the evaporator
Removal core approximately 1". The capillary tube
1. Remove the access cover over should be placed over protective
on the return Figure 9-42.

2. 3. new o ring that has been presoaked

in oiL Connect the evaporator
to the expansion valve fittings. Tighten
fittings to i 8.4 - 22.2 lbs.
3. Disconnect fitting between
evaporator and expansion Figure running air conditioning,
Plug the opened by and recharge the with
disconnecting appropriate refrigerant

9-58
 ' SECTION 9 - CAB
FIGURE 9·43
Air Conditioning Control Switches
1 Thermostat switch
2 Fan speed switch
3 Switch panel
Air Conditioning Control Switches
Removal
1. Remove the switch panel from the interior
cab roof, Figure 9-43.
2. Disconnect the wires from the back of the
switch making sure to identity the
individual wires for proper installation.
3. Loosen the set screw on the knob and
remove the knob.
4. The switch can now be removed from the
panel.
5. To completely remove the thermostat
control switch, the capillary tube must be
removed from the evaporator core.
9-59
FIGURE9-44
Capillary Tube Removal
. 1 Capillary tube
Capillary Tube
Removal
1. Remove air conditioning unit cover as
previously described in this Section.
2. Remove the evaporator access cover.
3. Straighten the end of the capillary tube,
Figure 9-44, at the back of the evaporator.
Then pull the tube through the evaporator
core.
4. From inside the cab, pull the tube through
the cab ceiling, Figure 9-45.
Inspection and Repair
1. If either switch is defective, it must be
replaced.
2. Check the wire and terminal connection
for damage or corrosion. Repair wires or
replace as necessary.
 'SECTION 9 - CAB

FIGURE 9-45

Capillary Tube Installation

1 Sight glass
2 Evaporator drain hoses
3 Capillary tube
4 Thermostat switch

Installation Carefully push the capillary tube through

the evaporator core so that it protrudes ,
1. Locate the switches in the panel.
approximately 1" past the back of the
2. Connect the wires to the switch terminals. evaporator core. Bend the end of the tube
Reviewing the wire diagram in the air so that it stays in position. ·
conditioning electrical Section will help in
4. Secure the switch control panel to the
reconnecting the wires.
interior cab roof with the 6 screws.
3. To install the capillary tube on the
5. Install the control knobs on the switches
thermostat switch, push the tube through
the roof holes, Figure 9-45. The tube will and tighten setscrews.
come out in front of the evaporator core.

9-60
 SECTION 9 - CAB

AIR CONDITIONING ELECTRICAL CONTROLS

FIGURE9-46

Air Conditioning Electrical Components

1 Ground leads
2 25-amp circuit breaker
3 Relay

OPERATION Located in the tractor electrical system

The electrical components that are used to 1. AC clutch relay
operate and control the air conditioning 2. AC clutch
system are as follows: 3. 25 amp fuse #3
4. AC clutch fuse #16
Located in the air conditioning unit, Figure
9-46: The wiring diagram in Figure 9-47 indicates
1. 25 amp circuit breaker how the electrical components are linked
2. Relay together. Review this diagram before
3. Thermostat switch troubleshooting a problem with the air
4. Blower switch conditioning system.
5. 2 condenser cooling fans
6. 3 speed blower fan
7. High and low cut-out switches

9-61
 SECTION 9 - CAB

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FIGURE 9-47

Air Conditioner Unit Wiring Diagram

9-62
 ' SECTION 9 - CAB

. I ,
t~ I ...,.N
A/C.
f»NNIJ.'CTOR.
I% 4 tJ ~
I Lml
l • - i~ HEATER.
SWITCH

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11 i I i
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I
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!......,
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..... • IGNITION

-- -- ~
SUJITCH

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u.HrMS6N I.T., ..

Air Conditioner Wiring Diagram - Tractor Electrical System

Air Conditioning Control Switches

1 Thermostat switch
2 Fan speed switch
3 Switch panel
4 Gray electrical connector

The air conditioning unit has two power feeds

coming from the tractor electrical system. The
power leads are connected through the gray
connector above the thermostat and blower
switch panel, Figures 9-48.

fiGURE9-48

9-63
 SECTION 9 - CAB
Fuse Rating Chart

fuse Ratin
No.
1 i5A

3
4 i5A Blue
5 5A

FIGURE 9·49
Air Conditioning
Fuses and Relays Brown Gauges
1 Warning buzzer Brown Transmission Shuttle
2 Relays Valve
3 Fuses 19 5A Return-to-Di
A Starter relay 20 25A Thermostart
B Warning light grounding relay
21 5A interior light
c Air conditioning relay
22 Not Used
D Front work lamp relay
E Rear work lamp relay 23 25A Rear Work lamps
F Warning buzzer relay 24 25A Front Work lamps

Current from 25 amp fuse #16 is directed to ( -15A-) ( -15A-]

the air conditioning relay in the tractor relay 1
0~~.1 II I 13

panel, Figure 9-49. Current from the 25 amp

blower fuse #15, Figure 9-47, goes to the LJ
19
J22
(-lOA-
14
I
heater control switch. If the heater control
switch is in the off position, current continues ( -25A- J
!:IIi,I 15
on to the air conditioning relay energizing the
coil. When the air conditioning relay is L 5A- J
LJ"'I
23
\ -25A- j
energized, current will flow to the air 10 16

conditioning blower control switch and to the

fan relay. j ( -5A- )

~I
[ -5A-

m 11 17
It
'---'
21 [ -15A- J 24 \ -SA- )
12 18

IiR3-H1
Fuse identification

9-64
 SECTION 9 - CAB
FIGURE9-50
Air Conditioning Electrical Components
1 Ground leads
2 25-amp circuit breaker
3 Relay
Current from the blower control switch going to
the fan relay, Figure 9-50, energizes the fan
relay. Once the fan relay is energized it will
allow current ~rom the 25 amp air conditioning
fuse #3 pass1ng through the 25 amp circuit
breaker, Figure 9-50, to pass through the fan
relay to power the condenser fans and the
thermostat switch.
All ground wires are routed to the mounting
plate of the circuit breaker, Figure 9-50, and
attach to the mounting base. A ground wire
connects the air conditioning grounds to the
main tractor ground system through the gray
connector.
9-65
NOTE: The heater control switch must be
In the off position to operate the air
conditioning system.
Blower Control Switch
The blower switch controls the 3 speed blower
which moves air passed the evaporator and
into the cab. The switch operates in a
clockwise rotation for low, medium and high
fan speeds. Two different resistors on the
blower motor regulate the current to change
fan speed.
Thermostatic Control Switch
Refer to "Air Conditioning Operation" section
for explanation of the thermostatic control
switch.
Air Conditioning Electrical System
Troubleshooting and Testing
Only basic electrical testing tools are required.
1. volt-ohm meter
2. 12V test light
3. 9V battery
Fan Relay and AIC Clutch Relay
Testing these two relays will entail the same
procedure.
1. Check for continuity across the two coil
contacts. Continuity should be checked
with the relay removed.
2. Check the relay contacts by supplying 9V
to the coil from a battery. The contacts
should close and show continuity. When
the battery is disconnected from the coil
contacts the relay contacts will open and
will not show continuity.
3. If either the coil or relay contacts are
faulty, the relay must be replaced.
 -SECTION 9 - CAB
Circuit Breaker
1. The 25 amp circuit breaker should be
tested, using a volt-ohm meter, for
continuity between the two spade
terminals.
2. If the breaker is defective it must be
replaced.
Blower Switch
1. Check power lead going to the switch.
2. Check power out of the switch on the three
leads going to the blower motor. Current
should move from one wire lead to
another as the switch is rotated.
3. If the switch does not operate correctly, it
must be ~eplaced.
NOTE: The heater switch must be in the off
position for the air conditioner blower
switch to receive power.
Thermostatic Switch
Make these tests with the ignition key in the on
position.
1. Check the common terminal for 12 volts.
2. Turn the thermostatic switch on and check
for 12V between the switch and the low
pressure cut-out switch.
3. Also check the cycling of the compressor
clutch. If the clutch cycles too frequently,
the test the pressure with a gauge set.
Refer to the troubleshooting section for
details on using a test gauge set.
9-66
High and Low Cut-Out Switches
1. Check continuity across the contacts with
the engine off. If the switch shows to
open, it must be replaced.
2. To replace the switch, the air conditioning
system must be discharged using an
appropriate refrigerant recovery system.
Refer to the "Troubleshooting and
Servicing" section of this manual for more
details.
Condenser Fan Motors
1. Check for 12V at the fan connector. See
the wiring diagram for appropriate wire
colo.
2. Check for continuity to ground from the
wire at the fan to the ground screw on the
circuit breaker.
3. If the wiring is good, then the problem lies
with the motor and it will need to be
replaced.
Blower Fan Motor
Test with key switch on.
1. Check the resistor bar for 12V with the
blower switch on. Rotate switch through
all 3 fan speed settings.
2. Check for continuity to ground for the
motor.
3. If the blower fan motor is found to be
defective, it will have to be replaced.
 SECTION 9 - CAB

AIR CONDITIONING SPECIFICATIONS

SPECIFICATIONS

Refrigerant Specification ................... ESA-M17B2-A (R12)

Refrigerant Charge ....................... 3.5-4.0 lbs (1.6 Kg)

Compressor Oil Specifications .............. ESA-M2C31-A

Refrigerant Oil Capacity

(Compressor and system) .................. 8.9 oz.
NOTE: For all other compressor specifications refer to the "Compressor Section" of this
manual.

Cooling capacity @ 75° F ambient

High pressure switch

On ................................. 256-341 PSI
Off ................................ 384 +1- 28 PSI

Low pressure switch

On ................................ 29.9 +1- 4.3 PSI
Off ................................ 28.4 +1- 2.3 PSI

Hose clamp torque ....................... 3-6 Nm

Line and Hose connections ................ 18.4 -22.2 ft. lbs. (25-30 Nm)

Thermostat Switch Operation

Out ................................ 28° +1- 1o F
In ................................. 34° +1- 1o F

SPECIAL TOOLS

Tool No. Description

2342 Air conditioning test kit, consists of:

0179 Vacuum Pump
0172 Gauge and Manifold Set
0173 Charge hose 84" long
0174 Thermometer
0175 Can Valve - Refrigerant dispensing
0176 Goggles
0177 Metal storage box
0178 A/C wrench
0417 Gasket pack
0855 Gas leak detector - electronic
6981 Compressor tool kit

9-67
 ·sECTION 9 - CAB

COMPRESSOR- DESCRIPTION AND OPERATION

FIGURE 9·51

Air Conditioning Refrigerant Compressor

1 Clutch assembly 5 Discharge chamber
2 Wobble plate 6 Cylinder head
3 Piston 7 Static gear
4 Suction chamber 8 Bearing

The refrigerant compressor is a five (5) Refrigerant is drawn in on the downward

cylinder "wobble plate" unit housed in a die
cast aluminum housing. It is mounted on the
left hand side of the engine and is driven from
the crankshaft pulley by a "V" belt.
Drive to the "wobble plate" is from the pulley
through an electro-magnetic clutch to the main
driveshaft. Attached to the driveshaft is a cam
rotor which oscillates the "wobble plate". The
"wobble plate" is prevented from rotating by a
static gear engaging with teeth formed in the
face of the plate. The five pistons are
connected to the "wobble plate" by rods
located in ball sockets.
stroke of a piston through a reed valve in the
cylinder head. Refrigerant enters the cylinder
head through a gallery case into the outer
circumference of the head.
The upwards stroke of the piston compresses
the refrigerant and expels it through another ,
reed valve into an inner gallery in the cylinder
head and out into the refrigerant circuit.
The compressor is internally lubricated and
therefore a minimal amount of oil is passed
into the refrigerant circuit.

9-68
 SECTION 9 - CAB
The coil assembly is located on four lugs and
secured to the compressor body. The clutch
plate assembly is "keyed" to the driveshaft and
the pulley runs on a bearing which is mounted
on the compressor body.

Refrigerant Oil
Only new, pure, moisture-free refrigerant oil
should be used in the air conditioning system.
Refrigerant oil is highly refined and
dehydrated, therefore, the oil container must
always be kept tightly sealed when not in use.

Handling Refrigerant Oil

The following are a few simple rules when
handling refrigerant oil:

- Use only approved refrigerant oil.

FIGURE 9-52 - Do not transfer oil from one container to
another.
Electro-Magnetic Clutch Assembly
1 Stationary field coil
- Do not return oil from the system to a
2 Pulley bearing container - always discard it.
3 Driveshaft
4 Clutch plate - Make sure the cap is tight on the container
5 Pulley when not in use.
- Replace oil if there is any doubt about its
COMPRESSOR CLUTCH condition.
The compressor has an electro-magnetic
- Avoid contaminating the oil.
clutch which functions to engage or disengage
the compressor as required in the operation of
the air conditioning system.

The clutch is of a stationary coil type and forms

an integral part of the compressor pulley
assembly. The clutch is belt driven from the
engine crankshaft and when energized serves
to engage the pulley to the compressor. When
the clutch is de-energized, the pulley and the
compressor are disengaged.

9-69
 'SECTION 9 - CAB

COMPRESSOR-OVERHAUL
Oil Level Checks
Compressor oil level checks are not required
under normal operating conditions when the
air conditioning system is functioning
satisfactorily. However, the oil level should be
checked whenever the system is serviced or
overhauled.

It is important that only the specified type and

quantity of refrigerant oil be used in the
compressor. If there is a surplus of oil in the
system, too much oil will circulate with the
refrigerant, reducing the cooling capacity of
the system. Too little oil will result in poor
lubrication of the compressor.
When the .compressor is operated, oil
gradually leaves the compressor and is
circulated through the system with the
FIGURE 9-53
refrigerant.

Eventually a balanced system is reached in Oil Filling/Draining

which a certain amount of oil is retained in the 1 Drain/filler plug
compressor and a certain amount is
continually circulated. If a component of the
system is removed after the system has been If any other component, such as hoses or
operated, some refrigerant oil will go with it. valves are replaced, no additional refrigerant
To maintain the original total oil charge, it is oil is necessary.
necessary to compensate for this by replacing
the oil in the new replacement part. Compressor Replacement
When fitting a new compressor, observe the
When it is necessary to replace a component following:
of the air conditioning system, the procedures
given here must be followed to ensure that the 1. Drain and discard the oil from the new,
total oil charge in the system is correct after compressor.
the new part is installed.
2. Drain the oil from the old compressor into
a measuring vessel and note the amount.
Component Replacement
If the condenser, evaporator or dehydrator are 3. Measure out new oil equal to the amount
replaced during a system overhaul, then new drained from the old compressor and add
refrigerant oil must be added to the to the new compressor.
replacement component. 4. Charge the system with refrigerant.
Once the component has been removed from
the tractor, drain the refrigerant oil from the
component into a clean calibrated container.
Measure the quantity of oil obtained and add
the same quantity of new refrigerant oil directly
into the replacement component.

9-70
 SECTION 9 - CAB
5. Start the tractor and set the engine speed
to 1000 RPM. Maintain this speed for
approximately 10 minutes.
6. With the engine speed maintained, shut
off the air conditioning system and stop
the engine.
7. Slowly discharge and recover the
refrigerant from the air conditioning
system.
8. Remove the compressor and drain all the
oil into a measuring vessel.
NOTE: It is necessary to rotate the
compressor drive shaft several times
to completely expel all the oil.

9. The amount of oil collected should be 3.5

fl. oz. (105 cc). Add or discard oil to
achieve this amount, and pour back into FIGURE 9-54
the compressor.
10. Reinstall the compressor and recharge Driveshaft Nut Removal
the system with refrigerant. 1 Hub retaining spanner

Compressor Inspection
1. Rotate compressor shaft using a 3/4" AF
socket wrench on the driveshaft nut.
If severe roughness is felt while rotating,
the compressor should be replaced.
Clutch Disassembly
All clutch servicing should be done with the
compressor removed from the vehicle:

2. Check current drawn by field coil which 1. Support the compressor. If using a vice,
could be between 3.6A to 4.2A at 12 volts. do not hold on to the housing.

Very high current readings indicate a short
circuit in the field coil and no current
reading indicate an open circuit. Replace
coil with either fault.
A poor earth (ground) connection of the
field coil will result in a low voltage. Check
coil snap ring for tightness.
2. Remove the clutch cover retaining screws
and remove the cover.
3. Insert the clutch holder pins into two of the
threaded holes on the front plate.
Remove the retaining nut from the end of
the shaft, Figure 9-54.

3. Remove drive belt, ensure clutch is

disengaged and rotate pulley by hand. If
roughness in the bearing is felt, it will have
to be replaced.

9-71
 SECTION 9 - CAB

FIGURE 9-55 FIGURE9-56

Clutch Hub Removal Dust Seal Removal

Puller Dust seal

4. Place a thread protector over the end of

the driveshaft and remove the clutch front
plate with the puller, Figure 9-55.
5. Remove the dust seal, key and shims from
the driveshaft, Figures 9-56 and 9-57.
6. Remove the pulley retaining snap ring and
bearing snap ring (where fitted).

FIGURES-57

Key and Shim Removal

1 Shims
2 Key

9-72
 SECTION 9 - CAB

FIGURE 9-58 FIGURE 9-59

Pulley Removal Field Coil Removal

1 Puller 1 Snap-ring
2 Adaptor

7. Remove the pulley, using a universal

puller as shown. Ensure the lip on the
adaptor jaws are located in the groove on
the internal diameter of the pulley, Figure
9-58.
8. Remove the field coil retaining snap ring
and field coil, Figure 9-59.
9. Loosen the cable clip on the compressor
housing, Figure 9-60.

FIGURE9-60

Field Coil Installation

1 Field coil
2 Cable clip

9-73
 SECTION 9 - CAB
3. Position the pulley on the housing hub.
4. Using a suitable adaptor that rests firmly
on the outer diameter of the bearing, tap
the pulley assembly into position. Care
must be taken to ensure correct
alignment.
· 5. Install bearing snap ring.
6. Replace the original shims, key and a new
dust seal.
7. Install the clutch front plate, using a
suitable adaptor to tap into position.
8. Replace the retaining nut and tighten to a
torque of 28 lb/ft (38 N.m) (3.9 Kgf m).
9. Check the clearance between the clutch
front plate and pulley, Figure 9-61. This
should be consistent around the
FIGURE 9-61 circumference and be between 0.016 and
0.031" (0.4-0.8 mm).
Air Gap Clearance
10. Consistency is achieved by gently
1 Feeler gauge
levering up the plate at minimum variation
and tapping down at maximum.
Reassembly 11. If the clearance is not within specification,
1. Support the compressor. If using a vice, shims should be added or subtracted and
do not hold on the housing. steps 6 to 10 above repeated.

2. Install field coil ensuring that the lug on the NOTE: New shims are available in
compressor housing locates in the cut-out sizes 0.040, 0.020 and 0.005" (1.0, 0.5
on the back of the coil housing, and secure and 0.13 mm).
with the snap ring.

9-74
 SECTION 9 - CAB

FIGURE 9-62 FIGURE 9·63

Seal Removal 0 Ring Removal

1 Felt seal 1 0 ring

Shaft Seal Replacement

Removal
1. Follow steps 1 to 5 of Clutch Disassembly.
2. Using a long nosed pair of pliers, lift out
and discard the felt sea, Figure 9-62.
3. Remove the shaft seal seat.
4. Carefully remove the 0 ring, taking care
not to scratch the groove, Figure 9-63.
5. Insert the seal remover/installer tool
against the seal. Push down against the
seal spring and twist the tool to engage the
slots in the seal. Remove and discard the
seal, Figure 9-64.

FIGURE 9-64

Seal Removal
1 Seal remover/installer

9-75
 SECTION 9 - CAB

FIGURE 9-65 FIGURE9-66

Seal Installation Head Tightening Sequence

1 Seal protector

Installation 8. Install a new felt seal and gently tap into

1. Thoroughly clean the seal cavity in the position.
hub. Use "lint free" cloth only.
9. Follow steps 6 to 11 of Clutch
2. Position the seal protector over the Reassembly.
driveshaft, Figure 9-65.
Cylinder Head Servicing
3. Dip the new seal in clean refrigerant oil
and attach to the seal remover/installer Disassembly
tool.
1. Drain the oil from the compressor into a ,
4. Insert the new seal fully into the hub. measuring vessel and note the amount. ·
5. Coat the new 0 ring with clean refrigerant 2. Remove the five cylinder head bolts,
oil and insert into the groove in the hub. Figure 9-66.
6. Apply clean refrigerant oil to the seal 3. Using a "hide" mallet, gently tap the
retainer and insert into the hub. cylinder head free.
7. Install the seal snap ring with the beveled
edge facing outward.

9-76
 SECTION 9 - CAB
Oil Level Check
FIGURE 9-67
Valve Plate Removal
1 Valve plate and gasket
4. Gently pry the valve plate free from the
cylinder block, Figure 9-67.
5. Inspect all components for wear or
damage and replace as necessary.
Reassembly
1. Coat the top of the valve plate with clean
refrigerant oil and reassemble the cylinder
head which is a reversal of the
disassembly procedure.
9-77
2. Tighten the cylinder head bolts to a torque
of 24 lbf/ft (32.5 N.m, 3.3 kgf m) using the
sequence shown in Figure 9-66.
3. After compressor overhaul, add new oil to
the amount collected in "Disassembly",
step 1.
1. Charge the system with refrigerant.
2. Start the tractor and set the engine speed
to 1000 RPM. Maintain this speed for
approximately 10 minutes.
3. With the engine speed maintained, shut
off the air conditioning system and stop
the engine.
4. Slowly discharge and recover the
refrigerant from the air conditioning
system.
5. Remove the compressor and drain all the
oil into a measuring beaker.
NOTE: It is necessary to rotate the
compressor drive shaft several times
to completely expel all the oil.
6. The amount of oil collected should be 3.5
fl. oz (105 cc). Add oil to achieve this
amount, and pour back into the
compressor. If excess oil is found,
disregard this and pour it back into the
compressor.
7. Reinstall the compressor and recharge
the system with refrigerant.
 SECTION 9 - CAB

COMPRESSOR SPECIFICATIONS
Listed below are the revised specification's for the compressors fitted to tractors built after
January 1989, all other specifications are the same as for the previous compressor.
COMPRESSOR

Type .................................. 5 cylinder

Displacement ........................... 9.84 cu.in. (161.3 cc)

Operating Speed ......................... 500-4000 RPM

Magnetic Clutch Air Gap ................... 0.016-0.031" (0.4-0.8 mm)

Bore ................................... 1.417" (36.0 mm)

Stroke ................................. 1.248" (31.7 mm)

REFRIGERANT

Type .................................. ESA-M17B2-A (R-12)

Capacity ............................... 3.5-4.0 lbs (1.81 kg)
REFRIGERANT OIL
Type .................................. ESA-M2C31-A

Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500

Capacity (compressor only) ................. 6.0 fl. oz. (170 cc)

Capacity (compressor+ system) ............ 9.35 fl.oz. (266 cc)

COMPRESSOR DRIVE BELT

Tension
Initial ............................... 100 lbf (445 N)
After running reset to .................. 85 lbf (378 N)

Deflection .............................. 0.26" (6.5 mm)

TORQUE SPECIFICATIONS

lbf.ft. N·m kfg.m

Compressor Mounting Bracket Retaining Bolts 32 43 4.4
Compressor Mounting Bracket Pivot Bolt 32 43 4.4
Compressor To Mounting Bracket Retaining Bolts 32 43 4.4
Compressor Clutch Hub Retaining Nut 27 37 3.7
Oil Filler Plug 8 11 1.1
Compressor Clutch Cover Plate Retaining Screws 6 8 0.8
Cylinder Head Bolts 24 33 3.3
Compressor Inlet (Suction) Connector 29 39 4.0
Compressor Outlet (Discharge) Connector 26 35 3.6

9-78
 SECTION 9 - CAB

SPECIAL TOOLS
Listed below are the special tools required to service the new compressor. All other tools required
should be found in a standard tool kit.

Description Tool Number

Robinair - Churchill O.T.C.

Clutch Spanner Wrench 10781
Seal Seat Remover/Installer 10503
Ceramic Seal Remover/Installer 10513
0 Ring Sleeve 10509
Snap Ring Installer 10510
Clutch Hub Remover 10884
Pulley 1002
Shaft Protector 625A
Shaft Seal Protector 41060
Compr~ssor Tool Kit (see Figure 9-69) FNH02343-A

9-79
 SECTION 9 - CAB

0/c=J

FIGURE9·68

Compressor Tool Kit (FNH.02343-A)

1 VIR valve core remover FNH.02343A-1 13 Clutch face plate installer FNH.02343A-14
2 Feelergauges(0.016 14 Clutch installing pilot FNH.02343A-23
and 0.032 in.) FNH.02343A-15 15 Gasket remover FNH.02343A-18
3 Seal seat remover FNH.02343A-3 16 Seal protector FNH.02343A-13
4 Bearing installer FNH.02343A-5 17 Seal remover and installer FNH.02343A-12
5 Pulley bearing remover FNH.02343A-4 18 Pilot studs FNH.02343A-21
6 3/4 socket with 3/8 drive FNH.02343A-16 19 Dipstick FNH.02343A-19
7 Clutch holder FNH.02343A-8 20 0 ring remover FNH.02343A-2
8 External circlip pliers FN H.02343A-1 0 21 Universal puller, consisting of:
9 13 mm socket- 3/8 drive FN H. 02343A-17 Pulling arbor FNH.02343A-6
10 Internal circlip pliers FN H.02343A-22 Pulling body FNH.02343A-7
11 Seal seat retainer remover Pulley and clutch removal
and installer FNH.02343A-11 jaws and bolts FNH.02343A-25
12 Oil level angle guage FNH.02343A-20 22 Clutch plate holder FNH.02343A-9

9-80
 SECTIO 10
SEP RATING THE TRACTOR
FRONT COVER 0~ OIL PAN REMOVAL

FIGURE 10·1 FIGURE 10.2

2WDAxle FWD Axle

1. Power steering lines 1. Power steering lines
2. Axle mounting bolts 2. Axle mounting bolts
3. Coupler bolts
4. Drive shaft shield

'
NOTE: On FWD units, Figure 10-2,
disconnect the power steering lines
CAUTION: RAISE THE LOADER AND and remove the drive shaft shield and
INSTAll THE BOOM SAFETY LOCK. the four coupler bolts.

1. Jack up the front of the unit high enough 3. Use a fork lift or suitable jack to support
(4-5°) to remove the front axle. Install jack the front axle. Loosen and remove the four
stands under the loader subframes and axle mounting bolts, Figures 10-1 and
the front of the transmission. 10-2, then lower and remove the front
axle.
2. Pivot the axle and remove the power
steering hydraulic lines on 2WD units 4. Remove the front grill and the two engine
Figure 10-1. ' side covers.

10-1
 SECTION 10- 'sEPARATING THE TRACTOR

FIGURE 10-3 FIGURE 10-4

Draining Hydraulic System Hydraulic Pressure and Return Lines

1 Hydraulic filter base 1 Clamp
2 Anti-syphon valve 2 Return line
3 Pressure line (not seen)

5. Pump out or drain the hydraulic oil.

NOTE: Removing the filter and
opening the anti-syphon valve is an
easy way to drain the oil if a pump isn't
available, Figure 10-3.
6. Remove the clamp and disconnect the
hydraulic pressure and return lines on the
right side of the engine, Figure 10-4.
7. Drain the radiator and disconnect the
radiator hoses from the radiator.
8. Remove the oil cooler top support bolts,
and disconnect the transmission oil cooler
lines at the cooler, Figure 10-5. (Plug the
lines and cooler to keep dirt from
entering.)
9. Disconnect the horn wires. FIGURE 10-5

Transmission Oil Cooler lines

Inlet line connection
2 Outlet line connection
3 Transmission oil cooler assembly

10-2
 SECTION 10- SEPARATING THE TRACTOR

FIGURE 10·6 FIGURE 10·7

Engine Oil Cooler Lines
1 Right side cooler tube
2 Side shield lower support bolt
3 Loader subframe to front support bolt
4 Front support to engine mounting bolts
Supporting the Front Hood and Front Support
1 · Loader subframe to front support bolt
2 Front support to engine mounting bolts

10. Disconnect the engine oil cooler lines from · 17. Using the hoist, move the front support
the radiator, removing the tube on the right
side of the engine, Figure 10-6. (Plug
fitting on engine block to prevent dirt from
entering.)
11. Remove the two front Phillips head bolts
and nuts at the engine hood. Loosen the
two rear Phillips head bolts.
12. Loosen and remove the hood latch cable
at the adjusting nuts.
forward, out of the way, and lower it to the
ground.
Now the front cover. or the oil pan can be
removed. ·
FOLLOW THE REMOVAL PROCESS IN
REVERSE ORDER FOR INSTALLATION.
USE THE FOLLOWING TORQUE SPECS:
TORQUE SPECS

13. Remove the front bolts at the engine side ft.lbs. N·m
shield lower support, Figure 10-6. Power Steering Lines 20 27.1
Front Axle Bearing Cap Bolts 380 515.3
14. Using an engine hoist hook onto the front Transmission Oil Cooler
hood and the front support, Figure 10-7. Mounting Bolts 19 25.7
Transmission Oil Cooler Lines 57 77.3
15. Remove the loader subframe to front Engine Oil Cooler Lines 20 27.0
support bolts, Figures 10-6 and 10-7. Phillips Head Top Cover Bolts 16 21.6
Loader Subframe to Front
Support Bolts 855 1159.4
16. Loosen and remove the six front support Engine to Front Support Bolts 200 271.0
to engine mounting bolts, Figures 10-6 Front Cover Bolts 38 51.5
and 10-7. Oil Pan Bolts 28 38.0

10-3
 SECTION 10 '-SEPARATING THE TRACTOR

ENGINE REMOVAL

FIGURE 10-8 FIGURE 10-9

Removing Muffler Air Cleaner Removal

1 Muffler support mounting bolts 1 Air cleaner mounting bolts
2 Muffler to turbo clamp 2 Air cleaner hose
3 Muffler to air cleaner hose clamp
4 Air cleaner hose clamp
5 Engine breather tube

IMPORTANT: Before you begin, be sure to 4. Naturally aspirated engine: remove the air '
support the rear end of the tractor and the cleaner tube at the intake manifold.
loader boom.
Tubro engine: loosen the clamp at the
1. Remove the front axle, front support and turbo housing, Figure 10-8.
hood aSsembly as explained in Section A,
Front Cover or Oil Pan removal. 5. Remove the four air cleaner mounting·
bolts and lift out the air cleaner and hose,
2. Remove the engine cover by removing the Figure 10-9.
exhaust pipe, air cleaner cap, and the two
rear Phillips head bolts. 6. Remove the oil pan bolt on the engine
breather tube to remove the tube, Figure
3. Naturally-aspirated engine: remove the 10-8.
bolts at the muffler support and exhaust
manifold to remove the muffler.
Turbo engine: remove the clamps
connecting the muffler to the turbo and the
air cleaner, Figure 10-8.

10-4
 SECTION io- SEPARATING THE TRACTOR

FIGURE 10·10 FIGURE 10.11

Engine lifting Hook Engine Lifting Hooks

Front lifting hook (Part #FONN-6N946-AC) 1 · Rear lifting hook (Part #FONN-6N947-M)
2 Fuel injection line
7. Install the front lifting hook (Part 3 Fuel line clamp
#FONN6N946 AC), Figure 10-10.
8. Remove the fuel injector line on the #4
cylinder to get clearance to install the rear
lifting hook (Part #FONN6N947 AA),
Figure 10-11.
NOTE: Loosening the line clamps
behind the filter will allow the fuel line
to flex, Figure 10-11.
9. Position the engine hoist and hook the
chains onto the lifting hooks, then tension
the chains.
10. Drain the fuel tank.

11. Remove the fuel tank, procede as follows:

a. Remove the fuel tank cover.

b. Remove the small shield, Figure 10-12,
FIGURE 10·12
over the top of the tank.
c. Remove the fuel tank clamp bolts, Fuel Tank
Figure 10-12. 1 Small shield
2 Clamp bolts
d. Remove the fuel return line and the fuel 3 Fuel return line
sending unit wires, Figure 10-12. 4 Fuel sending unit wires

10-5
 SECTION 10: SEPARATING THE TRACTOR
FIGURE 10.13
Fuel Shutoff Valve
1 Valve
2 Fuelline
3 Rear engine shield
4 Oil pressure sending unit
e. Close the fuel tank shut off valve and
remove the fuel line, Figure 10-13.
f. Lift out the fuel tank.
NOTE: If the shut-off valve catches
on the rear engine shield, turn It
back out of the tank 1/4 of a turn.
Now you are ready to separate the
connections between the front of the
transmission and the rear of the engine.
12. Remove the clamps and disassemble the
hydraulic steering lines, Figure 10-14.
Pull the wire off the oil pressure sending
unit, Figure 10-13.
10-6
FIGURE 10.14
Engine to Transmission Connections
1 Power steering pressure line
2 Power steering return line
3 Power steering cylinder lines
4 Power steering line clamps
5 Transmission oil cooler lines
6 Transmission oil cooler line clamp
7 Engine to transmission mounting bolt
13. Disconnect the transmission oil cooler
lines, Figure 10-14, on the left side of the
engine. -
14. Loosen the clamp for the transmission
cooler lines, Figure 10-14, to move the
pipe out of the way so you will be able to
remove the engine to transmission
mounting bolts later.
15. Turn the heater valve off, Figure 10-15.
16. Pull off the hot water hose at the shut-off
valve, Figure 10-15.
NOTE: Pull the hose off carefully
because there will be some pressure.
 SECTION 10- SEPARATING THE TRACTOR

FIGURE 10-15 FIGURE 10.16

Heater Hose Connections Starting Motor Assembly
1 Heater shutoff valve 1 Starter solenoid positive stud
2 Cab heater pressure hose 2 Safety start wire
3 Negative ground cable
17. Drain the fluid into a clean bucket. 4 Ground wires on retaining bolt
5 Positive feed to solenoid
18. Disconnect the hot water hose return line
at the rear of the engine, Figure 10-17. NOTE: You can remove the starter
without removing the fuel filter and
NOTE: Put plastic plugs in the hoses to water separator by removing the
prevent further drainage and dirt entry. starter out to the left under the fuel,
water separator.

A
CAUTION: NEGATIVE BATTERY CABLE
AT BATTERY SHOULD BE
DISCONNECTED.
19. Remove the plastic shield on the starter
solenoid.

20. Remove the nut on the positive stud of the

starter solenoid and remove the wires and
the safety start wire plug, Figure 10-16.

21. Disconnect the three ground wires at the

starter base and the starter ground, Figure
10-16, on the side of the starter.

22. Remove the starter mounting bolts and

remove the starter, Figure 10-17. FIGURE 10·17
Starter Removal
1 Starting motor
2 Cab heater return line hose

10-7
 SECTION 10'- SEPARATING THE TRACTOR

FIGURE 10-18 FIGURE 10.19

Starting Motor Aperture Main Wire Harness Connectors

Torque converter drive plate bolts . 1 Gray connector
2 Black connector

23. Using the starter motor aperture for

access, remove the eight bolts holding the
torque converter drive plate to the engine
flywheel, Figure 10-18. You will have to
rotate the flywheel by hand to get to each
bolt.

NOTE: If you remove the torque

converter with the engine, you could
damage the torque converter seal.
25. Disconnect the gray and black main wire
harness connectors under the cab floor,
Figure 10-19. Also disconnect the
connector plugs for the return to dig
harness and the neutral safety switches.
26. Disconnect the gray transmission
solenoid valve connector, the
transmission oil temperature sender, FIGURE 10.20
Figure 10-20, and the battery sensor on
the left side of the transmission. left Side Electrical Connections
1 Transmission solenoid valve connector
27. Remove the battery cable wire clamp to 2 Transmission oil temp sender
remove the harness.

10-8
 SECTION 10- SEPARATING THE TRACTOR

FIGURE 10-21 FIGURE 10.22

Throttle Control linkage Flywheel Inspection Cover

1 Connecting pin on throttle lever
2 Throttle cable adjusting nuts

28. Remove the throttle control linkage.

a. Remove the cotter pin and pin on the
throttle lever on the injection pump,
Figure 10-21.
b. Loosen the throttle cable adjusting
nuts, Figure 10-21.
29. Install jack stands under each loader
subframe and the center of the
transmission housing.
30. Remove the screw on the flywheel
inspection cover, Figure 10-22.
31. Remove the nuts from the engine to the
transmission mounting bolts. You'll find
two underneath, two on each side, and
two on top, Figure 10-23.
FIGURE 10.23

Engine to Transmission Mounting Bolt locations

10-9
 SECTION 10- SEPARATING THE TRACTOR

FIGURE 10-24

Rear Engine Shield

1 Shield
2 Fuelline

32. As the engine to transmission bolts are TORQUE SPECS

removed, the engine hoist will be
supporting the engine: Remove the bolts ft. lbs. N·m
then roll the engine hoist and engine Muffler Support Bolts 31 42.0
forward and remove the rear engine shield Muffler to Exhaust Manifold Bolts 31 42.0
and fuel line, Figure 10-24. Air Cleaner Mounting Bolts 40 54.2
Air Cleaner Hose Clamps 1.8 2.4
Now you can mount the engine on an engine mPMD~n~~ M 40.6
Oil Pan Bolts 28 33.9
stand. See the appropriate section in the 42.0
Engine Lifting Hook Bolts 31
repair manual for engine repair procedures. Rear Engine Shield
Mounting Bolts 42 57.0
To reinstall the engine and front axle, follow
the removal process in reverse order. See the
"Separating the Transmission from the
Engine" section for some reinstallation steps.
Torque specs are included at the end of this
section.

10-10
 SECTION 10- SEPARATING THE TRACTOR
SEPARATING THE TRANSMISSION FROM
THE ENGINE

FIGURE 10-25 FIGURE 10.26

Draining Hydraulic System FWD Shaft Removal

1 Hydraulic filter base 1 FWD coupler bolts
2 Anti-syphon valve 2 Drive shaft center bearing support

IMPORTANT: Before you begin, be sure to
support the rear end of the tractor and the
loader boom in addition to the boom safety
lock.
1. Remove the engine shields.
2. Disconnect the negative battery cable at
the battery.
3. Pump out or drain the hydraulic oil, Figure
10-25.
4. Remove the clamp and disconnect the
hydraulic pressure and return lines on the
right side of the engine.
NOTE: Plug all hydraulic lines to keep
dirt from entering.
5. Remove the air cleaner cap and the rear
engine cover Phillips head bolts
6. Continue removal by following the Engine
Removal Section, starting with #fO
through #28.
NOTE: On 4WD units, remove the drive
shaft by removing the 4 coupler bolts
and center bearing support mount,
Figure 10-26.

10-11
 SECTION 10: SEPARATING THE TRACTOR

13/3211

FIGURE 1Q-27 FIGURE 10.28

Engine Splitting Stand Splitting Stand Mounting Spacers

7. Install an engine splitting stand (Part

#F50817) under the engine, Figure 10-27.
8. Install jack stands under each loader
subframe and the center of the
transmission housing.
NOTE: To get clearance with the loader
subframe, you will need to use 2"
spacers, Figure 10-28, and 3-1/2" bolts
to mount the stand to the oil pan.
9. Install wedges, Figure 10-29, between the
axle and the front support.
10. Remove the loader subframe to engine
support bolts.
11. Remove the screw on the flywheel
inspection cover, Figure 10-22.
FIGURE 10.29

Supporting Engine and Front Axle

1 Wooden wedge block
2 Engine splitting stand
3 Mounting spacers
4 Loader subframe to front support bolts

10-12
 SECTION 10- SEPARATING THE TRACTOR

1. 340 lbs. ft.

2. 175 lbs. ft.
3. 200 lbs. ft.

fiGURE 10..30 fiGURE 1o-31

Torque Converter Drive Plate to Flywheel Torquing Engine to Transmission Mounting Bolt Torque
Sequence

12. Remove the nuts from the engine to the 2. Install the drive plate attaching bolts finger
transmission mounting bolts. You'll find tight, rotating the converter and flywheel
two underneath, two on each side, and as necessary until all eight bolts are
two on top. installed.
13. Push the engine and front axle forward. 3. Rotate the flywheel two more complete
NOTE: On units with shorter boom turns to center the flex plate on the
safety locks, If you need to move the flywheel.
engine further away from the 4. Tighten the eight bolts to the correct
transmission, remove the exhaust torque (see ''Torque Specs"). Alternately
pipe. . tighten the bolts by tightening one bolt,
See the appropriate section in the repair then turning the flywheel 180° to tighten
manual for servicing the oil distributor the next bolt. Figure 10-30 is an example
housing, torque converter, or transmission of this torquing sequence.
charge pump. TORQUE SPECS
To reinstall engine and front axle, follow the ft. lbs. N·m
removal process in reverse order. You'll need Oil Pan Bolts 28 38.0
to follow the reinstallation steps listed next to Hydraulic Pressure and
properly reinstall the torque converter bolts. Return lines 105 142.3
Torque specs are also included at the end of Phillips Head Top Cover Bolts 16 21.7
this section. · l'mes
Power Steenng 3/8" l1'ne 20 27.12
112" line 39 52.9
REINSTALLING TORQUE Transmission Oil Cooler lines 57 77.3
Starter Solenoid Terminal Nut 3 4.0
CONVERTER BOLTS Starter Mounting Bolts 23 31.0
Flywheel to Flex Plate Bolts 32 43.4
To reinstall the torque converter to flywheel loader Subframe to Front
bolts, follow these steps: Support Bolts 855 1159.4
Engine to Transmission
1. Rotate the flywheel or the drive plate until Mounting Bolts See Fig. 10-31
the holes line up.

10-13
if you are the transmission work on
the gear portion you do need to
separate the transmission from the engine.
You will, however, stili to remove all
shields and connections explained in
the the
the
transmission forward. Do not starter or
remove the mounting bolts between the
engine and the transmission.

work on the whole transmission, must

separate the transmission from engine
and the rear

Be sure support the rear end

the lift arms
work.

Follow these steps to remove the transmission FIGURE 10..32

from the tractor. Assuming the has
been removed previously. Transmission Oil Filter Removal
1 Filter
1. Remove the fioormat and the
2 Filter base
transmission inspection cover on cab 3 Transmission filter return line
floor. 4 Cooler iniet line
5 Cooler outlet line
remove the floormat, you'll 6 Pressure test port
need to remove the differential lock
foot pedal.
4. Remove the transmission filter return line,
NOTE: If you want work on Figure 10-32. Also remove the 90 degree
shifter rail detents only, you can work elbow on right side transmission that
the cab removing the connects the return line to the
transmission top cover. transmission housing.

2. Drain the transmission and rear axle oii. 5. Remove the transmission filter to cooler
and cooler to transmission hydraulic lines,
valve Figure 10-32.
cover.
6. Remove the transmission filter, then the
fiiter base and bracket, Figure 10-32.
 SECTION fO- SEPARATING THE TRACTOR

FIGURE 10.33 FIGURE 10-34

Brake Linkage Transmission Splitting Stand

7. Remove the brake linkage on the left side
of the transmission housing. Disconnect
both sets of clevices from the brake pivot,
Figure 10-33. Remove the brake pivot
assembly.
8. Install the transmission splitting stand,
Part #FTC60296, Figure 10-34.
NOTE: You may need to rearrange the
jack stands to install the transmission
splitting stand. Be sure the subframe
is high enough to clear the screw jacks
on the stand.
9. Adust the transmission stand's wheels to
stabilize the weight of the transmission on
the stand.

10-15
 SECTION 10'- SEPARATING THE TRACTOR

FIGURE 10-35 FIGURE 10..36

Tube Clamp Support

Transmission Top Cover
Mounting bolt
1 Transmission oil dipstick tube extension
2 Shift lever boot
3 Shift lever
4 Shift lever spigot and support
5 Transmission to rear axle mounting bolts

10. Remove the following to give clearance to Tube clamp support on the front left of the ,
pull the transmission forward, Figure transmission housing, Figure 10-36.
10-35.
11. Remove the transmission to rear axle
Transmission oil dipstick tube extension mounting bolts, Figure 10-35. You'll find
(1 ). three on each side, two on the bottom, and
two on the top.
Transmission shift lever boot and shift
lever (2).

Shift lever spigot (3) from the top cover.

10-16
 SECTION 10- SEPARATING THE TRACTOR

1. 130 lbs. ft. (176 Nml

2. 90 !bs. ft. !120 Nmi

FIGURE 1!1·37

Transmission Removed Transmission to Rear Axle Mounting Bolt Torques

NOTE: You'll need to angle the wheels TORQUE SPECS

on the stand guide the transmission
out between the two loader subframe ft. lbs. N·m
arms, 10~37. Transmission Top Cover Bolts 38 51.5
Transmission Solenoid Valve
See the appropriate repair manual for Cover Bolts 64 86.7
Transmission Filter Hydraulic Lines 57 77.3
servicing instructions. Transmission Filter Base
Mounting Bolts 42 57.0
To reinstall the transmission, follow the Brake Pivot Mounting Bolts 26 35.3
removal process in reverse order. Torque Splitting Stand Mounting Bolts i 00 135.6
specs are included at the end of this section. Gearshift Lever Attaching Bolt 15 20.3
Shift Lever Spigot Mounting Bolts i 9 25.7
Tube Clamp Support Bolt 100 135.6
TO REINSTALL THE TRANSMISSION, Transmission to Rear Axle
FOLLOW THE REMOVAL PROCESS IN Mounting Bolts See Fig. 10-38
REVERSE ORDER.

To get the transmission and rear axie to fit

back together again, you may need to remove
the rear axle top cover to the
transmission output shaft.

10-17
 SECTION 10: SEPARATING THE TRACTOR

BACKHOE REMOVAL
1. Position the unit on a flat surface where
the backhoe will be stored.
2. Lower the stabilizers to the ground and
position the backhoe parallel to the center
line of the unit, with the dipstick vertical
and the bucket on the ground.
NOTE: On sldeshift units, make sure
the backhoe carriage is positioned in
the center of the mainframe.
3. Remove the rear window and one end of
the boom lock linkage to get the window
off, Figure 10-39.
4. Where equipped, remove the extendable
dipstick or auxiliary hydraulics pedal by
removing the pedal pivot bracket bolts
underneath the cab or platform.
Disconnect the linkage at the pedal. FIGURE 10.39

5. Remove the rear floor mat.

Backhoe Removal
6. Remove the lower window support, Figure 1 Lower rear window
10-39. 2 Boom lock linkage
3 Window bolts and clips
7. Remove the access panels between the 4 Boom lock linkage boot
cab floor and backhoe deck. 5 Lower support

On sideshift units disconnect the wiring to

the rear lights, attaching to the backhoe
mainframe and remove any clips securing
the harness to the rear fenders, cab or
platform.

10-18
 '
SECTION 10- SEPARATING THE TRACTOR

FIGURE 10.40 FIGURE 1o-41

Backhoe Mounting Bolts Backhoe to Loader Subframe Connections

1 Upper bolt (one on inside not shown) · 1 Upperbolt
2 Lowerbolts 2 Backhoe to subframe connecting pin
3 Shims (as required)
NOTE: You can use a floor jack, Figure
8. Remove the backhoe mainframe from the 10-42, in conjunction with the
base unit. There are two procedures you stabilizers and boom to help remove
can follow to do this: the connecting pins.
a. Remove the upper and lower attaching
bolts, Figure 10-40. You'll want to
remove the lower attaching bolts
before removing the upper bolts,
because you can get better access to
the lower bolts by raising the
stabilizers. Lower each stabilizer upon
removing the lower bolts.
Identify any shims used between the
frame and link assemblies, Figure
10-40.

b. Because the lower attaching bolts can

be difficult to remove, a second option
is to remove the upper attaching bolts
and the backhoe to loader subframe
connecting pins, Figure 10-41 .
9. Use the stabilizers and boom as required
to position the backhoe until the attaching
bolts or pins are loose and can be FIGURE 1o-42
removed.
Floor Jack used to Remove Connecting Pin

10-19
 SECTION 10'- SEPARATING THE TRACTOR

FIGURE 1o-43

Support Backhoe During Storage

A
CAUTION: DO NOT CRAWL UNDER UNIT
WITH HYDRAULICS OPERATING OR
A
WARNING: STRETCHING THE HOSES
WHEN SEPARATING THE UNIT FROM
ENGINE RUNNING. THE BACKHOE MAY DAMAGE THE '
HOSES AND CAUSE PERSONAL
10. Place a stand or suitable support under INJURY. ONLY MOVE THE TRACTOR
the backhoe mainframe for stability during 1-2 FEET FORWARD.
storage, Figure 10-43.
12. With the engine turned off, relieve the
11. Drive the tractor forward so you have stabilizer cylinders of pressure to allow the
better access to the hydraulic hoses. frame to settle onto the support, Figure
10-43.
13. Move the other control levers to relieve
any pressure that may be in the backhoe.

10-20
 SECTION 10- SEPARATING THE TRACTOR

FIGURE 10·44 FIGURE 10·45

Unit to Backhoe Hose Connections Hose Connections - Backhoe Removed

1 Backhoe valve pressure hose tube connection · 1 Looped high pressure hose
2 Return to reservoir hose unit connection

14. Disconnect the return to reservoir hose at

the tractor connection and the backhoe
valve pressure hose at the tube
connection on the backhoe mainframe,
Figure 10-44.

15. Connect each hose to the open fitting on

the component to which that hose is still
attached, Figure 10-45. This will complete
the hydraulic circuits and prevent any dirt
from entering or oil loss. Make sure the
hoses are not twisted or kinked during
installation.

16. Drive the unit away from the backhoe,

Figure 10-46.

FJGURE 1o-46

Backhoe Setting on Supports in Storage Position

10-21
 SECTION 10'- SEPARATING THE TRACTOR

REAR AXLE REMOVAL

FIGURE 1o-47 FIGURE 1D-48

Transmission Splitting Stand Bolted to Rear Axle Transmission Splitting Stand

1 Modified front support

NOTE: The loader should be resting on the
ground to make the unit more stable and
keep the subframes from twisting.
1. Drain the tear axle oil.
2. Jack up the rear end high enough to
remove the rear wheels. Install supports
under the loader subframe and
transmission.
3. Remove the wheel lug nuts and remove
the wheels.
4. Bolt the transmission splitting stand (Part
#FTC60296) to the rear axle, Figure
10-47.
NOTE: The front support transmission
adapter will have to be modified by
drilling two 3/4" holes on a 6" center to
mount It to the rear axle, Figure 10-48.
Later versions of this tool from OTC wilL
have a slot in place of the original hole.
5. Remove the differential lock linkage and
the foot pedal from the cab.

10-22
 SECTION 1'0- SEPARATING THE TRACTOR

FIGURE 10·49 FIGURE 10.50

Rear Axle to Loader Subframe Attaching Bolts Brake Linkage

1 Axle inner attaching bolts
2 Axle outer attaching bolts
3 Shims (as required)

6. Remove the loader subframe rear axle .

attaching bolts on both sides so you can
remove the loader subframe axle support,
Figure 10-49. Identify any shims used
between the axle and the subframe.
7. Disconnect the brake linkage by removing
the cotter pin and pins at the rear of the
brake pivot, Figure 10-50.
8. Disconnect the parking brake cable on
both sides by removing the cotter pin and
pin at the rear axle housing, Figure 10- 51.
9. Remove the retaining ring ("E" clip) from
the parking brake cable on each side of
the tractor. Collapse the spring and slide
the brake cable out of the support bracket
and remove it.

FIGURE 1o-51

Park Brake Cable

1 Connecting pin

10-23
 SECTION 10'- SEPARATING THE TRACTOR

FIGURE 10·52 FIGURE 1o-53

Rear Axle Top Cover Rear Axle Removed

1 Topcover
2 Transmission to rear axle mounting bolts

10. Remove the floormat and the 15. Pull the axle back, Figure 10-53.
transmission inspection cover in the cab
floor in order to remove the rear axle top Refer to the proper section in the repair
cover, Figure 10-52. manual for repairing the rear axle.

NOTE: Removing the rear axle top
cover will make removing the rear axle
much easler and also help in
reconnecting the rear axle to the
transmission.
11. Loosen and remove the transmission to
rear axle mounting bolts. You'll find three
on each side, two on the bottom, and two
on the top, Figure 10-52.
12. Remove the clamp for the backhoe main
pressure/return lines over the right side
rear axle.
13. Move the rear axle to the rear.
14. Lower the splitting stand until you have
enough clearance to pull the rear axle out
from underneath the cab.
To reinstall the rear axle, follow the removal
process in reverse order. Torque specs are
included at the end of this section.
THE FOLLOWING REINSTALLATION
SUGGESTIONS MAY BE HELPFUL.
REINSTALLATION TIPS
When connecting the rear axle to the
transmission, align the drive coupler so that it
will slide freely between the transmission
output shaft and the rear axle input shaft.
When reinstalling the retaining ring back on
the parking brake cable, use a wire to hold the
springs in the collapsed position.

10-24
SECTION 10- SEPARATING THE TRACTOR

1. 130 lbs. ft. 1176 Nml

2. 90 lbs. ft. 1120 Nml

FIGURE 10-54

Transmission to Rear Axle Mounting Bolt Torque

TORQUE SPECS
ft.lbs. N·m
Lower Window Support Bolts 15 20.3
Upper and Lower Backhoe
Attaching Bolts 715 969.5
Backhoe Hydraulic Hose
Connections 105 142.4
Wheel Lug Nuts 350 474.6
Splitting Stand Mounting Bolts 100 135.6
Loader Subframe to Rear
Axle Bolts Inner 243 329.5
Outer 125 169.5
Rear Axle Top Cover Bolts 66 89.4
Rear Axle Top Cover
Breather Bolt 44 59.6
Transmission to Rear Axle
Mounting Bolts See Fig. 10-54

10-25
SECTION 10-- SEPARATING THE TRACTOR

10-26
 SECTION 11
ACCESSORIES
COLD START KIT #FP 556
The cold start kit aids in engine start-up in cold
weather by injecting a controlled amount of
starting fluid into the engine intake manifold.
SAFETY PRECAUTIONS
MANUAL INFORMATION
READ AND OBSERVE THE FOLLOWING
This manual is divided into the following main SAFETY PRECAUTIONS WHEN DEALING
sections: WITH THE COLD START SYSTEM.
Safety Precautions CAUTION: STARTING FLUID IS HIGHLY
Operation FLAMMABLE. DO NOT USE NEAR FIRE,
SPARKS, OR FLAMES. BE SURE ALL OP-
Service Information ERATORS READ THE CAUTIONARY IN-
FORMATION ON CONTAINERS.
Troubleshooting
CAUTION: WHEN INSTALLING, SERVIC-
Installation Instructions ING, OR TROUBLESHOOTING THE COLD
START SYSTEM, BE SURE YOU ARE IN A
NOTE: Read ALL instructions before VENTILATED AREA AWAY FROM HEAT,
starting any work. Pay special attention to OPEN SPARKS OR FLAME.
and follow the safety precautions.
CAUTION: WEAR GLOVES AND A SAFETY
STORE THIS MANUAL WITH THE MASK OR GOGGLES WHEN WORKING
OPERATOR'S MANUAL FOR FUTURE WITH THE COLD START SYSTEM.
REFERENCE.

11-1
 SECTION 11 - ACCESSORIES
CAUTION: THE ETHYL ETHER USED AS
COLD START FLUID IS EXTREMELY
FLAMMABLE, TOXIC, AND POSSIBLY FA-
TAL IF SWALLOWED. AVOID CONTACT
WITH EYES OR SKIN. AVOID BREATHING
THE FUMES.
IF SWALLOWED, DO NOT INDUCE VOMIT-
ING. CALL DOCTOR IMMEDIATELY.
IF COLD START FLUID ENTERS EYES OR
FUMES IRRITATE EYES, WASH EYES
WITH LARGE QUANTITIES OF CLEAN
WATER FOR 15 MINUTES. CONTACT A
DOCTOR, PREFERABLY AN EYE SPE-
CIALIST, IMMEDIATELY.
CAUTION: BE SURE THE ETHER CYLIN-
DER VALVE, TUBE, OR ATOMIZER IS DI-
RECTED AWAY FROM YOU WHEN WORK-
ING WITH THE SYSTEM. DO NOT INCINER-
OPERATION
BASIC SYSTEM OPERATION
Figure 11-1
The cold start system aids in cold starting by
injecting a controlled quantity of starting fluid
into the engine intake manifold.
The circuit has power when the ignition switch
is in the run or start (cranking) position.
The cold start button on the console must be
depressed to complete the circuit to the cold
start valve.
WHEN THE BUTTON IS RELEASED, a
metered charge of ether is injected into the
engine intake manifold.
To prevent accidental activation of the circuit
when the engine is warm, the cold start circuit
is grounded through a Thermo-Guard switch
installed in the engine water jack. The
11-2
ATE, PUNCTURE, OR ATTEMPT TO RE·
MOVE THE CENTER CORE VALVE OR
SIDE SAFETY VALVE FROM THE CYLIN·
DER.
CAUTION: ALWAYS USE THE LOADER
SUPPORT (OR OTHER SUITABLE SUP-
PORTING DEVICE) TO SUPPORT THE
WEIGHT OF THE LOADER WHEN WORK-
ING UNDER OR AROUND A LOADER IN
THE RAISED POSITION.
IMPORTANT: Disconnect the negative
battery cable before doing any work on the
electrical system.
IMPORTANT: Always remove the cold start
cylinder before working on or checking the
wiring system.
IMPORTANT: Never use starting fluid when
the engine is running.
IMPORTANT: Never use starting fluid in
conjunction with Thermostart®.
Thermo-Guard switch is closed below 45
degrees F (8 degrees C) completing the
ground circuit so the circuit operates when
activated. Above this temperature, the switch
opens so the circuit is not grounded which
prevents accidental activation of the system.
COLD WEATHER STARTING
A
CAUTION: BEFORE PROCEEDING, READ
AND OBSERVE ALL ITEMS LISTED IN THE
"SAFETY PRECAUTIONS" SECTION.
NOTE: Review the "Starting the Engine" in-
formation in the 555C and 655C operator's
manual before proceeding. Substitute the
following starting procedure for the "In
cold weather with the engine cold" starting
procedure stated in the operator's manual.
 SECTION 11 - ACCESSORIES

Cl-AMP

'
\
a.AOAPT€R.
(.SCR€WS INT"O
€NGIN€ 81-0cK)

FIGURE 11·1

11-3
 SECT-ION 11 - ACCESSORIES

@ @

@ @ @

\ \
(~ \
A~
\ T\
@ @ @ @

mom ~~~4 B
oE
@ mB (~· 0·

A Cold start button

8 Cold start operating decal

FIGURE 11-2

Use the following procedure to start the tractor If the engine does not start within 30 seconds
in cold weather with the engine cold. of cranking, stop cranking and proceed as
follows. '
1. Position the throttle lever to the 1/3 open
position. IMPORTANT: To prevent starter motor
damage, never crank the engine for more than
2. Turn the key to the "start" position and, 30 seconds. If the engine does not start within
while the engine is cranking, press the 30 seconds, wait 2 minutes to cool the starter
cold start button for two seconds. Refer to motor before cranking the engine.
Figure 11-2.
3. After 2 seconds, release the button to IMPORTANT: Never use starting fluid when
inject starting fluid. the engine is running or on units equipped with
Thermos tart.
NOTE: Fluid flow begins only when the
button is RELEASED!
IMPORTANT: Use only one starting fluid
charge per engine crank cycle of 30 seconds.
Never hold the button longer than 5 seconds
or damage to the electric valve solenoid may
result.

11-4
 SECTION 11 - ACCESSORIES

SERVICE INFORMATION
- Most large truck parts and repair centers.

A
CAUTION: BEFORE PROCEEDING, READ
AND OBSERVE ITEMS LISTED IN THE
"SAFETY PRECAUTIONS" SECTION.
CLEANLINESS
Take extreme care not to let dirt enter the
system. Dirt that gets inside the top of the
solenoid valve can get into the valve chamber
and clog the valve or atomizer. Dirt in the
supply line or atomizer may also clog the
atomizer.
FITTINGS AND TUBING
Periodically check the tubing and fitting for
leaks. Tighten or repair as required.
NOTE: If an ether odor is detected, a leak is
present in the system. Brush soapy water
over the suspected leak area to find the
leak.
NOTE: Tighten the nuts on the supply tub-
ing 1 to 1-1/4 turns pastfinger tight. Do not
overtighten.
MOUNTING HARDWARE
Periodically check all mounting hardware.
Tighten as required.
- Kold Ban International distributors -
telephone: 1-800-527-8278 USA
NOTE: Always clean dirt away from the top
and exterior of the cylinder, dust cap, and
valve before removing the starting fluid
cylinder or the dust cap.
Refer to Figure 11-3.
1. Remove the dust cap from the valve if a
cylinder is not fitted to the valve.
2. Remove the cylinder if one is fitted by
releasing the clamp and turning the
cylinder counterclockwise.
3. Prior to installing a new cylinder, check the
gasket in the valve. Replace the gasket if
damaged. Only one gasket should be
used or the unit will not operate.
4. Install the cylinder into the valve and turn it
clockwise until the cylinder contacts the
gasket. Tighten an additional1/2 turn (180
degrees).
NOTE: A starting fluid cylinder or dust
cap should always be installed on the
valve to protect the engine from con-
tamination.

STARTING FLUID CYLINDER

INSTALLATION
NOTE: For proper system operation, use
Kold Ban International Ltd. 8 oz. (225 G)
starting fluid cylinder #020041. This cylin-
der is available through the following
sources:

11-5
 SECTION 11 - ACCESSORIES

TROUBLESHOOTING

Cl-AMP

Cot.() srARTAIP SWITCH

111 CONSOLE(tJRIGIIIALL't'
T/-leRMOSTA/flT SWITCH)

ATTACH TO
GI(OIJNO TERMINAL
ON STARTER MOTOR

FIGURE 11-3

11-6
 SECTION 11 - ACCESSORIES
INSPECTION PROCEDURE
If the system does not operate, perform· the
following inspection procedure and repair as
required.

A
CAUTION: BEFORE PROCEEDING, READ
AND OBSERVE ITEMS LISTED IN THE
"SAFETY PRECAUTIONS" SECTION.
NOTE: Atomizer or orifice clogging Is the
most common cause of system failure.
This may occur If dirt enters the valve when
the cylinders are changed.

Figure 11-3
1. Check if the cylinder is empty. Refer to the
"Service" section for removal information. FIGURE 11-4

2. Remove the atomizer and supply tube A Atomizer adapter

from the engine intake manifold. Connect
the atomizer to the tube.
3. Bypass the Thermo-Guard switch
temporarily with a jumper wire. Remove
the wire when testing is complete.
B Atomizer
8. Activate the system as described in step
4. The plunger should move up when the
switch is depressed and down when the
switch is released.

4. Turn the key ON and depress the cold
start button. Hold for 4 seconds during
test, then release. A fine spray should be
emitted from the atomizer SHORTLY
AFTER THE BUTTON IS RELEASED.
The spray should be emitted for a duration
of 5 to 30 seconds.
IMPORTANT: Do not hold the cold start
button down longer than 5 seconds or
damage to the valve may occur.
5. If no ether is emitted remove the atomizer.
Activate the system as described in step
4. If ether is emitted from the tube, clean or
replace the atomizer.
6. If no ether is emitted, remove the supply
tube from the valve and activate the
system as described in step 4. Ether
discharge from the valve indicates a faulty
supply tube. Replace the tube.
7. Remove the ether cylinder if no ether is
discharged from the valve.
9. If the valve does not function, check the
electrical system. Troubleshoot as
required.
10. If the electrical system operates properly
but the valve does not function, replace
the valve.
11. Install the cylinder, tube and atomizer
after the problem has been corrected.
NOTE: Install the atomizer Into the ln-
. take adapter so that the red dot and ori-
fice points forward In the Intake mani-
fold at a 45 degree angle as shown In
Figure 11-4. The red dot aligns with the
orifice in the atomizer to Insure that the
starting fluid will be directed against
the incoming air flow to provide the
best atomization of the starting fluid.
Failure to orient the atomizer properly
will reduce starting performance.
12. When testing and repairs are completed,
return the unit to a work ready condition.

11-7
 SECTION 11 - ACCESSORIES

COLD START KIT #FP556

INSTRUCTION USAGE
These instructions cover installation of the
cold start kit on Models 555C and 655C
industrial tractors with naturally aspirated or
turbocharged engines ..
NOTE: Read all instructions thoroughly
BEFORE STARTING ANY WORK and
adhere to all safety precautions.
The installation instructions have been divided
into the following sections:
SECTION 1 - SAFETY PRECAUTIONS
SECTION 2- BASIC SYSTEM INFORMATION
SECTION 3- PARTS INFORMATION
SECTION 4- COMMON INSTALLATION
PROCEDURES
SECTION 5- NATURALLY ASPIRATED TRACTOR
INSTALLATION PROCEDURES
SECTION 6 -TURBOCHARGED TRACTOR
INSTALLATION PROCEDURES
SECTION 7- CHECKING THE OPERATION OF THE
COLD START SYSTEM
To make best use of these instructions follow
this procedure:
1. Read and follow all items listed in the
"Safety Precautions" section.
·2. Read the "Basic System Information"
section.
3. Consult the "Parts" section to determine
the parts needed. Then acquire all the
parts.
4. Read and complete the "Common
Installation Procedures" section.
5. Read and complete the "Naturally
Aspirated" or "Turbocharged" installation
procedure section depending on how the
tractor is equipped.
6. Read and then complete the "Checking
the Operation of the Cold Start System"
section.

The instructions are arranged in this order

because the installation procedure and parts
required to install the cold start on a naturally
aspirated unit differ from a turbocharged unit.

11-8
 SECTION 11 -ACCESSORIES
SECTION 1 - SAFETY PRECAUTIONS
READ AND OBSERVE THE FOLLOWING
SAFETY PRECAUTIONS WHEN DEALING
WITH THE COLD START SYSTEM.
CAUTION: STARTING FLUID IS HIGHLY
FLAMMABLE. DO NOT USE NEAR FIRE,
SPARKS, OR FLAMES. BE SURE ALL OP-
ERATORS READ THE CAUTIONARY IN-
FORMATION ON CONTAINERS.
CAUTION: WHEN INSTALLING, SERVIC-
ING, OR TROUBLESHOOTING THE COLD
START SYSTEM, BE SURE YOU ARE IN A
VENTILATED AREA AWAY FROM HEAT,
OPEN SPARKS OR FLAME.
CAUTION.: WEAR GLOVES AND A SAFETY
MASK OR GOGGLES WHEN WORKING
WITH THE COLD START SYSTEM.
CAUTION: THE ETHYL ETHER USED AS
COLD START FLUID IS EXTREMELY
FLAMMABLE, TOXIC, AND POSSIBLY FA-
TAL IF SWALLOWED. AVOID CONTACT
WITH EYES OR SKIN. AVOID BREATHING
THE FUMES.
IF SWALLOWED, DO NOT INDUCE VOMIT-
ING. CALL DOCTOR IMMEDIATELY.
IF COLD START FLUID ENTERS EYES OR
FUMES IRRITATE EYES, WASH EYES
WITH LARGE QUANTITIES OF CLEAN
WATER FOR 15 MINUTES. CONTACT A
DOCTOR, PREFERABLY AN EYE SPE-
CIALIST, IMMEDIATELY.
11-9
CAUTION: BE SURE THE ETHER CYLIN-
DER VALVE, TUBE, OR ATOMIZER IS DI-
RECTED AWAY FROM YOU WHEN WORK-
ING WITH THE SYSTEM. DO NOT INCINER-
ATE, PUNCTURE, OR ATTEMPT TO RE-
MOVE THE CENTER CORE VALVE OR
SIDE SAFETY VALVE FROM THE CYLIN-
DER.
CAUTION: ALWAYS USE THE LOADER
SUPPORT (OR OTHER SUITABLE SUP-
PORTING DEVICE) TO SUPPORT THE
WEIGHT OF THE LOADER WHEN WORK-
ING UNDER OR AROUND A LOADER IN
THE RAISED POSITION.
IMPORTANT: Disconnect the negative
battery cable before doing any work on the
electrical system.
IMPORTANT: Always remove the cold start
cylinder before working on or checking the
wiring system.
IMPORTANT: Never use starting fluid when
the engine is running.
IMPORTANT: Never use starting fluid in
conjunction with Thermostart.
 SECTION 11 -ACCESSORIES

SECTION 2 - BASIC SYSTEM INFORMATION

Ct¥D5f"ARTAIP SIAJITt;
IN CON!J<>LE{DR,.,NALLY
Tf(ERMOSTAR'r SWITCH)

ATTACH TO
G/?OIINO TIIRMINAL
ON STARTIJR MOTOR

FIGURE 11-5

The following is a general description of how
the system operates. Refer to Figure 11-5.
The kit incorporates an electrically controlled
solenoid valve which, when activated, sends a
controlled amount of starting fluid through a
supply tube to an atomizer. The atomizer
emits a fine spray of starting fluid into the
intake manifold.
The kit will use the current Thermostart button
and wiring to power the cold start solenoid. A
Thermo-Guard.switch is installed in the engine
block. The switch completes or opens the
ground circuit (depending on the engine
temperature) to prevent accidental activation
of the cold start system when the engine is
warm.

11-10
 SECtiON 11 - ACCESSORIES

SECTION 3- PARTS INFORMATION

FIGURE 11·6 FIGURE 11·7

In addition to the parts supplied with the Cold ADDITIONAL PARTS REQUIRED FOR
Start Kit #FP556, additional parts will be
required to complete the installation. The NATURALLY ASPIRATED OR TUR-
additional parts are identified below and BOCHARGED TRACTORS
should be purchased locally. Figure 11-7 lists common parts required on all
tractors.
NOTE: Obtain all the parts before starting
the work. Ref. Qty. Description Comments
A 1 Starting fluid cylinder *Purchase locally
PARTS INCLUDED IN COLD START B 2 Hose clamps Purchase locally
KIT #FP556 c 114'' (6.3 mm) 00 rivet Purchase locally
0 Neoprene hose, 1/4" 10
Figure 11-6 shows the parts in the kit.
x 3" (6.3 10 x 76 mm)
long Purchase locally
Ref. Qty. Description Brass reducer, 318"-
E
18 NPT-F to 114"-
A 1 Solenoid valve 18 NPT-M Purchase locally
B 1 Thermo-Guard switch F 4 Hex head bolt, 1/4"-20
c 1 Supply tubing X 314" (M6 x19) Purchase locally
D 1 Elbow fitting, 90 degree G 4 Lock washers, 1/4" (M6) Purchase locally
E 1 Nut and sleeve H 4 Nuts, 1/4"-20 (M6) Purchase locally
F 1 Nut and sleeve J 6 Tie straps,
G 1 Atomizer 10" (254 mm) long Purchase locally
H 1 Atomizer adapter bushing *Obtain this item from local sources. Heavy-duty tn.u..:k
J 1 Bracket shops and supply houses should have this cylinder: It is
K 1 Clamp Kold Ban International ltd. (KBI) 8 oz. (225 G) cylinder
L 1 Decal, operating instruction #020041. If not available locally, Kold Ban International
ltd. may be contacted at 1-800-527-8278 USA to
determine the nearest supplier.

11-11
 SECTION 11 ~ ACCESSORIES

FIGURE 11~8

ADDITIONAL PARTS REQUIRED

FOR TURBOCHARGED
EQUIPPED
TRACTORS
Figure 11-8 lists parts required to
complete the installation on
turbocharged tractors.
Ref. Qty. Description Comments
A Mount bracket FNH#FONN-9C774-AA
B Convolute electrical
tubing, 12" (304 mm) long
or 1/8n (3.2 mm) 10 rubber
tube 12n (304 mm) long Purchase locally
C As Flat washer, 20 mm x 37 FNH#N630073-S36
Required or Purchase locally
D 1 Hex head bolt, M20 -
2.5 x 80, Grade 8.8 Purchase locally

NOTE: Obtain all parts prior to start-

ing work.

11-12
 SECTION 11 - ACCESSORIES

SECTION 4- COMMON INSTALLATION

PROCEDURES

CAUTION: BEFORE PROCEEDING, READ

AND OBSERVE All ITEMS liSTED IN THE
EC.AU"fiONS' SECTION.

following installation procedures must be

completed before proceeding to the "Naturally
Aspirated" or "Turbocharged" installation
sections.

Be extremely careful to let dirt or

contamination enter the cold start system
during assembly or the system may not
work properly or components may be dam~
aged. The atomizer has an small
orifice that is easily plugged.
Do not remove protective caps or remove FIGURE 11·9
items from protective bags until the parts are
to be installed. A Adapter, brass 3/8- 18 NPT ID to 1/4- 18 NPT OD
B Thermo-guard switch
Clean the areas you will be working to C Wire with male spade
remove loose dirt prior to starting work. D Wire from ether solenoid with female spade
E Ground wire
1. Install the Thermo-Guard switch using the
following procedure while referring to
Figure 11-9. e. Attach the wire with the eyelet
connector to the starter ground as
a. Open the petcock on the right side of shown.
the engine block and drain the engine
coolant into a suitable clean container. f. Refill the cooling system using the
original coolant or with a blend of
b. Remove the petcock the block. antifreeze, water, and coolant
conditioner as described in the
c. Apply Teflon® tape or a Teflon pipe operator's manual
sealant to the threads on the adapter
and install where the petcock was
removed. Tighten securely.
d. Apply Teflon tape or a Teflon pipe
sealant to the threads on the
Thermo-Guard switch tighten in
the adapter.

11-13
 SECTION 11 - ACCESSORIES

FIGURE 11-10 FIGURE 11-11

A Thermostart wire A Atomizer adapter

B Thermostart fuel line B Atomizer
C Thermostart
2. Disconnect the wire and fuel line from the
Thermostart unit and remove it from the
intake manifold. Refer to Figure 11-10.
3. Install and tighten the atomizer adapter
bushing in the intake manifold. Refer to
Figure 11-11.
4. Install the atomizer into the adapter.
Tighten so the red dot on the atomizer
points forward at a 45 degree angle as
shown in Figure 11-11. Cover with a clean
rag.
NOTE: The atomizer MUST be tight-
ened so the red dot Is positioned as
shown. The red dot aligns with the ori-
fice in the atomizer as shown in Figure
11-12 to Insure that the starting fluid
will be directed against the incoming
air flow to provide the best atomization FIGURE 11·12
of the starting fluid. Failure to orient
the atomizer properly wm reduce start- A Atomizer
B Red dot
ing performance. c Orifice

11·14
 SECtiON 11 - ACCESSORIES

INSTALL F!TTII\!G F
NO MORE THAN ONE

FIGURE 11·13 FIGURE 11·14

A Tube A Solenoid valve

B Hose B 90 degree fitting
C Rivet C Dustcap
D Hose clamps

5. Eliminate the Thermostart fuel line using
the following procedure while referring to
Figure 11-13:
a. Cut the Thermostart fuel line 2" below
the securing clamp and remove the
fuel line that ran to the Thermostart
unit.
b. Install the 1/4" (6.3 mm) ID neoprene
hose, 1/4" (6.3 mm) OD rivet, and hose
clamps.
6. Install the 90 degree elbow in the solenoid
valve hand tight. Continue to tighten
between one to two turns until the elbow is
positioned as shown in Figure 11-14.,
Cover with a clean rag.
NOTE: Do not overtighten or the valve
may be damaged.

11-15
 SECtiON 11 - ACCESSORIES

@) @)

® ® ®

~ l
\ T\ \~ )
® ® A~ ® ®

mom ·--
·-
-M-
::-..:.-·-
B

·BBB
® (~· 0

A Cold start button

B Cold start operating decal

FIGURE 11·15

7. Install the starting instruction decal to the

instrument console as shown in Figure
11-15.
8. When assembling the supply tubing,
position the nut and sleeve as shown in
Figure 11-16.
NOTE: When connecting the tubing to
the 90 degree elbow or atomizer, keep
the tubing fully seated while tightening
the nut. Tighten the nut finger tight and
then tighten 1 to 1-1/4 turns with a
wrench. Do not overtighten.
Proceed to the "Naturally Aspirated" or
''Turbocharged" installation section
depending on how the tractor is equipped.

FIGURE 11·16

A Nut
B Sleeve
C Tube

11-16
 SECTION 11 - ACCESSORIES

SECTION 5- NATURALLY ASPIRATED TRACTOR

INSTALLATION PROCEDURES

FIGURE 11·17 FIGURE 11·18

A
CAUTION: BEFORE PROCEEDING, READ
AND OBSERVE ALL ITEMS IN THE
"SAFETY PRECAUTIONS" SECTION.
To complete the installation on naturally
aspirated tractors, perform the following:
1. Remove the sheet metal panel that covers
the fuel tank. Refer to Figure 11-17.
2. Cut the padding from the fire wall using the
dimensions shown in Figure 11-17.
3. Locate and drill four 9/32" (7 .1 mm) holes
to mount the cold start valve and cylinder
mount bracket as shown in Figure 11-18:
NOTE: Place a metal plate between the
fire wall and fuel tank to prevent dam-
age to the fuel tank when drilling the
holes.

11-17
 SECTiON 11 - ACCESSORIES
FIGURE 11-19
4. Attach the solenoid valve mount brackets
using the 1/4" (6 mm) hardware as shown
in Figure 11-19.
5. Attach the supply tube to the 90 degree
elbow at the base of the solenoid valve.
Install the nut and sleeve as shown in
Figure 11-16.
NOTE: Refer to step 8 in the "Common
Installation Procedures" section for
tightening Information.
6. Route the supply tubing and electrical
wires from the solenoid valve to the intake
manifold where the atomizer was
installed. Refer to Figure 11-20.
NOTE: Route the tubing and wires so
they do not contact the hot exhaust
manifold and avoid routing In areas
where the tubing or wiring may be dam-
aged by vibration or by mechanical ac-
tion.
11-18
FIGURE 11-20
A Ether supply tube
B Solenoid valve wire harness
C Brown/red wire (from thermostart)
D White wire with male spade
E Black wire with female spade
F Black wire with male spade
G Thermo-guard switch
7. Cut the supply tube to length and install
the sleeve and nut on the tube. Attach ,
hand tight to the atomizer.
8. Connect the electrical connections as
shown in Figures 11-20 and 11-21, and
reconnect the negative battery cable.
9. Secure the supply tube and electrical •
wires with tie straps as required.
Proceed to the "Checking the Operation of the
Cold Start System" section.
 SECTION 11- ACCESSORIES

Coe.D START All> 51/JIT~

fN CON!SCL€~RttiiNALI.V
TJIERMOS"rAI!tT SWITCH)

/""
ATTACH TO
GI(OIINO Tlii?MINAL
ON START!iR MOTOR

FIGURE 11·2"1

11-19
 SECTION 11-

6-TURBOCHARGEDTRACTOR
INSTALLATION PROCEDURES

F!GURE 11·22 FIGURE 11·23

A Mount bracket A Washers

B Soienoid B Mount plate
C Ciamp C Bolt
D Dust cap D Wires
E Supply tube
F Protective tubing on supply line

4. Determine if your unit has side weights

radiator shell and proceed as
described:
1. Attach solenoid
bracket the mount Refer Figure 11 for
1/4" (6 mm) hardware as weights and to Figure 11
11-22. weights.
2. Attach the supply tube to degree weights - go step
elbow on
weights- to
Refer to step 8
Procedure" ~e.~~tm,.,,n
assembly Instructions.
 '
SECTION 11 - ACCESSORIES
FIGURE 11·24
A Side weight
B Washers
C Bolt
D Mount plate
6. Add flat washers as required until the
mount bracket is away from the side of the
radiator shell or side weight if equipped.
7. Install the M20 x 80 bolt and tighten to 295
ft. lbs. (395 N·m) while maintaining the
mount bracket in a position so the
solenoid valve is straight up.
8. Route the supply tube and electrical wires
through the corner of the radiator shell to
the atomizer in the intake manifold as
shown in Figures 11-23 and 11-25.
11-21
FIGURE 11·25
A Brown/red wire with female spade
(from thermostart)
· B Solenoid valve wire harness
C White wire with male spade
D Black wire with female spade
NOTE: Route the tubing and wires so they
do not contact the hot exhaust manifold.
Avoid routing in areas where the tubing or
wires may be damaged by vibration or by
mechanical action.
9. Add a 12" (25.4 mm) piece of convolute
tube or a 12" (25.4 mm) piece of 1/8n (3.1.
mm) ID hose over the supply tube where it
passes through the radiator support to
prevent the tube from being damaged.
Secure the protection in place to prevent it
from moving during operation.
10. Cut the supply tubing to proper length and
install the sleeve and nut on the tubing.
Attach to the atomizer.
 '
SECTION 11 - ACCESSORIES

Cot.() S"-R T AlP 51AJITC

IN CONSOt.£(bRIGINALl.'t'
"T#£RMOSTAitT SWrrt:H)

'
\ \

ATTACH TO
GI(OIJNO TERMINAL
ON STARTE.R MOTOR

FIGURE 11·26

11 . Connect the electrical connections as
shown in Figures 11-25 and 11-26, and
reconnect the negative battery cable.
12. Secure the supply tube and electrical
wires with the tie straps as required.
Proceed to the "Checking the Operation of the
Cold Start System," Section 7.

11-22
 '
SECTION 11 - ACCESSORIES

SECTION 7 .. CHECKING THE OPERATION OF THE COLD START

'SYSTEM
After installing the kit, check for proper
operation using the following procedure.

A
CAUTION: BEFORE PROCEEDING, READ
AND OBSERVE ALL ITEMS IN THE
"SAFETY PRECAUTIONS" SECTION.
1. Install the starting fluid cylinder using the
procedures described in the "Service
Information" section of the instructions.
2. Install a jumper wire to temporarily bypass
the Thermo-Guard switch.
3. Remove the atomizer from the adapter
and connect it to the supply tube.
4. Turn the key to the ON position. Do not go FIGURE '11·27
to the crank position or attempt to start the
engine. A Atomizer adapter
B Atomizer
5. Depress the cold start button on the
instrument console and hold for 4 seconds
8. Install the atomizer into the adapter and
during test only, then release.
tighten so the red dot points forward at a
NOTE: Do not hold the cold start button 45 degree angle as shown in Figure
down for longer than 5 seconds or the 11-27.
solenoid valve may be damaged.
NOTE: The atomizer MUST be tight-
6. Upon release of the cold start button, ened so the red dot is positioned for-
observe the atomizer. Shortly after the ward at a 45 degree angle as shown or
button is released, a fine spray should be the system will not operate properly.
emitted for 5 to 30 seconds. Compare the
9. Connect the supply tubing to the atomizer.
results observed to one of the following Position the nut and sleeve, and tighten as
and proceed as directed:
described in step 8 of the "Common
a. If no spray is emitted, the system is,not Installation Procedure" section.
working properly. Consult the
10. Replace all shields and other items
"Troubleshooting" section in these
removed during installation. Place the
instructions and repair before
unit in a work-ready condition. This
proceeding to step 7.
includes operating the unit and
b. If a spray is emitted, the system is replenishing the cooling system as
operating properly. Proceed to step 7. required.
7. Remove the jumper wire from the
Thermo-Guard switch.

11-23
 '
SECTION 11 - ACCESSORIES

BACKUP ALARM WIRING KIT - #9624611

4 X 4 OR 8 X 8 POWER-REVERSING TRANSMISSION

FIGURE 11·28

KIT #9624611
Item Quantity Part Number Description
1 1 F1 NN-14N089-AA Relay assy. - cir protect
2 1 Wire 21n ring term 16 ga
3 1 Wire 43n male bul 16 ga
4 2 Connector butt - 16 ga
5 2 ESF-M3L66-A Tubing - heat shrink
6 2 304648-S36 Bolt 5/16-18 x .75 hex hd
7 2 34791-S36 LW p5/16
8 2 44722-S36 Wp5/16
9 2 84943 N p 5/16
10 1 Instructions

11-24
 SECTION 11 - ACCESSORIES
GENERAL INFORMATION
Read this section thoroughly before pro-
ceeding.
NOTE: Use only Ford New Holland ap-
proved backup alarms. They have an am-
perage rating that is compatible with the
tractor's electrical circuit. Other backup
alarms may draw excessive current which
could cause possible damage to the trans-
mission electrical control circuitry.
The instructions are divided into two major
sections based on tractor style. The headings
are:
Section 1 - Models 250C, 260C, 345C, 445C,
and 545C
Section 2 " Models 455C, 555C, and 655C
To make the best use of the instructions,
follow these guidelines:
1. Locate the heading in the appropriate
section that includes the model and serial
number or unit code of the tractor that the
backup alarm will be installed on.
11-25
2. Compare the tractor's w1nng to the
electrical schematic that corresponds to
the heading you have chosen and match
your findings to one of the following:
- If the tractor wiring and the schematic
agree--proceed to read the instructions
and then perform the work.
- If the tractor wiring and the schematic do
not agree-- locate the schematic in the
instructions that corresponds to the tractor
wmng and follow the installation
instructions for that schematic.
3. Read the instructions thoroughly
BEFORE starting the installation.
4. The backup alarm kit is shown in Figure
11-28 and should be used for component
identification.
NOTE: Remove the negative battery cable
before working on the electrical system
and position the loader and backhoe (when
equipped) on the ground before starting
work.
 SECTION 11 - ACCESSORIES

SECTION 1 - INSTALLATION INSTRUCTIONS FOR MODELS 250C,

260C, 345C~ 445C, AND 545C
NOTE: These Instructions apply to units
that have the backup alarm relay base and
wiring factory installed. The relay base will
be located around the steering motor.
Refer to schematic, Figure 11-29, for
installation details. Use in conjunction with the
written instructions.

TD~qulf CCI!IV6RT'DR, LDt:K UP

IIV/JICA~ l-IGHT

*
PART.S QSEJ> F~ IIACKUPALAeM Klr
IIACkUP AtA.e-lf INSrAt.I.AT!ON
NIOPeLS UDC~ %St:JG~ .sf'S'C:, ff'S&. S-H'"c:;..
-rJYeUUN17511M'11!"7MI"-.cy8AS61"1ft;.'tWIYMIS11lU.IJJ.
5emti'IIJMIIIl ~1/Ntr<:«>~~·
ZSDe,, ~-UNIT COPe OP4~ 71/fiiJUI$H Gtm/t6Nr MDIIJC,._
!!fiSC, lfi'SC, ~¥-SC- A'ffZS1.3 "f"II/I!DCJGI( CIHlUIIT l'ltODIICTHJI(
(i>Go3)

FIGURE 11·29

11-26
 SECTION 11 -ACCESSORIES
1. Remove the left lower rear hood side
cover. It is not necessary to disconnect
the electrical connections.
2. Remove the upper rear screw that
attaches the modulator control box to the
side cover.
3. Cut the mounting tab of the relay as shown
and attach the relay to the side cover
using the original screw.
N~T~: Be sure the relay prongs are
pomtmg down so that moisture cannot
enter the relay and cause damage.
4. Connect the relay base from the wire
harness to the relay.
5. Route the gray/black wire from the relay
base along the side of the existing conduit
on the transmission and over the left rear
axle. Secure the wire with tie straps.
MOUNTINGTHEBACKUPALARM
The ~ext step is t? mount the backup alarm.
The mstallat1on w111 differ slightly depending
upon which alarm is to be installed. (i.e.
standard alarm or smart alarm).
Refer to schematic, Figure 11-30 for
installation details. Use in conjunction with the
written instructions.
INN'Eit 5/0€ OF t.EFT f.IAIV/J FENPI?I?
(CROWl/ STYt-£)
MO!JNT/N'G TI{E 8ACK!JI' At.ARM IIOR,Y (TVI"'CAl!N5TALLATION)
11-27
NOTE: Smart Alarm Installation- When in-
stalling a Smart Alarm, the appropriate
connectors must be attached to the wires.
Attach an eyelet with a 5/16" hole to the
black wire from the alarm. Attach a male
bullet connector to the red/white wire.
These wires are supplied in the kit.
1. Locate and drill two 5/16" mounting holes
in the left-hand fender (crown or flat top
fenders).
2 Attach the backup alarm to the fender
using the bolts, washers, and the nuts
included in the kit.
NOTE: Attach the black ground wire to
one mounting bolt.
3. Connect the gray/black wire to the
red/white alarm wire as shown. Use heat
shrink to protect the connection.
4. Test the backup alarm for proper
operation.
NOTE: The alarm should operate at
maximum volume immediately upon
activation. Correct if the alarm is not
operating properly.
5. Replace all shields and return the unit to a
work-ready condition.
!liNEI? 51/)E OF LEFT f{,AND F£/1/[)E;R
r-.:?Ar ToP srvt.e)
FIGURE 11·30
 SECTION 11 -ACCESSORIES

SECTION 2 • INSTALLATION INSTRUCTIONS FOR MODELS 455C,

555C, AND 655C
NOTE: These Instructions apply to units
that have the backup alarm relay base and
wiring Installed from the factory.
Refer to schematic, Figure 11-31, for
installation details. Use in conjunction with the
written instructions.
1. Remove the instrument console top panel.
2. Locate the backup alarm relay base inside
the console.
3. Remove the self-tapping screw that
attaches the ground wires to the post
inside the console .
. 4. Attach the relay and the original ground
wires using the original self-tapping
screw. Place the relay on the bottom with
the ground wire eyelet connectors on top
of the relay.
5. Install the relay into the relay base. Be
sure all wires are firmly attached to the
relay prongs.

*!liDI&I;feS PARTS INff;UIItED

FOR BACK·UPAL.ARM NST"AL.Lifrlt1N

--

FIGURE 11-31

11-28
 SECTION 11 - ACCESSORIES
Refer to schematics, Figure 11-32 and 11-33, for installation details. Use in conjunction with the
written instructions.

#OT8• leOIJTtf Wl/<tf5 AWAY PROM SNAteP o&;ec:r5.

StfCl/l!{f wiTH rte ST!eAP:S.

SAMPt-e At-ARM t.ocATION- CAB l/N!T

I.Oc,A,TE "T/{1! AtARM ACCORDING 71:) t.ecAt. REGUtArtOIIIS, oP€RATIN6 COII/IJ!TIONS

AND IN A l.OCATION WHERE IT Wit./. M!TT BE DANIAGE'D.

FIGURE 11-32

11-29
 SECTI-ON 11 - ACCESSORIES

IN.37i'U MA¢ 8lll-"11'

CciiNEe;.-r()llJ CO/IINECfnJ
6l!AV/ikACI< WIRE .AND
APPt-V' SHRINK WRAP TtJ
'TIIB CONA/ICTION.

sAMPt.E AtARM t.oCA-rto/11-ROPS UN!!

1-0 ..A.Tt: -rHG Al-A.fl.M 4CCORI>ING r" t-OCA~ /eEGUt.AnoNS,
OPl:RAT!NG C0/>11>/Tic NS A.NI> IAI A LOt;ATION WH6R£ IT
/IJ!U WoT BE PAMAGEJ).
FIGURE 11-33

MOUNTING THE BACKUP ALARM NOTE: If the wire(s) pass through

sheet metal, insulate the hole with a
NOTE: These instructions provide guide-
grommet.
lines for a typical backup alarm installa-
tion. Locate the alarm where it best suits 4. Route the red wire from the alarm and
your local regulations, operating condi- connect it to the female connector on the
tions and in a location where it will not be gray/black wire. Protect the connector
damaged. with shrink wrap.
NOTE: Smart Alarm Installation - When in- 5. Secure all wires away from sharp objects,
stalling the Smart Alarm the following two with tie straps.
steps are required. Attach the wire with a
male bullet connector to the red wire of the 6. Test the backup alarm for proper
alarm. Attach the wire with an eyelet con- operation.
nector onto the black wire. The wires are NOTE: The alarm should operate at
supplied in the kit. maximum volume immediately upon
activation. Correct if the alarm is not
1. Drill holes for the mount bolts. functioning properly.
2. Mount the alarm with the hardware
included in the kit. Attach the black wire 7. Replace all shields and return the unit to a
from the alarm to one of the mount bolts. work-ready condition.

3. Route the gray/black wire with the female

bullet connector as required so it can be
attached to the alarm. Secure with tie
straps.

11-30
 SECTION 11 - ACCESSORIES

HEAVY-DUTY SEAT SUSPENSION KIT

#E9NN-E421-EA
APPLICATION - Beware of sharp edges and corners.
A heavy-duty seat suspension kit for Models - Watch for pinch areas in scissor
455C, 555C, and 655C is provided for rough mechanism.
terrain operation or large frame operators.
Operator discomfort can result from the seat Step 1
suspension collapsing or the seat bouncing
excessively. Using a 10 mm socket, remove the four cap
screws, securing the cushion to the frame.
Parts Required: Seat Suspension Kit Remove the cushion, providing access to the
#E9NN-E421-EA. suspension mechanism.
The following parts will be included in the kit: Step 2
Part Description Quantity The backrest must now be positioned out of
the way by:
Shock Assist Spring 1
Stepped Spacer 1 1. Remove two cap screws securing the
Spring Sleeve 1 backrest to the frame.
Shock-Mounting Pins 2
Retaining Clips 4 2. Pivot the lower portion of the backrest
Self-Locking Nut 2 forward.
Flat Washer 2 3. Rest the cushion on the dowel placed
Screw 2 across the arm rest.
Installation Instructions 1
Step 3
NOTE: An auxiliary spring kit and a damper
mounting reinforcement kit is required on units built With a screwdriver, remove the two retaining
prior to build code 1H24, (8/24/91 ).
rings from the upper and lower dampener
Additional part: pins. Remove the pins and discard, as new
Reinforcement bracket kit parts will be used.
#9826790 1
Step 4
Installation Tools Required Remove the rubber sleeve from the seat
Tools Description shock absorber and cut the longer sleeve to
1. 10mm Socket the same length as the shorter sleeve.
2. Electric Hand Drill with 3/8" Bit
3. 1/2" Box Wrench Step 5
4. Adjustable Pliers Install one rubber sleeve in the lower shock
5. Hammer absorber pivot. Slide the stepped spacer over
6. Flat-Head Screwdriver the shock absorber pivot. Slide the stepped
7. Utility Knife spacer over the shock absorber from th_e
8. Small Punch 1/4" bottom, making sure the flange of the spacer 1s
9. Wood Dowel or Rod 24" Long up as in Figure 11-34.

Installation Instructions Place the assembly into the seat suspension

for mounting. Secure the lower part of the
Safety Precautions:
shock absorber assembly to the mount, using
- Always wear eye protection. the new dampener pin. Replace retaining
rings to secure the pin in the mounting.

11-31
 SECTION 11 - ACCESSORIES
Step 10

Compress the spring and shock absorber and

position the spring around the box-like bracket
on the back of the seat assembly.

Step 11

Install the new dampener bracket (Figure

11-34) on top of the spring and around the
original box-like bracket.

Step 12
Using a screwdriver, extend the shock
absorber up to align the eye of the shock with
holes in the two brackets. A punch or 1/4" bolt
may be needed to align the shock before
installing the final pin.

Step 13
FIGURE 11-34

Step& Install one retaining clip on the remaining pin.

Turn the stepped spacer to its lowest position.
Refer to Figure 11-34.
Step7
Install plastic spring sleeve over the shock
absorber with flanged edge down.
Slide the pin through the bracket and shock
absorber. Install the second retaining clip.
Step 14
Using the new shock bracket as a guide, drill
two 3/8" holes in the original shock bracket, as
shown in Figure 11-34.

StepS Step 15
Place the remaining rubber sleeve into the top Rotating the stepped spacer to the leff
shock absorber pivot. · approximately 90 degrees will increase the
tension on the spring.
Step 9
Step 16
Install the coil spring with the small diameter of
the coil spring over the shock absorber and Reinstall both cushions and tighten all
plastic sleeve. hardware, Figure 11-35.

11-32
 SECTION 1 i -ACCESSORIES

DRILL 3/8 11 HOLE IN EXISTING DAMPER BRACKET

rt 0

EXISTiNG
DAMPER
BRACKET SPRING

SHOCK ABSORBER

SMALLER DIAMETER
COIL END OF
PLASTIC SPRING
SPRING SLEEVE - - . - l

LOWER SHOCK

LOWER DAMPER
SHAFT

RETAINING RING

STEPPED SPACER AT LOWEST

POSITION
FiGURE 11·35

11-33
 SECTION 11 - ACCESSORIES

LOADER AUXILIARY VALVE KITS

FP-470, FP471, FP-472
Three kits are required to field convert the
standard "C" Series 2-spool loader control
valve to a 3-spool valve. The third spool
section may be used to operate a loader
hydro-bucket or other attachments requiring
hydraulic power to operate.

CONVERSION KITS
The first kit, FP-470, Figure 11-36, contains
the third valve section, new outlet cover
assembly, and longer tie rod bolts and nuts.

The second kit, FP-471, Figure 11-37,

FIGURE "11-36
contains the attaching hardware and control
parts.
Third Valve Section Kit
The third kit, FP-472, Figure 11-38, contains 1 Nuts - tie rod bolts
the hoses, tubes, and attaching hardware that 2 Tie rod bolts
3 Valve section
lead from the third valve tubes to the front of 4 Outlet section
the loader lift arms.

TRACTOR PREPARATION
Prior to installation of the third valve section,
the following procedures must be performed.

- Lower the loader and/or backhoe to the

Figure 11-37
floor.
Attaching and Control Kit
- With the engine shut off, operate the
1 Fitting adaptor 16 lever assembly - inner
loader and backhoe control levers to
2 90° Elbow 17 lever assembly - outer
relieve any existing residual oil pressure. 3 0 ring seals 18 Tube clamps
4 Screws - tube clamps 19 Pivot pin
- Use clean containers when draining the 5 Nut 20 Bellcrank
hydraulic oil. 6 Washer 21 Washer
7 Pin - clevis 22 Bellcrank
8 Snap ring 23 Pin
9 "C" ring 24 Cable assembly
10 Tube assembly 25 Clevis
11 Tube assembly 26 link assembly
12 Tube assembly 27 Tube assembly
13 Tube assembly
14 Tube assembly
15 Pin

11-34
 10

l•

' p
ooocooot
t
08
J)

. an d Control Kit
Attaching

11-35
 SECTION 11 - ACCESSORIES

fiGURE 11-39
Hood Panels Removed

Reference - Figure 11-39

fiGURE 11-38
1. Remove the engine side covers.
Hose and Tube Kit
2. Remove the center hood and exhaust·
1 Screws- tube clamp pipe.
2 Screw - tube clamp
3 0 ring seals 3. Remove the rear hood panel over the fuel
4 Tube assembly -RH
5 Hoses tank.
6 Tube assembly - lH
7 Tube clamps
4. Disconnect the fuel sender wiring at the
8 Tubeclamp top of the fuel tank.
9 Hoses
5. Loosen the fuel leak-off line clamp and
remove the leak-off line.
6. Close the fuel shut-off valve and remove
the fuel line.
NOTE: The fuel tank may require
draining for ease of removal.
7. Remove the two bolts from the fuel tank
hold-down straps and remove the fuel
tank.

11-36
 SECTION 11 -ACCESSORIES
FIGURE 11-40
Fuel Tank Support Bracket Removed
1 Power steering lines
2 Transmission case
3 Transmission control valve
8. Remove the fuel tank support bracket and
hold-down straps as an assembly from the
top of the transmission case.
9. Disconnect the four power-steering lines
(1) at the rear of the engine and tie them
back to the fire wall, as shown in Figure
11-40.
NOTE: The above operations are
required for installation of the
crossover tubes furnished in the
conversion kit.
10. To drain the hydraulic oil will require clean
containers capable of holding
approximately 10 gallons (40 L).
11. Clean the area around the hydraulic filter.
11-37
FIGURE 11-41
Step Plate and Valve Cover Removed
1 Control valve links
2 High pressure tube
3 Loader to backhoe tube
4 Lift cylinder tubes
5 Bracket cylinder tubes
6 90° elbow
12. Loosen the filter retaining ring and
carefully ease the filter case from the filter
head and allow the filter to drain. Remove
the filter assembly.
13. Remove the dipstick/filler cap from the
reservoir.
14. Depress the anti-syphon valve in the
center of the filter head and drain the oil.
Reference - Figure 11-41
15. Remove the right-hand step assembly.
16. Remove the control valve side cover and
bottom plate.
A
WARNING: Use care when removing
the bottom plate to prevent personal
injury.
IMPORTANT: All removed tubes and
hose connections utilize 0-ring face seals
and they must be replaced with new seals
during reassembly. Cap all hoses and
tubes after removal.
 SECTI'oN 11 - ACCESSORIES
FIGURE 11-42
Control Linkage Removal
1' Control valve links
2 Compensating bucket link
3 Control rods
4 Pivot pins
5 Bellcranks
17. Disconnect the bucket solenoid wiring at
the control valve.
18. Disconnect the high pressure tube (2),
Figure 11-41 , at the control valve inlet
section.
19. Remove the loader to backhoe hydraulic
tube (3), Figure 11-41. This tube will be
replaced with a new tube furnished in the
kit.
20. Disconnect the lift and bucket tubes (4)
and (5) and elbow (6), Figure 11-41, from
the loader control valve.
NOTE: All clevis and linkage pins
utilize a "C" ring type retainer.
21. Disconnect the control valve linkage (1)
and compensating link (2), Figure 11-42,
from the valve.
22. Remove the pins securing the control rods
(3), Figure 11-42, to the bell cranks and
remove the rods.
11-38
FIGURE 11-43
Control Rods and Bellcranks Removed
1 Rear pivot pin
23. Remove the pivot pins (4) securing the
bell cranks (5), Figure 11-42, and remove
the bell cranks.
NOTE: The rear bell crank pivot pin
cannot be fully removed, however, It '
will move inward enough to allow
removal of the bell crank (1 ), Figure
11-43.
24. Remove the bolts securing the control
valve assembly and remove the valve.
25. Remove the floor mat retaining clamp on
the right-hand side.
26. Remove the control lever boot snaps from
the lever access panel and slide the boot
up the lever.
27. Prop the floor mat up enough to gain
access to the three lower panel screws
and remove them.
 SECTION 11 - ACCESSORIES

FIGURE 11·45

Control Valve Removed

1 Control valve
2 Tie rods
3 Inlet section
4 Outlet section

CONTROL VALVE PREPARATION

Reference - Figure 11-45
1. Place the control valve on a clean area for
the third valve section installation.
FIGURE 11-44 2. Remove the nuts and tie rods (2) from the
control valve (1) and install the longer tie
Control Lever Access Panel Removed
rods with nuts provided at the inlet cover
1 Boot end (3), Figure 11-45.
2 Wire connector
3 Bolts NOTE: Use care so that sections of the
4 Controllever
5 Control rod linkage
valve do. not separate.
3. Place the control valve on end, inlet
28. Remove the two panel screws on the side section down with the new longer tie rod
and remove the panel, Figure 11-44. bolts sticking up.
4. Remove the outlet cover (4), Figure
29. Disconnect the wire connector (2) below
the deck and control lever rods, Figure 11-45, from the valve.
11-44.

30. Remove the three bolts (3} securing the

control lever (4), Figure 11-44, to the
linkage and remove the lever assembly.

11-39
 SECTiON 11 - ACCESSORIES

S·251:
FIGURE 11-46 FIGURE 11-47

Third Valve Section Installation Outlet Valve Section Installation

1 0 rings 1 Outlet valve section
2 Third valve section
3 Spring - check valve

5. Ensure that the valve section 0-rings (1)

are in place and install the new third valve
section on the tie rod bolts, Figure 11-46.
NOTE: During Installation, make sure
the check valve SP/Ings (3), Figure
11-46, are facing upward.
6. Install the new outlet section (1 ), Figure
11-47, on the tie rod bolts and valve
assembly.
7. Install the tie rod bolt nuts (1 ), Figure
11-48, and torque the nuts evenly to 48-53
ft. lbs. (65-71 N·m) on the 7/16" nuts and
74-81 ft. lbs. (100-110 N·m) on the 1/2"
nut.
FIGURE 11-48
NOTE: DO NOT over-torque the tie rod
nuts. Over-torquing will cause a Control Valve Assembled
binding condition on the valve spools. Tie rod nut torque -
7/16"- 48-53 ft. lbs. (65-71 N·m)
1/2" -74-81 ft. lbs. (100-110 N·m)

11-40
 '
SECTION 11 - ACCESSORIES

Control Lever Disassembly

1 Controllever
2 Screws - knob
3 Switch and wire assembly
4
5
6
Locknut
Control knob - upper
Control knob - lower
.
FIGURE 11·50

7 Boot Control Lever Assembly

1 Control lever • inner
CONTROL LEVER CONVERSION 2 Controllinkage

1. Place the removed control lever (1) in a

vise and remove the two screws (2),
Figure 11-49, securing the top of the
control knob.
2. Remove the transmission stop switch and
wire assembly (3), Figure 11-49.
3. Loosen the round locknut (4) below the
lower half of the knob (6), Figure 11-49,
and remove the knob and locknut.
4. Remove the boot (7), Figure 11-49, from
the lever.
5. Cut the top of the boot off at the location
shown, Figure 11-49. Removing the top of
the boot will allow the boot to be installed
on the new two-piece control lever
assembly.
TWO-PIECE CONTROL LEVER
ASSEMBLY
1. Install the inner control lever (1 ), Figure
11-50, on the mounting bracket link and
attach the two control links (2), Figure
11-50.

11-41
 SECTION 11 - ACCESSORIES

FIGURE 11·52

Control Cable Installation

.1 Cable assembly
2 Anchor bracket - upper
3 Locknut
4 Locknut
5 Pin - cable attaching
6 Bellcrank

3. Remove one locknut and washer from ,

each end of the control cable (24), Figure
11-37, (kit layout).
4. Install one end of the cable (6) from the top
into the lower anchor bracket (7) insert,
FIGURE 11·51
Figure 11-51, and secure it with the.
Control Linkage Installation
washer and locknut removed.
1 Link assembly 5. Install the upper end of the cable (1) into
2 Bellcrank the top anchor bracket (2), Figure 11-52,
3 Pivot pin and secure it with the washer and locknut
4 Flat washer
5 "C" ring removed.
6 Cable assembly
7 Anchor bracket - lower
6. Install a small locknut (4) and anchor pin
8 Locknut (5), Figure 11-52, to the end of the cable.
Install the anchor pin into the bell crank
(6}, Figure 11-52, and secure with a "C"
2. Thread one end of the small link assembly ring.
(1) to the bell crank (2), Figure 11-51.
Place the bell crank and link on the pivot
pin (3) and secure it using a flatwasher(4)
and "C" ring (5), Figure 11-51.

11-42
 SECTION 11 - ACCESSORIES

FIGURE 11·53 FIGURE 11-54

Outer Control Lever Installation
1 Control lever - outer Control Lever Boot and Knob Installation
2 Washer 1 Boot
3 Snap ring 2 Control lever assembly
4 Switch and wire assembly 3 Locknut
5 Wire connector 4 Control knob
6 Link assembly

7. Install the outer control lever (1 ), Figure
11-53, over the inner lever.
NOTE: The outer lever must have a
bushing installed at each end.
8. Install a thrust washer (2) and snap ring
(3) on the inner lever as shown (insert),
Figure 11-53.
9. Install the small link assembly (6}, Figure
11-53, to the outer lever bottom bracket.
10. Install the transmission switch and wire
assembly (4) into the inner control lever
and connect the wire connector (5), Figure
11-53.
11. Install the boot (1) over the control lever
assembly (2), Figure 11-54.

11-43
 SECTION 11 - ACCESSORIES

FIGURE 11·55

Control Valve Installation

1 Control valve
2 High pressure tube
3 Lift cylinder section tubes
4 Bucket cylinder section tubes
5 Bucket solenoid wire connector

12. Install the locknut (3) and control know
assembly (4), Figure 11-54. Make sure
the transmission stop switch and wire are
positioned correctly in the control knob
assembly.
NOTE: DO NOT install the access
panel cover at this time.
CONTROL VALVE INSTALLATION
1. Install the control valve (1) to the subframe
mounting bracket, Figure 11-55.
2. Install the high pressure tube (2) and the
lift and bucket tubes (3) and (4), Figure
11-55.
3. Connect the bucket solenoid wiring (5),
Figure 11-55.

11-44
 SECTION 11 - ACCESSORIES

FIGURE 11·56

Valve Fitting Installation

1 goo elbow FIGURE 11·57
2 Elbow locknut
Valve Tube Installation
1 goo elbow
2 Tube RH
3 Elbow locknut

4. Install the large elbow (1) into the outlet 5. Install the lower elbow (1) and tube (2),
valve section (2), Figure 11-56. DO NOT Figure 11-57, to the control valve. These'
tighten the elbow fitting locknut at this items are (2) and (12), Figure 11-37, kit
time. layout.

11-45
 SECTION 11 - ACCESSORIES

FIGURE 11-59

Valve Tube Installation

1 Fitting adaptor
2 Tube LH
FIGURE 11·58

Upright Tube Installation

1 Upright tube RH
2 Tube clamps

6. Install the right-hand upright tube (1} and 8. Install the adaptor fitting (1) and tube (2),
tube clamps (2), Figure 11-58 on the Figure 11-59, on the control valve. These
inside of the loader right-hand p~st. are items (1) and (10), Figure 11-37, kit
layout. ' •
7. Connect the upright tube to the control
v~lve tube previo~sly installed in Step 5.
Tighten the tube fitting and clamps.

11-46
 SECtiON 11 - ACCESSORIES

FIGURE 11-60

Crossover Tube Installation

1 Tube RH
2 Tube crossover/upright LH
3 Tube fitting
4 Alignment marks

9. Install the two tubes that cross over the
transmission, Figure 11-60. Tighten the
fitting only finger-tight, items (13) and (14),
Figure 11-37, kit layout.
10. Connect the right-hand tube to the control
valve tube installed in Step 8. The fitting
should be only fingertight.
11. Place the crossover tubes (1) and (2),,
Figure 11-60, and scribe alignment marks
on the tubes (3), Figure 11-60. Make sure
the upright left-hand tube is in position to
receive the two tube clamps.
NOTE: Make sure the crossover tubes
do not pinch the wire harness.

11-47
 SECTION 11 - ACCESSORIES

FIGURE 11-61

Crossover Tubes
1 Crossover tubes
2 Alignment marks
FIGURE 11-62

Crossover/Upright Tube Installation

1 Crossover/upright tube
2 Tube clamps

12. Release the connection fitting from the
control valve tube and crossover tube and
swing the two tubes out over the
transmission and tighten the fitting to the
alignment marks, Figure 11-61.
14. Install the clamps (2) to the left-hand
upright tube (1 ), Figure 11-62, to the
loader post.

13. Place the tightened tubes into position as

shown in Figure 11-60. Check for
alignment of the valve tube fitting and
upright tube on the loader post.

11-48
 SECTION 11 - ACCESSORIES

FIGURE 11-63

Loader Lift Arm Tube Installation

1 Hydraulic tube RH
2 Hydraulic tube LH
3 Tube clamps
4 Hoses

15. Install the long right and left-hand tubes 16. Install the hoses (4), Figure 11-63, from
(1) and (2) on the inside of the loader lift the upright tubes to the long lift arm tubes.
frame arms, Figure 11-63. Secure tubes
with the single (3) and double tube
clamps.

11-49
 SECTiON 11- ACCESSORIES

FIGURE 11·64
Front Hose Installation
1 Front hoses FIGURE 11·65

17. Install the two hydro-bucket lead hoses Loader to Backhoe Tube Installation
(1 ), Figure 11-64, to the long tube fittings 1 Tube- loader valve to backhoe
at the front of the lift arms. 2 Elbow locknut

18. Install the loader valve to backhoe

hydraulic tube (1) and tighten the elbow
locknut (2), Figure 11-65.
NOTE: Check all tube and hose
connections, making sure they are
positioned properly and all fittings are
tight.

CONTROL VALVE LINKAGE

INSTALLATION
All Ford Model 555C and 655C industrial
flat-deck tractors are equipped with a control
valve bracket that will accept the third valve
section control linkage, Figure 11-66.

FIGURE 11-66

Control Valve linkage Bracket

1 linkage bracket

11-50
 SECTION 11 -ACCESSORIES

FIGURE 11-67
Control Linkage Installation FIGURE 11-68
1 Pivot pin 3 "C" ring Cable Linkage Adjustment
2 Bellcrank 4 Third section spool
1 Clevis
1. Install the pivot pin (1) into the third section 2 Cable assembly
3 Pin and "C" ring
bell crank (2), Figure 11-67, and secure 4 Bellcrank
the pin with a "C" ring at each end.
2. Install the pin to connect the bell crank to
the valve spool (4), Figure 11-67.
3. Install a small locknut and clevis (1) to the
end of the control cable assembly (2),
Figure 11-68. Connect the clevis to the
bell crank (4) using a pin and "C" ring (3),
Figure 11-68.
4. Check the linkage for total spool
movement in each direction by rotating
the control lever knob. The cable (2) can
be adjusted by disconnecting the clevis
(1 ), Figure 11-68, and turning it in or out as
required. Additional . adjustment, if
needed, can be made by threading the top
pin (5), Figure 11-52, in or out. After
completing the adjustment, tighten the
two small locknuts.
5. Install the remaining bell cranks, spool
FIGURE 11-69
links, pivot pins, and control rods in
reverse order of disassembly, Figure Control Valve linkage Installed
11-69. 1 Control linkage

11-51
 SECTION 11 - ACCESSORIES

6. Install the control valve cover (1) and

bottom plate (2), Figure 11-70.
Complete the reassembly of the tractor
fuel tank, power-steering tubes, fuel lines,
hood panels, etc., in reverse order of
disassembly.
- Start the tractor and check for leaks.
- Install the right side step plate.
- Install the control lever linkage cover
panel and boot.

FIGURE 11·70

Control Valve Cover Installation

1 Side cover
2 Bottom plate

11-52
 SECTION 11 - ACCESSORIES
BOLT-ON AND WELD-ON CUTTING EDGES
If a weld-on base is required, use a #9129532
base with a #9129513 reversible blade or a
#9129531 base with a #9129512 reversible
blade.
PROCEDURE FOR PROPER POSITIONING
OF THE HOLES IN THE BUCKET BLADE
USING BOLT-ON REVERSIBLE BLADES
#9129512 OR #9129513 AS A TEMPLATE.
1. Analyze the existing bucket blade weld to
determine if it is in suitable condition to be
a carrier (base) for a bolt-on reversible
loader blade.
If the bucket blade is BADLY worn, the
bottom of the blade will be rounded from
wear, which will not allow a decent contact
surface between the bolt-on and the
welded-on blade. Without a decent
bearing surface, the potential for
breakage exists. Refer to the welding
section for proper selection and welding of
the base plate to the bucket.
2. If the welded-in bucket blade is suitable,
turn the bucket upside down or raise it up
so the bottom surface of the weld-on is
exposed.
It is preferred to have the bucket upside
down for easiest and best installation.
3. Snap a chalk line on the bottom side of the
welded-in bucket blade 2" back from the
leading edge of the blade. This line is now
parallel to the leading edge and it is the
line where the holes will be drilled.
11-53
4. Lay the bolt-on on the bottom face of the
weld-in while the bucket is in the
upside-down position. Make sure the
blade is positioned lengthwise equally
END to END with the weld-in.
5. Looking through the square countersunk
bolt holes in the reversible bolt-on blade,
"eyeball" the center of the hole on the
chalk line which is on the weld-in.
Once the bolt-on is positioned correctly,
clamp it into place so it cannot move.
6. Mark the center of EACH hole on the chalk
line using a center punch and a hammer.
7. Once ALL the holes have been marked on
the chalk line, remove the bolt-on
reversible blade and drill each hole in the
weld-in with an 11/16" diameter drill bit.
8. After all the holes are drilled in the weld-in,
reposition the bolt-on reversible blade
over the holes and bolt-up with 5/8"
diameter No. 3 Grade plow bolts 2" to
2-1/4" long, FNH part #251560 DS. Use
Grade 8 plated 5/8" x 11 nuts, FNH part
#251651 DS.
a. Thirteen bolts and nuts are required for
the #9129512 blade.
b. Fourteen bolts and nuts are required
for the #9129513 blade. ·
 SECTiON 11 - ACCESSORIES

WELD-ON BASE (PART NO. 9129531)

WELD INTO BUCKET

REVERSE BOLT-ON BOTTOM BLADE

(PART NO. 9129512)
FIGURE 11-71

WELD-ON BASE (PART NO. 9129532)

WELD INTO BUCKET

REVERSE BOLT-ON BOTTOM BLADE

(PART NO. 9129513)
FIGURE 11-72

INSTRUCTIONS FOR FIT-UP AND
WELDING BASE PLATE TO BUCKET
Refer to Figures 11-71 and 11-72 for proper
selection of back plate and reversible blade.
Welding Instructions
1. Perform welding in an environment with a
minimum ambient temperature of 50° F.
4. Preheat parts to be welded (both tack and
final welds) to minimum of 400° F.
PREHEAT TEMPERATURE MUST BE
THROUGHOUT THE ENTIRE
THICKNESS OF THE PARTS JOINED
AND AT LEAST 2" BACK FROM THE
JOINT. Maintain preheat throughout the
entire welding operation. Tempilsticks
should be used if possible.

2. Clean all joints to be welded of all foreign 5. Tack weld preheated plates starting at the
matter such as dirt, rust, mill scale, oil, center of the bucket and working toward
etc., with grinders and/or solvents. the outside ends.

3. Use dry AWS-E7018 low hydrogen
electrodes or either of the following
equivalent low hydrogen wire feed
electrodes: Gas metal arc welding
(carbon dioxide or Argon) AWS-E7056 or
flux cored arc welding AWS-E70T1.
6. Final weld preheated plates starting at the
center of the front edge of the bucket
backing plate and working toward the
outside ends. Repeat this operation at the
back edge of the loader blade.

11-54
 SECTION 11 - ACCESSORIES
Tack welds may be incorporated into the
final weld, providing they have been made
with electrodes that meet the
requirements of the final welds and no
cracking has occurred in the weld metal.
Tack welds not meeting these
requirements must be completely
removed by grinding or air arc gouging
just prior to making the final weld in that
area.
7. Do not remove the bucket from the
welding environment until the weld metal
temperature has dropped to the ambient
temperature. Do not force the cooling rate
of the weld metal.
Cutting/Welding Procedure for the
Installation of a New Cutting Edge on
a Bucket
1. Remove the old cutting edge by burning.
In most cases, the entire removal of the
old blade is recommended, but in some
cases, such as using a flat check mark
(half arrow) edge, it may be necessary to
only remove a portion of the old blade.
If your direction is to remove only a portion
of the old edge, determine where the cut
will be and then snap a chalk line for
reference.
DO NOT force cool (quench) this burn
zone!
2. After the burn, remove all slag from the
edge with a grinder. If other foreign matter
such as dirt, rust, oil, grease, paint, or mill
scale is present, all must be removed for
good welding to take place.
The removal of foreign matter from the
new blade is also mandatory.
3. Determine how to install the new cutting
edge as to whether it should be a butt weld
or a lap weld.
If a butt weld is needed, it will be
necessary to bevel the bucket material
and the cutting edge to a 30° angle so
proper weld penetration can take place.
The total included angle should be 60°.
11-55
NOTE: To increase penetration, use
currents and/or slower speed.
4. Perform all welding in a room or air
temperature of 50° F minimum.
5. Weld with the following rod or wire or
equivalent:
a. Rod DRY AWS-E7018:
Low-hydrogen electrode
1) Current - D.C. polarity
a. 1/8" diameter rod - about 150 amps
b. 3/16" diameter rod -about 275 amps
b. Wire feed-
1. Gas metal arc welding (Carbon
dioxide or Argon) AWS-E7056
2. Flux cored arc welding AWS-E70T1
NOTE: The welder must adjust
current based upon the appearance
of the weld.
6. Position the new blade to the bucket.
7. Prior to any tack or final welding, ALL
WELD AREAS MUST BE PREHEATED
TO A MINIMUM OF 400°.
DO NOT use a cutting torch to perform this
function.
Use a "rose bud" (minimum 1" diameter)
propane fired heating torch to accomplish
the proper preheat.
The preheat must be throughout the entire
thickness of the parts to be joined and at
least 2" back from the joint.
The proper minimum preheat temperature
of 400° can be determined by using a
tempilstick which looks like a crayon but is
a material which will melt at a specified
temperature.
 SECTION 11 -ACCESSORIES
Apply the rose bud to the joint area and
test for the preheat level by touching the
tempilstick to the opposite side of the
material on which the flame is applied.
Once the tempilstick melts, the proper
preheat has been driven through the
thickness of the parts that are to be
welded together.
8. Tack weld the preheated parts, starting at
the center of the bucket and working out to
the sides, alternating from side to side.
This will allow the new blade to adjust itself
to the weld portion without locking in any
residual stress or pulling away at the
opposite end of this welding area due to
heat warpage.
9. Final welding of the preheated plates
starts at the center of the front edge of the
bucket plate and back edge of the blade,
working toward the outside ends. Repeat
this operation on the bottom of the back
edge of the blade.
Tack welds may be incorporated into the
final weld, providing they have been made
with electrodes or wire feed that meets the
requirement (as stated in Step 5) of the
final weld and no cracking has occurred in
the tack weld metal.
11-56
Tack welds not meeting these
requirements must be completely
removed by grinding or air arc gouged out
just prior to making the final weld in that
area.
Always remember, the preheat
temperature must be maintained at least a
minimum of 400° at the welding area. It is
possible that during the welding process
the addition of heat by the rose bud torch
may be eliminated if enough heat from the
welding is pushed ahead of the weld.
10. After all the final welding is complete, DO
NOT remove the bucket from the welding
environment until the weld metal
temperature has dropped to the room or
air temperature. NEVER force cool
(quench) the cooling rate of the welded
metal.
Quenching, potentially, can act like an
uncontrolled heat treatment and leave
stress locked up inside the material, thus
allowing the possibility of cracking and
breaking.
Depending on the conditions, it may be
necessary to use a non-flammable
welding blanket which would be placed
over the weld area slowing the cooling
process.
 SECTION 11- ACCESSORIES

4:1 LOADER BUCKET

BUCKET EDGE COUNTERSUNK
BOLT
The replaceable teeth of the 4 into
multi-purpose bucket are now retained with
countersunk allen head set screws. These
screws are less vulnerable to damage
sustained by contact with road or site surfaces
and enable the teeth to be quickly and easily
replaced.

To install countersunk screws on models

previously fitted with hexagonal headed bolts,
it is necessary to either countersink the
existing clam bottom cutting lip holes to the
dimensions shown in Figure 11-73, or install
the new cutting lip detailed in the Parts
affected table.

FIGURE 11·73

Bucket Tooth Installation

(Dimensions in millimeters)
1 Replaceable tooth
2 Countersunk screw
3 Clam cutting lip
4 Retaining nut

11-57
 SECTiON 11 - ACCESSORIES

MULTI-PURPOSE BUCKET FORKS

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REAR Vtt£/V OF 8LAPE A5S€M8tY

FIGURE 11-74

Dealers have requested the ability to field-in- - Using the dimensions shown in Figure
stall pallet forks on 9800267 multipurpose 11-7 4, position the shaft pivot brackets on
buckets. Two weld-on components are re- the top of the blade assembly. Ensure that
quired: 1) the outside brackets, the shaft holes are aligned by inserting the
E7NN-B153-AA, to hold the shaft which the shaft through the two pivot brackets and
forks pivot on; and 2) the latch brackets, the existing center bracket. Using
E7NN-B155-AA, which hold the forks when conventional welding techniques, weld
not in use. the brackets into position and remove the
shaft.
The following is a list of all parts required to in-
stall the pallet forks. - Again, using Figure 11-74fordimensions,
position and weld the fork latch brackets,
PART NUMBER QTV. DESCRIPTION used to secure the forks when not in use,.
to the bucket assembly.
E7NN-B153-AA 2 Bracket shaft pivot
(weldment) - Assemble the shaft and fork hanger
E7NN-B155-AA 2 Latch (weldment) brackets as shown, and using the bolt and
E7NN-B150-AC 2 Fork nut, secure the shaft to the existing center
E7NN-B146-AB 1 Shaft bracket.
E600321-S36B 1 Bolt, M1 0-60
N620014-S36 7 Nut, M1 0 - Install the forks to the hanger brackets and
E7NN-B151-AA 6 Pin secure using the pins, nuts, and bolts
E600313-S72 6 Bolt, M 10-40 detailed.
E7NN-B147-AA 2 Fork hanger bracket
- Repaint welded areas as necessary.
Installation Procedure
- To protect the tractor's electrical system,
disconnect the battery and alternator
cables.

11-58
 SECTION 11 - ACCESSORIES

3-LEVER BACKHOE CONTROLS - FOOT SWING

CONVERSION KIT FP 550
GENERAL INFORMATION KIT CONTENTS
The conversion kit contains the necessary Ball (Control Lever)
parts to convert the Ford Backhoe "C" Series Arm Assembly
two-lever control system to a three-lever - foot Pivot Shaft
swing control system. Some parts used on the Cover Plate (Top)
two-lever system are utilized with the new Pivot Assembly (Control Lever)
parts furnished in the conversion kit. Link Assembly
Link Assembly
The three lever kit can be installed on ROPS or Link Assembly
cab-equipped units. The conversion is Levers (Control)
accomplished through new linkage and pivot Bell Crank Assembly
points. Control valve modification is not Foot Pedal Assembly
required. Shaft (Foot Swing)
Cross Shaft (Foot Swing)
IMPORTANT: When the unit is equipped with Bearing Support (Foot Swing)
an extendable dipperstick, the foot-operated Decal
control method must be converted over to a Decal
hand-control- method. Hand-control kit No. Screw
FP466 is available to accomplish this Screw
conversion. Components of kit No. FP466 Screw
should be installed in conjunction with the Nut
three-lever kit parts, as noted in the installation Nut
steps 2, 6, 7, 12, and 17. Nut
Retaining Ring "C" Clip Type
Tractor-Backhoe preparation: Park the unit, Retaining Ring "C" Clip Type
lower the stabilizers, and lower the backhoe
Roll Pin
with the bucket resting on the floor. Reference
Roll Pin
to right or left is from the backhoe operating
Washer
position.

11-59
 SECTiON 11 -ACCESSORIES

(@ IJ 0 (J

FIGURE 11·76

FIGURE 11-75 Control Tower

Two Lever Control Tower Linkage and pivot rods removed

1 Handle and lever STEP 2- FIGURE 11-76

2 Top plate
3 Top cover
4 Rear cover
- Remove all the linkage and pivot rods
from the control tower.
STEP 1 -FIGURE 11-75 - NOTE: If the unit is equipped with an c

- Remove both handles and levers. extendable dipperstick, remove the

foot pedal, mounting bracket, and all
- Remove the top plate. linkage to the control valve.
- Remove the top cover. - IMPORTANT: On units equipped with the
- Remove the rear cover. hand-controlled boom transport lock,
remove the hand control/ever, pivot shaft,
and pivot arm. The pivot arm requires
modification. See step 18 for detailed
information.

11-60
 SECTION 11 - ACCESSORIES

(@
I)

fl
fl

FIGURE 11-77

Control Tower Removed

1 Tower
2 Bearing support bracket (used as template)

STEP 3- FIGURE 11-77

- Remove the bolts that secure the control
tower frame to the deck and remove the
control tower.
- Temporarily, using the bolts and nuts
supplied in the kit, install the bearing
support brackets (2), Figure 11-77, on the
outside of the control tower as shown.
- Use the bearing support bracket as a
template and mark the tower so the foot
swing pivot shaft hole can be drilled.
- Mark and drill each side of the tower. Drill
the holes 1/16" (total 1-1 /16") larger than
the circle marks indicate.
NOTE: Remove the bearing support
brackets before drilling the holes.
FIGURE 11·78
Bearing Support Brackets Installed
1 Tower frame mounted on deck
2 Bearing support brackets installed
STEP 4- FIGURE 11-78
- After the two holes have been drilled!
install the bearing support brackets (2);
Figure 11-78, on the inside of the control
tower frame, as shown.
Check to make sure the drilled holes clear
the bearing support holes.
- Torque the bolts and nuts to 33-44 ft. lbs.
(44-60 N·m).
- Install the tower frame back on the deck.
- Install the hand-controlled transport lock
linkage. See step 18 for detailed
information.

11-61
 SECTION 11 - ACCESSORIES

FIGURE 11-79
FIGURE 11-80
New Stabilizer Lever Pivot Shaft Installation
Hand Control Valve Linkage
1 Stabilizer lever assembly RH (Extendible Dipperstick)
2 Pivot shaft (kit)
3 Crowd pivot arm (kit) 1 Mounting bracket (deck)
4 Swing bell crank (kit) 2 Link assembly
5 Stabilizer lever assembly LH 3 Pivot bracket assembly (kit)
6 Roll pins (kits) 4 Spacer (kit)
7 Retaining "C" clip rings (kit) 5 Pivot pin (kit)
6 Link pins(kit)
7 Links
STEP 5- FIGURE 11-79 8 Washer (kit)
- Install the new stabilizer lever pivot shaft
(2) through the tower opening and the
R.H. stabilizer lever assembly. - Install a retaining "C" ring (7) on the shaft
L.H. groove. Slide the bell crank (4) up to
- Install one of the new lift pivot arms on the the "C" ring and install the second "C" ring
shaft with the arm (3) to the center of the on the R.H. side.
tower as shown.
STEP 6- FIGURE 11-80
- Install the swing bell crank assembly (4) - Follow steps 6 and 7 if the backhoe is
on the shaft. Make sure the double arm is equipped with an extendable dipperstick.
to the left side as shown.
- Install the new control valve pivot bracket
- Install the second lift pivot arm on the shaft (3) on the deck mounting bracket (1) as
with the arm towards the center of the shown.
tower.
- Install the pivot pin (5), spacer (4), washer
- Install the L.H. stabilizer lever (5) on the (8), and two cotter pins.
shaft.
- l~stall the control valve plunger links (7'
- Install a roller pin (6) through each one of pms (6) and two cotter pins.
the lift pivot arms (3) and shaft.

11-62
 SECTION 11 - ACCESSORIES

FIGURE 11-81 FIGURE 11-82

Vavle and Control Linkage Installed Foot Pedal Pivot Shafts Installed
1 Controllink 1 Pivot shafts
2 Pivot bracket assembly 2 Pivot pin
3 Cross bracket 3 Retaining "C" clip rings

STEP 7 - FIGURE 11-81 STEP 8- FIGURE 11-82

- Install the long control link (1) to the
control valve pivotbracket (2) as shown.
- IMPORTANT: Position the long control
link (1) in front of the tower top cross
bracket (3) as shown.
- Install a foot pedal pivot shaft (1) through
each one of the bearing support brackets.
- Install the long pivot pin (2) through the
pedal pivot shafts. Push the pin in until it is
centered in the pivot shafts.
- Install "C" clip rings (3) on the foot pedal
pivot shafts, one on the outside and one
on the inside of the bearing support
brackets as shown.

11-63
 SECliON 11 -ACCESSORIES

FIGURE 11-83 FIGURE 11·84

Foot Pedal Links Installed Control Linkage Installation

1 Foot pedal links 1 Stabilizer control links
2 Swing bell crank 2 Lift control link
3 Swing control link

STEP 9- FIGURE 11-83 STEP 10- FIGURE 11-84

- Install the new foot swing links (1) from the
pedal pivot shafts to the swing bell crank
(2}, using the screws and nuts furnished in
the kit. Do not tighten the nuts at this time.
- Install the left side link to the forward bell
crank arm and the right side link to the
single rear arm as shown.
- Install the previously-removed stabilizer'
control links (1) from the control lever
pivots to the valve spool.
- Install a new link (2) from the left lift pivot
bracket arm to the valve spool.
- Install a new link (3) from the swing bell
crank to the valve spool.
- Do not tighten screws and nuts at this
time.

11-64
 SECTION 11 - ACCESSORIES
STEP 11- FIGURE 11-85

- Install the two previously-removed and

one new control lever pivots (1) on the
original pivot shaft.
- IMPORTANT: If the unit is equipped with
an extendable dipperstick and requires
the hand-operated control installed, see
Step 12, before proceeding further.
- Install the four "C" clip rings (2) on the
shaft grooves as shown.
- Install the new short lift link (3) from the
lever pivot to the pivot arm. Secure all the
links installed with screws and nuts from
the kit or previously removed, but do not
tighten.
- Install the crowd (4) and bucket (5) links
previously removed.
- Install the three control levers and
locknuts (6) on the lever pivots. Do not
tighten the nuts.
- Torque all the linkage screws and nuts to
12-15 ft. lbs. (16-20 N·m).

FIGURE 11-85

Three Lever Control Pivots and Linkage Installation

1 Control lever pivots
2 Retaining "C" clip rings
3 Lift control link
4 Crowd control link
5 Bucket control link
6 Controllevers

11-65
 SECTION 11 -ACCESSORIES
STEP 12- FIGURE 11-86

When the unit is equipped with an extendable

dipperstick, a fourth hand control lever is
required.

- Install the lever pivot (1) on the pivot shaft

with the other three pivots. Note that the
extendable pivot link attaching point is
positioned forward and the other three are
facing rearward.
- Install the left inside "C" clip ring so it holds
the four lever pivots in the center of the
pivot shaft as shown.
- Attach the extendable valve control link
(2) to the lever pivot, using the screw and
nut furnished. Torque the nut to 12-15 ft.
lbs. (16-20 N·m).
- Install the fourth control lever and locknut
(3) on the lever pivot. Do not tighten the
nut.

FIGURE 11·86

Extendible Dipperstick Control Lever Pivot Installation

1 Control lever pivot
2 Extendible control link
3 Extendible control lever

11-66
 SECTION 11 - ACCESSORIES

FIGURE 11-87
Swing Foot Pedal Installation
1 Spacer washer
2 Foot pedal
3 Roll pin
4 Stop bolt
5 Locknut
6 Floor matt removed

STEP 13- FIGURE 11-87

FIGURE 11-88
- Install the foot swing pedals by first placing
a large spacer washer (1) on the swing Control Lever Linkage to Control Valve Positions
pivot shaft.
Install a foot pedal (2) on the shaft. Line up
Repeat the above procedure on the other
the holes on the pedal block and shaft and
pedal. Once the stop bolts are set and
insert a roll pin (3). Repeat this procedure
locknuts installed, check the pedal- valve
on the other side.
spool travel to make sure the adjustments
- Install a pedal stop bolt (4) in the bracket are correct.
under each pedal, as shown.
STEP 14- FIGURE 11-88
- Cut a 4" square out of the floor mat under
each foot control pedal for clearance. - Check all linkage connections.
Make sure the pedal stop bolt heads rest - Check all control lever movement.
on the metal deck, Figure 11-87.
- Check all linkage action for correct valve
- To adjust the stop bolts, push one pedal section connections.
down until the valve plunger has traveled
its full stroke. Adjust the stop bolt so the - Check that all movement is free, no
head reaches the deck at the same time rubbing or binding.
the valve plunger is full stroke. Install the
locknut (5) and torque the locknut to 16-20
ft. lbs. (22-30 N·m).

11-67
 SECTION 11 - ACCESSORIES

FIGURE 11·89

Control Tower Back Cover

Cover corners notched out

STEP 15- FIGURE 11-89 FIGURE 11·90

- Hold the control tower back cover in place Control Tower Top Cover
and mark the two lever corners (1) where
1 Top cover
they make contact with the bolt heads that 2 Rear cover
secure the foot swing bearing brackets.
- Notch out the two lower corners and install STEP 16- FIGURE 11-90
the back cover.
- Install the control tower top cover (1) after
the rear cover (2) is installed.

11-68
 SECTION 11 - ACCESSORIES

FIGURE 11-92

Boom Transport Lock Control Linkage

1 New control link hole
2 Control pivot arm
3 Controllink
4 Hand lock/release
5 Pivot shaft

STEP 18- FIGURE 11-92

- Units equipped with the hand-controlled

FIGURE 11-91 boom transport lock require relocation of
the link pivot hole (1), Figure 11-92. When
Control Lever and Handle Installation the lock/release control linkage is
1 Top plate 3-openings removed, as outlined in step 2, drill a new
2 Top plate 4-openings pivot hole in the control arm (2), Figure
3 Controllevers 11-92, 5/8" from the center below the
4 Locknuts existing hole.
5 Control handles
- Install the link in the new pivot hole when
STEP 17- FIGURE 11-91 the control tower is installed back on the
deck, as outlined in step 4, and before any
- Install the top cover plate (three [1] or four kit conversion parts are installed.
[2] opening top plate) on the top cover, as
shown.
- Position the control levers (3) slightly to
~he rear and flared to the center, as
Illustrated.
- Tighten the lever lock nuts (4), and torque
the nuts to 58-64ft. lbs. (80-88 N·m).
- Install the control lever handles (5).

11-69
 SECTION 11 - ACCESSORIES

4-LEVER BACKHOE CONTROLS CONVERSION KIT

FP413
GENERAL INFORMATION KIT CONTENTS
The conversion kit contains the necessary Decal
parts to convert the Ford Backhoe "C" Series Pivot Arms (Crowd lever)
two-lever control system to a four-lever control Shaft (Stabilizer lever pivot)
system. Some parts used on the two-lever Pivots (Control levers)
system are utilized with the new parts Link Assemblies (Long)
furnished in the conversion kit. Link Assemblies (Short)
Handle R.H.
The four-lever kit can be installed on ROPS or Top Panel
cab-equipped units. The conversion is Levers (Control)
accomplished through new linkage and pivot Bell Crank Assembly (Swing pivot)
points, control valve modification is not Handle L.H.
required. Screws
Nuts
Tractor-backhoe preparation: Park the unit, Locknut (Lever to handle)
lower the stabilizers, and lower the backhoe Locknut (Lever to pivot)
with the bucket resting on the floor. Reference Roll Pins
to right or left is from the backhoe operating Retaining "C" Rings
position.

11-70
 SECTION 11 - ACCESSORIES

0
(@ () 0 (}

FIGURE 11·94

FIGURE 11·93 Control Tower

Two Lever Control Tower Linkage and pivot rods removed

1 Handle and lever

2 Top plate
3 Top cover
4 Rearcover

STEP 1- FIGURE 11-93 STEP 2- FIGURE 11-94

- Remove both handles and levers. Remove all the linkage and pivot rods
from the control tower.
- Remove the top plate.
- Remove the top cover.
- Remove the rear cover.

11-71
 SECTION 11 - ACCESSORIES
FIGURE 11·95
Stabilizer Lever Pivot New Shaft Installation
1 Stabilizer lever RH
2 Pivot shaft (kit)
3 Crowd pivot arms (kit)
4 Swing bell crank assembly (kit)
5 Stabilizer lever assembly LH
6 Roll pins (kit)
7 Retaining "C" rings (kit)
STEP 3- FIGURE 11-95
- Install the new stabilizer lever pivot shaft
(2) through the tower opening and the
R.H. stabilizer lever assembly.
STEP 4- FIGURE 11-96
- Install one of the new crowd pivot arms on
the shaft with the arm (3) to the center of
the tower.
- Install the swing bell crank assembly (4)
on the shaft.
- Install the second crowd pivot arm on the
shaft with the arm towards the center of
the tower.
- Install the L.H. stabilizer lever (5) on the
shaft.
11-72
FIGURE 11·96
Stabilizer Control Linkage Installed
1 Stabilizer control link assembly RH
2 Stabilizer control link assembly LH
3 Crowd pivot arm link assembly (kit)
4 Swing bell crank link assembly (kit)
- Install a roll pin (6) through each one of the
crowd pivot arms (3) and shaft.
- Install a retaining "C" ring (7) on the shaft
R.H. groove. Slide the bell crank (4) up to
the "C" ring and install the second "C" ring.
- Install the right (1) and left (2) stabilizer
control links previously removed. Secure
with the screws and nuts removed.
- Install the crown pivot arm link (3). Secure
with a screw and nut furnished in the kit.
- Install the swing bell crank link (4). Secure
with a screw and nut furnished in the kit.
- Torque all nuts to 12-15 ft. lbs. (16-20
N·m).
 SECTION 11 - ACCESSORIES
STEP 5- FIGURE 11-97
- Install the four control lever pivots (3) and
(4) on the previously removed shaft (5).
- Install the four retaining "C" rings (2) on
the shaft grooves.
- Install the swing link (6) from the lever
pivot to the bell crank. Secure with screw
and nut furnished in the kit.
- Install the crowd link (7) from the lever
pivot to the pivot arm. Secure with screw
and nut furnished in the kit.
- Install the lift (8) and bucket (9) links
previously removed. Secure with screw
and nut removed.
- Torque the linkage screws and nuts to
12-15 ft. lbs. (16-20 N·m).
- Install the four control levers (1) on the
lever pivots (3) and (4). DO NOT tighten
the locknuts.

FIGURE 11-97

Four Lever Control Linkage Installation

1 Controllevers
2 Retaining "C" rings
3 .Control lever pivots (removed)
4 Control lever pivot (kit)
5 Control lever pivot shaft
6 Swing control link assembly (kit)
7 Crowd control link assembly (kit)
8 Lift control link assembly (removed)
9 Bucket control link assembly (removed)

11-73
 SECTION 11 - ACCESSORIES

FIGURE 11-98 FIGURE 11-99

Control Lever Linkage to Control Valve Positions
STEP 6 - FIGURE 11-98
- Check all linkage connections.
- Check all control lever movement.
- Check all linkage action for correct valve
section connection.
- Check that all movement is free, no
rubbing or binding.
STEP 7 - FIGURE 11-99
- Install the rear cover (5).
- Install the top cover (4).
Control Lever and Handle Installation
1 Top plate (kit)
2 Control lever locknuts
3 Control handles RH and LH (kit)
4 Top cover
5 Rearcover
- Install the top plate (1 ).
- Position the control levers slightly to the
rear and flared out from the center, as
illustrated.
- Tighten the lever locknuts (2). Torque the
nuts to 58-64 ft. lbs. (80-88 N·m).
- Install the right and left-hand handles (3)
on the control levers. Tighten the
locknuts. Torque the nuts to 33-59 ft. lbs.
(44-88 N·m).

11-74
 SECTION 11 - ACCESSORIES

HAND LEVER CONTROLS EXTENDIBLE

DIPPERSTICK CONVERSION KIT FP466
GENERAL INFORMATION KIT CONTENTS
The conversion kit contains the necessary Ball (Control handle)
parts to convert the foot-controlled extendible Pivot Pin
dipperstick on the Ford "C" Series backhoe to · Link (Short)
a hand-control method. Pivot Assembly (Control lever)
Spacer
This kit must be used with the 3-lever foot Link (Long)
swing conversion kit if the backhoe is Top Cover Plate
equipped with an extendible dipperstick. Control Lever
Bell Crank Assembly
IMPORTANT: Components of this kit are Screw
installed in conjunction with the 3-lever kit Nut
parts, as detailed in the 3-lever foot swing Locknut (Control lever)
installation instructions. Washer (Spacer)
Cotter Pin
Cotter Pin
Pin

11-75
 SECTION 11 - ACCESSORIES

(@ 0
f) 0 (})

FIGURE11·101

FIGURE 11-100
Control Tower
Two Lever Control Tower Linkage and pivot rods removed
1 Handle and lever
2 Top plate
3 Top cover
4 Rear cover

STEP 2 - FIGURE 11-101

STEP 1- FIGURE 11-1000
- Remove both handles and levers.
- Remove the top plate.
- Remove the top cover.
- Remove the rear cover.
- Remove all the linkage and pivot rods
from the control tower.
- On units equipped with the boom
transport lock, remove the hand control
lever from the tower.
- Remove the foot pedal, mounting bracket,
and all linkage to the control valve.

11-76
 SECTION 11 - ACCESSORIES

0
0 (}
0

FIGURE 11-102 FIGURE 11-103

Hand Control Valve Linkage Valve and Control Linkage Installed

(Extendible Dipperstick)
1 Controllink
1 Mounting bracket (deck) 2 Pivot bracket assembly
2 Link assembly (kit) 3 Cross bracket
3 Pivot bracket assembly (kit)
4 Spacer (kit)
5 Pivot pin (kit)
6 Link pins (kit)
7 Links (kit)
8 Washer (kit)

STEP 3- FIGURE 11-102 STEP 4- FIGURE 11-103

- Install the new control valve pivot bracket
(3) on the deckmounting bracket (1) as
shown.
- Install the pivot pin (5), spacer (4), washer
(8), and two cotter pins.
- Install the control valve plunger links (7),
pins (6), and two cotter pins.
- Install the long control link (1) to the
control valve pivot bracket (2) as shown.
- IMPORTANT: Position the long control
link (1) in front of the tower top cross
bracket (3) as shown.

11-77
 SECTION 11 -ACCESSORIES
STEP 5- FIGURE 11-104

- Install the lever pivot (1) on the pivot shaft

with the other three pivots. Note that the
extendable pivot link attaching point is
positioned forward and the other three are
facing rearward.
Install the left inside "C" clip ring so it hvnJs
the 4-lever pivots in the center of the pivot
shaft as shown.
- Attach the extendable valve control link
(-2) to the lever pivot, using the screw and
nut furnished. Torque the nut to 12-151bs.
(16-20 N·m).
- Install the fourth control lever and locknut
(3) on the lever pivot. Do not tighten the
nut.

FIGURE 11-104

Extendible Dipperstick Control Lever Pivot Installation

1 Control lever pivot
2 Extendible control link
3 Extendible control lever

11-78
 SECTION 11 - ACCESSORIES

FIGURE 11·106

Control Lever and Handle Installation

1 Top plate
2 Controllevers
3 Locknuts
FIGURE 11·105
4 Control handles

Control Tower Top Cover

STEP 7- FIGURE 11-106
1 Top cover
2 Rear cover - Install the top cover plate (1) on the top
cover as shown.
STEP 6- FIGURE 11-105 - Position the control levers (2) slightly to
the rear and flared to the center as
- Install the control lever top cover ( 1) after illustrated.
the rear cover (2) is installed.
- Tighten the lever locknuts (3) and torque
the nuts to 58-64ft. lbs. (80-88 N·m).
- Install the control lever handles (4) on the
levers.

11-79
 SECTION 11 - ACCESSORIES

REVERSIBLE STABILIZER PADS

Reversible stabilizer pads are available as a
factory or dealer installed accessory.

Reversible pads convert instantly from a

standard pad to a street pad, with just a turn of
the pad. It can be returned back to a standard
pad just as quickly.

ATTENTION: Units with reversible stabilizer

pads should have the stabilizers partially
lowered before the side windows are swung
open or closed. If the stabilizers are not
lowered, the windows will strike the pads.
which could cause damage to the windows.

FIGURE 11·107

11-80
 SECTION 11 -ACCESSORIES

REAR WINDOW DEFROSTER

A cab rear window defroster can be installed to
enhance the defrosting at the rear of the cab. I

Instructions for installing the rear window

defroster are as follows:

1. Drill a0.50" (13.0 mm) diameter hole in the

cab upright, as shown in Figure 11-1 08.
2. Route the wire from the cab roof through
the hole in the existing hardware.
3. Attach the mounting bracket, as shown in
Figure 11-108, using existing hardware. ---ao
---ao
4. Mount the defroster fan to the bracket.
5. Attach the electrical leads to the fan
motor. · 1

PARTS REQUIRED
FIGURE 11·108
Description Part # Qty.
Rear Window Defroster
Rear window
defroster fan E7N N-18630-AA 1 1 Rear window defroster fan
2 Mounting bracket
3 Grommet
Screw, M4 x 13 E61 0206-5368 4 4 0.50" hole location

Grommet 374308-S

Bracket E8NN-18N392-AA 1

11-81
SECTION 11 - ACCESSORIES

11-82
 PCW HOLLAI\D

40045531 393 Printed in U.S.A.