Carrier

Original instructions
en-US 17 2021-06-11
Drill carrier C400, C900
GUID-F0D1D652-8C51-40E7-A5A0-C5BD79455334
WARNING
IGNORING INSTRUCTIONS HAZARD!
To avoid death or injury you MUST read, understand and follow
operator's and maintenance manuals before installing, inspecting,
operating, servicing, testing, cleaning, transporting, storing,
dismantling or disposing of the product or a part or accessory of the
product. Keep this publication for future reference.
Copyright © Sandvik
ID:GUID-F0D1D652-8C51-40E7-A5A0-C5BD79455334 en-US 17 2021-06-11
This page is intentionally left blank
Table of Contents
1 Introduction.......................................................................9
1.1 The purpose of these instructions............................................................ 9
1.1.1 Validity of the manuals...................................................................... 9
2 Safety and Environmental Instructions........................ 11

2.1 Safety precautions.................................................................................... 11
2.2 Servicing safety precautions................................................................... 11
2.3 Hydraulic system safety precautions......................................................12
2.4 Lubrication safety and other precautions.............................................. 14
3 Main Components.......................................................... 15
3.1 C400, C900 main components................................................................. 15
3.1.1 Diesel engine...................................................................................15
3.1.2 Drive train........................................................................................ 20
3.1.3 Hydraulic oil receiver....................................................................... 20
3.1.4 Fuel tank..........................................................................................21
3.1.5 Rear axle......................................................................................... 21
3.1.6 Front axle........................................................................................ 22
3.1.7 Aftertreatment system (with Tier4).................................................. 22
4 Hydrostatic transmission, steering and braking system

..........................................................................................25
4.1 General.......................................................................................................25
4.2 Hydrostatic transmission......................................................................... 26
4.2.1 Components (hydrostatic transmission).......................................... 27
4.3 Steering system........................................................................................ 29
4.3.1 Components (steering system)....................................................... 30
4.4 Braking system......................................................................................... 33
4.4.1 Components (braking system)........................................................ 34
4.5 Location of carrier components.............................................................. 36
4.5.1 Hydrostatic transmission (HST) pump (1)....................................... 37
4.5.2 HST charge pressure filter (3)......................................................... 38
4.5.3 Hydrostatic transmission (HST) motor (4)....................................... 38
4.5.4 Hydraulic oil receiver (8)..................................................................39
4.5.5 Steering and brake control manifold (10)........................................ 40
4.5.6 Dual circuit brake pedal (15)........................................................... 41
4.5.7 Brake circuit divider block (19,20)................................................... 41
4.5.8 Accumulator charging valve (21).....................................................42
4.5.9 Parking brake manifold (24)............................................................ 43
4.6 Operation................................................................................................... 43
4.6.1 Operation of the closed hydraulic system....................................... 43
4.6.2 Operation of hydrostatic transmission............................................. 45
4.6.3 Operation of steering circuit............................................................ 58
4.6.4 Operation of brake circuit................................................................ 76
4.6.5 Operation of retarder circuit.............................................................83
4.7 Adjustments in steering and brake circuits........................................... 87
4.7.1 Measuring equipment and tools...................................................... 87
4.7.2 Measuring points............................................................................. 87
4.7.3 Before adjustments......................................................................... 88
4.7.4 Adjusting steering circuit main pressure relief valve (10.9)............. 89
4.7.5 Adjusting steering circuit pilot pressure reducing valve (10.11)...... 90
4.7.6 Adjusting steering circuit retarder pressure relief valve (10.14)...... 91
4.7.7 Adjusting brake circuit main pressure relief valve (10.8).................92
4.7.8 Adjusting brake circuit retarder pressure relief valve (10.15).......... 94
4.8 Parking brake test..................................................................................... 95
4.9 Service brake test..................................................................................... 96
5 Operator's Maintenance Procedures............................ 97

5.1 Carrier C400/C900..................................................................................... 97
5.1.1 Checking the tire condition, tire pressure (air filled tires), and nut
tightness.......................................................................................... 97
5.2 Diesel engine Cummins..........................................................................101
5.2.1 General inspection of the engine.................................................. 101
5.2.2 Cleaning the air filter pre-cleaner.................................................. 102
5.2.3 Checking the fuel level.................................................................. 102
5.2.4 Checking the DEF/AdBlue level.................................................... 102
5.2.5 Checking the engine oil level.........................................................103
5.2.6 Draining water from the fuel filter.................................................. 103
5.2.7 Checking the coolant level............................................................ 104
6 Periodic Maintenance Procedures..............................105

6.1 Carrier C400/C900................................................................................... 105
6.1.1 Machine greasing points............................................................... 105
6.1.2 Checking the planetary gear oil level............................................ 105
6.1.3 Checking the differential gear oil level...........................................106
6.1.4 Checking the tightness of boom support bolts.............................. 107
6.1.5 Checking the gas pre-charge pressure of the brake accumulators
...................................................................................................... 109
6.1.6 Releasing the oil pressure from the brake accumulators.............. 110
6.1.7 Filling the gas pre-charge pressure for the brake accumulators....111
6.1.8 Bleeding the brakes.......................................................................113
6.1.9 Changing the differential gear oil...................................................117
6.1.10 Spicer axle types 113, 114, 123, 213.............................................118
6.1.11 Checking the middle-joint bearings............................................... 119
6.1.12 Checking the oscillation axle bearings.......................................... 119
6.1.13 Changing the transmission oil....................................................... 119
6.1.14 Changing the planetary gear oil.................................................... 120
6.1.15 Servicing the Ansul fire suppression system (optional).................120
6.1.16 Checking the brake and steering pressures..................................121
6.2 Diesel engine Cummins..........................................................................124
6.2.1 Checking the hoses and clamps................................................... 124
6.2.2 Cleaning the engine coolers (radiator, charge-air, transmission).. 124
6.2.3 Checking the air filter maintenance indicator................................ 125
6.2.4 Checking air intake piping............................................................. 126
6.2.5 Replacing HST charge pressure filter........................................... 127
6.2.6 Replacing the engine oil and oil filter............................................ 133
6.2.7 Replacing the fuel filters................................................................ 137
6.2.8 Checking the tightness and condition of the poly-V-belt............... 138
6.2.9 Checking the engine for leaks and general condition................... 139
6.2.10 Checking the piping and hoses..................................................... 139
6.2.11 Checking engine cooling system...................................................139
6.2.12 Checking the general condition of cooling and heating system.... 140
6.2.13 Replacing the coolant....................................................................141
6.2.14 Adjusting the valve clearances......................................................144
6.2.15 Replacing the air filter cartridge (Tier3)......................................... 144
6.2.16 Replacing the air filter cartridge (Tier4)......................................... 145
6.2.17 Replacing the air filter cartridge (Stage V).................................... 147
6.2.18 Replacing the air filter safety cartridge (Tier3).............................. 148
6.2.19 Replacing the air filter safety cartridge (Tier4).............................. 149
6.2.20 Replacing the air filter safety cartridge (Stage V)..........................150
6.2.21 Replacing DEF supply module filter (Tier4)...................................151
6.2.22 Replacing the DEF supply module filter (Stage V)........................ 151
6.2.23 Replacing DEF tank filter (Tier4)................................................... 153
6.2.24 Replacing the DEF tank filter (Stage V)........................................ 154
6.2.25 Replacing crankcase breather filter (Tier4)................................... 157
7 Lubrication specifications and filling capacities.......159

7.1 Lubrication specifications......................................................................159
7.1.1 Diesel engine.................................................................................159
7.1.2 Axles and planetary reduction oils.................................................163
7.1.3 Power shifted transmission and torque converter......................... 163
7.1.4 Hydraulic system........................................................................... 163
7.1.5 Greasing........................................................................................163
7.2 Filling capacities..................................................................................... 164
7.3 Filling the DEF tank.................................................................................172
7.3.1 Handling DEF/AdBlue solution...................................................... 173
7.4 Biodegradable hydraulic oils - change instructions............................175
7.4.1 General..........................................................................................175
7.4.2 General attention in oil maintenance.............................................175
7.4.3 Change instructions.......................................................................175
7.4.4 Stickers on the oil receiver............................................................ 176
7.4.5 Storage..........................................................................................176
8 Troubleshooting........................................................... 177
8.1 Carrier troubleshooting.......................................................................... 177
1 INTRODUCTION
1.1 The purpose of these instructions
This manual contains supplementary information for operation,
maintenance and repair of a component.
These instructions must be followed along with other manuals of the rig,
any instructions given in local laws and regulations, any orders given by
local authorities, and all protective measures specific for the site.
Before operating, or performing maintenance or repair procedures for the
component or system described in this manual, read and understand the
information in operator´s and maintenance manuals supplied with the
machine. Pay special attention to the safety information in chapter Safety
and environmental instructions of those manuals.
1.1.1 Validity of the manuals
This manual, and especially the safety information, is valid only if no
unauthorized changes to the product are made.
Continuing improvement and advancement of product design might have
caused changes to your product which are not included in this publication.
Note also that if a third party has made changes to the product after
delivery from the manufacturer, this publication does not include information
on these changes or their influences on the product.
Whenever a question arises regarding your product, or this manual, please
consult your local Sandvik representative for the latest available
information.
Copyright © Sandvik 9 (180)

10 (180) Copyright © Sandvik

2 SAFETY AND ENVIRONMENTAL INSTRUCTIONS

2.1 Safety precautions
WARNING
SPECIAL SKILLS REQUIRED!
Incorrect operating, service, and adjustment procedures could cause
death or severe injuries.
Operating, service, and adjustment procedures must be carried out
only by personnel with specialized operation and service training.
Read and ensure that you understand the operating, maintenance,
and safety instructions before using or servicing the drill rig. Use
appropriate personal protective equipment, depending on the task.
WARNING! HIGH PRESSURE INJECTION HAZARD!

Compressed oil or air jets can cause severe injury.
Allow the pressure to be released from the hydraulic and pneumatic
circuits before opening any plugs or connectors.
WARNING! PERSONAL INJURY HAZARD!

Hazardous moving parts and dangerous rig movements (boom, feed,
rock drill, hatches, and gratings) could result in death or severe
injury.
Make sure there are no unauthorized persons inside the hazard zone
during drilling, tramming, setting up or servicing the rig.
Note! Take all safety factors into consideration and perform your work with
care. Follow all the safety regulations of the drilling site.
2.2 Servicing safety precautions
WARNING
CRUSHING AND ENTANGLEMENT HAZARD!
Unexpected machine movements could cause death or severe injury.
Shut down the engine and power pack(s) unless they are required to
be running for adjustment purposes.
Keep your head, hands, feet and loose clothing away from power-
driven parts.
Do not grab the steering wheel/stick or other controls when
mounting the vehicle.

WARNING
FIRE HAZARD!
Ignition sources like smoking, open flames, welding work and sparks
together with combustible materials, can cause fire and if not
avoided, could lead to death or severe injury.
Remove any accumulated oil, grease, and dirt from the machine
before starting any maintenance or service work.
• Inspect equipment daily for signs of failure or beginning of failure.

• Perform all recommended checks.
• Report all defects.
• Use the proper tools for service.
• Never attempt to clean, lubricate or adjust the machine while it is in
motion.
• Always comply with your company’s regulations and practices for the
safe servicing of this vehicle.
• See the manuals provided with the machine for recommended service
and maintenance procedures.
2.3 Hydraulic system safety precautions
DANGER
CRUSHING HAZARD!
Unexpected machine movement will cause death or severe injury.
Before removing the cylinders or their overcenter or non-return
valves, support the boom, feed and rock drill/top drive carefully so
that they do not move during maintenance. Do not work under
components that are supported only by hydraulics.
WARNING
HIGH-PRESSURE FLUID HAZARD!
High-pressure fluid remaining in hydraulic lines can cause death or
severe injury.
Never carry out maintenance or repair work on a pressurized system.
Relieve pressure before opening fittings, plugs or hydraulic valve
cartridges. Use a bleeder screw to relieve the pressure behind the
valves or cartridges, or wait until the unit is depressurized, before
removing the components.

WARNING
HYDRAULIC FLUID INJECTION HAZARD!
High-pressure hydraulic fluid spray can penetrate skin and could
cause death or severe injury.
Search for leaks with a piece of cardboard or wood. Never try to
locate a leak by feeling with your hand. Seek immediate medical
attention if you are hit by a hydraulic fluid spray.
WARNING
BURN HAZARD!
The oil circulating in the hydraulic systems is hot and can cause
severe burns to the skin.
Let the oil cool down before starting any maintenance work.
PROPERTY DAMAGE RISK!

Absolute cleanness must be observed when hydraulic devices are
NOTICE dismantled and assembled. Use pressurized air to blow the parts
clean, and wipe them with a clean, non-flully cloth before
reassembling.
• Do not change the pressure setting of any hydraulic valves unless

authorized instruction has been obtained.
• Clean the area around the component to be repaired before starting the
work. If possible, change the complete component.
• Ensure that all the connections will be made according to the hydraulic
diagram.
• Check the movements of the rig before use.
• Hydraulic components and hoses should be stored with all connections
well plugged. Do not remove the plugs until the components are
mounted on the rig.
• Hydraulic pumps and motors are heavy. Make sure you have suitable
lifting equipment at hand before starting the work.

2.4 Lubrication safety and other precautions
WARNING
BURN HAZARD!
Hot fluids can cause severe burns.
Let the fluids cool down before starting any maintenance work.
Let the fluids cool down before draining them.
Use appropriate personal protective equipment.
• Avoid mixing lubricants. Please use recommended oils or oils with

corresponding characteristics!
• Ensure the vehicle is level before filling tanks and sumps.
• When the oil is being changed, the engine must be warm.
• Clean carefully all lubricating fittings, breathers and oil check windows.
• When the engine is drained, clearly mark it so that it is not operated
before it is refilled. In the event of prolonged shutdown with engine or
circuits drained, provide a device preventing accidental startup without
refill.
• Analyze drained lubricant if appropriate.
• Ensure regularity of lubrication.
• The intervals given are those for normal usage. In tougher working
conditions, shorter intervals must be used.
• Read the hour meter daily and make sure that the proper lubrication
intervals are followed.

3 MAIN COMPONENTS
3.1 C400, C900 main components
3
1
2
7
8
5
4
6
1 Diesel engine 2 Drive train

3 Hydraulic oil receiver 4 Fuel tank
5 Rear axle 6 Front axle
7 Front frame 8 Rear frame
3.1.1 Diesel engine
10 3 9 6
8
2
11
12
5 4
Cummins QSB4.5 Tier3
1 Fuel pre-filter 2 Air filter

3 Cooler 4 Oil drain hose
5 Cooler drain hose 6 Carrier double pump
7 Exhaust pipe 8 Expansion tank
9 Oil dipstick 10 Oil filling cap
11 Oil filter 12 Fuel filter

16
13
15
14
13 Hydrostatic transmission (HST) pump

14 Hydrostatic transmission (HST) motor
15 Gearbox
16 Hydrostatic transmission controller (AC)
8 18
3
17
10
19 15
1
16 13
2
9
12
6
20
14 11 4 5 7
Cummins QSB4.5 Tier4F

8 18
3
19 17
10
15
1
16
13
2
9
12
7 6
14 4 5 11 20
Cummins QSB6.7 Tier4F

13 Diesel exhaust fluid (DEF) 14 DEF tank
supply module
15 Crankcase breather 16 DEF heating valve
17 Catalyctic converter 18 Selective catalytic reduction
(SCR) module
19 Decomposition reactor tube 20 Engine control module
(DRT) (ECM)

24
21
23
22
21 Hydrostatic transmission (HST) pump

22 Hydrostatic transmission (HST) motor
23 Gearbox
24 Hydrostatic transmission controller (AC)
8 17 18
3 19
10
12 2
11
13
1 9 16 6 20
15
23 14
21
22
Cummins B4.5 Stage5

17
19 18 8
7
3
20
13
1
10 15
2
16 12 9 6 23
11
5 4 21 22 14
Cummins B6.7 Stage5

13 Diesel exhaust fluid (DEF) 14 DEF tank
supply module
15 DEF heating valve 16 Engine control module
(ECM)
17 Exhaust diffuser 18 Selective catalytic reduction
(SCR) module
19 Diesel particulate filter 20 Hydrostatic transmission
(DPF) pump
21 Hydrostatic transmission 22 Gearbox
motor
23 Hydrostatic transmission
controller (AC)

3.1.2 Drive train
1 Gearbox
2 Cardan shaft
3.1.3 Hydraulic oil receiver

6
3 4
2
5
1 Oil receiver 2 Return filter clogging indica-

tor
3 Breather 4 Return filter
5 Oil level sight glass 6 Oil level sensor
7 Drain valve 8 Oil temperature sensor

3.1.4 Fuel tank

1 1
1 Fuel level sensor

2 Drain plug
3.1.5 Rear axle

1
2 3
1 Planetary gear units

2 Brakes
3 Breather

3.1.6 Front axle

3
1
2
1 Planetary gear units

2 Brakes
3 Breather
3.1.7 Aftertreatment system (with Tier4)
6 3
4 1
8
2
Aftertreatment system QSB4.5

6 5
3
4
1
2 8
Aftertreatment system QSB6.7
NO COMPONENT FUNCTION
Diesel exhaust fluid
1 Supplies urea-water solution into the system.
(DEF) supply module
Consumption of DEF/AdBlueR is approximately 5% of diesel
2 DEF tank fuel use. Tank should be refilled every time the fuel tank is refil-
led.
3 Crankcase breather filter Filters the crankcase blow-by gases.
When urea-water solution temperature in the DEF tank lowers
4 DEF heating valve enough, the valve opens and the heating water circuit starts to
heat the fluid in the tank.
Diesel oxidation catalyst In the catalyst, carbon monoxide (CO) is oxidized to carbon di-
5
(DOC) oxide (CO2) and water.
Decomposition reactor
6 In the tube, urea-water solution is injected in the exhaust gas.
tube (DRT)
Selective catalytic reduc- In the module, urea is converted to ammonia which reacts with
7
tion (SCR) module oxides of nitrogen (NOx) to form nitrogen (N2) and water.
Engine control module Manages SCR aftertreatment system and initiates automatic
8
(ECM) exhaust system cleaning when needed.
DEF/AdBlueR = urea-water solution


4 HYDROSTATIC TRANSMISSION, STEERING AND

BRAKING SYSTEM
4.1 General
The following colors have been used in circuit diagrams to explain the oil
flow.
Red Pressure line
Dash pink Pilot line
Blue Tank/return line
Dash blue Drain line
Green Working line 1 (port A/extend/lift/up)
Brown Working line 2 (port B/retract/lower/down)
Dash green Pilot line 1
Dash brown Pilot line 2
Dash Yellow Load sensing line
The activated solenoid of the valve is colored red.

-B225P
4.2
M6 5.60 bar
3
26 (180)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
1
45°C 9
480 bar 480 bar +28 bar
4.5 4 5
,
-B226
1.7 4.7
1.10
Hydrostatic transmission
2 1.2 1.9 4.6 4.1

89/24 cm³ 1.1 160 cm³
165/34 cm³ 480 bar + 28 bar
4.3
16 bar
28 bar 6
4.4
1.3 1.5 4.8 PCOR
2 bar
,
1.4 1.8
1.6 4.2
480 bar

,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
4.2.1 Components (hydrostatic transmission)

1
(HST) pump
HST variable displace- Delivers the required amount of oil flow to the hydrostatic
1.1
ment pump transmission system.
Delivers charge oil to high-pressure system and pressure
1.2 Charge pump
controls of the pump (1.1).
1.3 Rotation speed sensor Measures rotation speed of the HST pump and diesel motor.
1.4 Servo cylinder Adjusts the angle ie. the flow of the pump (1.1).
Charge pressure relief Limits the maximum pressure of the charge pressure circuit
1.5
valve (28 bar).
Limits the maximum pressure in the high-pressure system by
1.6 Pressure limiter, B-side controlling the angle of the pump (1.1). Pressure value is dif-
ferential pressure measured between Ma and Mb.
Limits the maximum pressure in the high-pressure system by
1.7 Pressure limiter, A-side controlling the angle of the pump (1.1). Pressure value is dif-
ferential pressure measured between Ma and Mb.
Limits the increase in pressure caused by external factors in
High pressure relief valve, the high-pressure circuit (line B). Also operates as an intake
1.8
B-side valve in the high pressure circuit (line B). Pressure value is
differential pressure measured between Ma and Mb.
Limits the increase in pressure caused by external factors in
High pressure relief valve, the high-pressure circuit (line A/B). Also operates as an in-
1.9
A-side take valve in the high pressure circuit (line A/B). Pressure
value is differential pressure measured between Ma and Mb.
Measures the position of the servo cylinder (1.4) ie. the an-
1.10 Pump angle sensor
gle of the pump (1.1).
HST pump and motor proportional electric controller. Con-
1.11 AC controller
trols the behavior of the HST system.
Proportional solenoid
1.11.1 valve, A-side, tramming
forward (C2)
1.11.2 valve, B-side, tramming
backward (C1)
2 Diesel engine
3 HST charge pressure filter Filters the oil delivered by the charge pump (1.2).
4
(HST) motor
HST variable displace- Converts the hydraulic energy delivered from the HST pump
4.1
ment motor (1) to mechanical energy.

4.2 Motor displacement control with mechanical feedback (C1).
valve
Strikes HST motor towards maximum angle when HST sys-
4.3 Pressure compensator
tem pressure rises ie. performs anti-stall function.
Brake pressure defeat (BPD), tramming direction selection
4.4 On/off solenoid valve
(C5).
Loop flushing shuttle Selects flushing oil flow from low pressure side of the HST
4.5
valve system.
4.6 Loop flushing relief valve Adjusts the flushing flow to 20 l/min.
4.7 Rotation speed sensor Measures HST motor rotation and vehicle speed.
4.8 Servo cylinder Adjusts the angle ie. the displacement of the motor (4.1).
Tramming oil cooler (die-
Removes the heat from HST system when cooling the flush-
5 sel combicooler, middle
ing oil.
section)
Performs as a pressure relief valve (2 bar) in the flushing cir-
6 Check valve
cuit and HST pump and HST motor case drain.
7 Carrier double pump
Delivers oil to the steering circuit, boom and carrier func-
7.1 Steering pump
tions.
7.2 Brake pump Delivers oil to the brake circuit and air conditioning.
Oil receiver for steering and brake circuits, hydrostatic trans-
8 Hydraulic oil receiver
mission, drilling and carrier functions.
Directs HST flushing oil straight to hydraulic oil receiver (8)
HST flushing oil thermo-
9 and bypasses the tramming oil cooler (5) when flushing oil is
stat valve
cold (under 45 °C).

10.4 10.5 4.3
11 Without articulation locking
190 bar
10
10.6
LEFT 13 Option, only with
articulation locking
190 bar
10.7
Option, only with
10.1 Y187A
RIGHT TO SERVICE BRAKES

10.3 CHARGING VALVE,
PORT P
12 Y187B
14 10.22
10.2
Steering system
Without articulation locking
Only with SUB TO CARRIER/SUB

Option for DT922i SELECTION VALVE, PORT 2
Only with DT912D TO OA-COOLER FAN

10.11 10.8 200 bar
35 bar CONTROL BLOCK, PORT V1
3/4”
FROM POWER PACK

TRAMMING VALVE, PORT S Only with power pack tramming 10.9 220 bar
TO LEFT PERC/FEED PUMP

CHECK VALVE BLOCK,
PORT IN
10.19 10.10 10.21
Y343
10.12
Only with DT912D 3/4”
TO RIGHT PRESSURIZED
Y167
10.13 OIL COLLECTOR, PORT 1
10.20
3/4”(DT912D)
1/2”
10.23 FROM AIR CONDITIONING
200 bar CONTROL BLOCK
PORT T
3/4”
10.18
10.16 160 bar
Not with DT912D
Only with powerpack tramming

Without powerpack tramming
Y344
Only with optional
safety canopy
10.15 10.14 TO AIR CONDITIONING

FROM SERVICE BRAKES PRESSURE RELIEF VALVE,
CHARGING VALVE, PORT S PORT P2

7 10.17
7.1 7.2
8
8.1 8.2
29 (180)
4.3.1 Components (steering system)

7 Carrier double pump
7.1 Steering pump Delivers oil to the steering circuit, boom and carrier functions.
7.2 Brake pump Delivers oil to the brake circuit and air conditioning.
Oil receiver for steering and brake circuits, hydrostatic transmis-
8 Hydraulic oil receiver
sion, drilling and carrier functions.
By-passes the oil flow if the oil is cold or when the oil filter is
8.1 By-pass valve
blocked.
8.2 Return filter element Filters hydraulic oil of all circuits (10 μ).
Steering and brake Directs and controls oil flow and pressure to the steering and
10
control manifold brake circuits.
Steering valve main Directs oil flow to valve port A or B and to steering cylinders (11
10.1
spool and 12).
Shifts the main spool in a way that the work port B will be activat-
10.2 Pilot control valve
ed.
Shifts the main spool in a way that the work port A will be activat-
10.3 Pilot control valve
ed.
A small spool inside the main spool. Generates the pressure sig-
10.4 Copy spool
nal from working line A to load sensing (LS) line.
A small spool inside the main spool. Generates pressure signal
10.5 Copy spool
from working line B to load sensing (LS) line.
Shock/anticavitation
10.6 Limits port A (steering to right) pressure to 190 bar.
valve
Shock/anticavitation
10.7 Limits port B (steering to left) pressure to 190 bar.
valve
Brake circuit main
10.8 Limits brake circuit maximum pressure to 200 bar.
pressure relief valve
Steering circuit main
10.9 Limits steering circuit maximum pressure to 220 bar.
pressure relief valve
Prioritizes the steering function above secondary circuit and acts
10.10 Priority valve
as steering circuit retarder valve.
Pilot circuit pressure
10.11 Feeds 35 bar pressure to pilot control valves.
reducing valve
Steering circuit free
Directs the oil to hydraulic oil receiver or to secondary circuit by
10.12 circulation cut-off/
closing the tank connection.
retarder/fan valve

The valve controls the activation of steering circuit retarder func-
tion. When energized the valve opens connection between steer-
Steering circuit re- ing circuit main pressure line and the spring chamber of steering
10.13
tarder control valve circuit priority valve. Steering circuit pressure rises to predefined
level and generates extra load for hydrostatic transmission and
diesel engine.
Steering circuit re- The pressure relief valve determines the steering circuit pressure
10.14 tarder pressure relief level together with steering circuit priority valve spring (10 bar)
valve when steering circuit retarder function is activated.
Brake circuit retarder The pressure relief valve determines the brake circuit pressure
10.15
pressure relief valve level when brake circuit retarder function is activated.
The valve controls the activation of brake circuit retarder function.
When energized the valve opens connection between the spring
Brake circuit retarder chamber of brake circuit retarder valve and brake circuit retarder
10.16 pressure relief valve.
control valve
Brake circuit pressure rises to predefined level and generates ex-
tra load for hydrostatic transmission and diesel engine.
Acts as brake circuit retarder valve and rises the brake circuit
Brake circuit retarder
10.17 pressure when piloted to close with brake circuit retarder control
valve
valve.
Valve controls the pressurization of carrier functions with diesel.
Carrier functions When energized the valve pilots steering circuit free circulation
10.18 pressurization control cut-off/retarder valve (10.12) to close and plugs the hydraulic oil
valve receiver (8) connection. The oil coming from steering pump is
routed to secondary circuit instead of tank line.
Supplies the restricted oil flow from steering circuit main pressure
10.19 Orifice
line to steering circuit retarder control valves.
Drains and unloads the load sensing (LS) line of steering valve to
10.20 Orifice
un-pressurized tank connection.
Slows down the opening steering circuit free circulation cut-off/
10.21 Dampening orifice retarder valve (10.12) when carrier functions pressurization con-
trol valve (10.18) is de-energized.
Load-hold check
10.22 Prevents back flow and load sinking.
valve
Carrier hydraulics
10.23 Manual operation of the carrier hydraulics pressurization.
pressurizing stud
11 Steering cylinder (left)
Steering cylinder
12
(right)

Makes the articulation joint stiffer by blocking the connection be-
Articulation locking tween the steering valve port A and steering cylinders. Valve is
13
valve (left, optional) activated and kept active during drilling after the machine has
been navigated.
Makes the articulation joint stiffer by blocking the connection be-
Articulation locking tween the steering valve port B and steering cylinders. Valve is
14
valve (right, optional) activated and kept active during drilling after the machine has
been navigated.

4.4
16.2 FRONT 17.2 REAR
16 17
16.1 17.1
16.3 17.3
15 15.1
Braking system
15.2
25 24.4 24.3
18 24.1
TO UNPRESSURIZED 24
RETURN COLLECTOR,
PORT 1 19 20
24.2
26 27
TO UNPRESSURIZED 21.3
FROM HYDROSTATIC
TRANSMISSION PUMP,
PORT M3
TO UNPRESSURIZED
RETURN COLLECTOR,
PORT 5
RETURN COLLECTOR,
21
PORT 6 22 23
21.4
135 -
160 bar
FROM STEERING AND

21.2
BRAKE CONTROL
MANIFOLD, PORT CV
21.1 21.5
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT CR
33 (180)
4.4.1 Components (braking system)

Valve provides precisely controlled output pressures to the service
Dual circuit brake
15 brake cylinders proportional to the pedal stroke and therefore to the
pedal
force applied to the pedal.
Pressure reducing/ Adjusts the hydraulic pressure proportional to the brake pedal’s (15)
15.1
relief valve angle to the front service brake cylinders in front axle.
Pressure reducing/ Adjusts the hydraulic pressure proportional to the brake pedal’s (15)
15.2
relief valve angle to the rear service brake cylinders in rear axle.
16 Front axle
16.1 Breather Allows the breathing of internal oil volume of front axle with free air.
Front parking brake Performs the front parking brake operations on the basis of the hy-
16.2
cylinders draulic control pressure from the park brake manifold.
Front service brake Performs the front service brake operations on the basis of the hy-
16.3
cylinders draulic control pressure from the dual circuit brake pedal.
17 Rear axle
17.1 Breather Allows the breathing of internal oil volume of rear axle with free air.
Rear parking brake Performs the rear parking brake operations on the basis of the hy-
17.2
cylinders draulic control pressure from the park brake manifold.
Rear service brake Performs the rear service brake operations on the basis of the hy-
17.3
cylinders draulic control pressure from the dual circuit brake pedal.
Connecting block for
18 Measuring points for front and rear circuit service brake pressures.
measuring points
Connects together accumulator charging valve, dual circuit brake
Brake circuit divider
19 pedal, rear circuit service brake accumulator and rear circuit service
block
brake accumulator charging pressure sensor.
Connects together accumulator charging valve, dual circuit brake
Brake circuit divider
20 pedal, front circuit service brake accumulator and front circuit serv-
block
ice brake accumulator charging pressure sensor.
Accumulator charg- Distributes the oil from the brake circuit pump to the service brake
21
ing valve circuit or to secondary circuit and air conditioning.
Directs the oil to service brake circuit or secondary control circuit
21.1 Priority valve
(port S).
Controls the operation of the priority valve (21.1) in the brake circuit.
When the pressure in the brake circuit rises to 160 bar, the valve
changes position and directs the oil to the secondary control circuit
21.2 Control valve (port S).
When the pressure in the brake circuit descends to 135 bar, the
valve changes position and directs the oil to the service brake cir-
cuit.

The isolation valve (21.3) ensures the operation of the rear service
brake circuit in the event of a hose breakage in the front service
21.3 Isolation valve
brake circuit. The valve closes if the rear service brake circuit pres-
sure drops below 120 bar.
The isolation valve (21.4) ensures the operation of the front service
brake circuit in the event of a hose breakage in the rear service
brake circuit. The valve closes if the front service brake circuit pres-
sure drops below 120 bar.
21.5 Check valve Prevents discharge of service brake pressure.
Service brake pres-
Serves as an oil reserve for the service brake circuit of the rear
22 sure accumulator
brake cylinders.
(rear)
Service brake pres-
Serves as an oil reserve for the service brake circuit of the front
23 sure accumulator
brake cylinders.
(front)
Parking brake mani-
24 Controls the parking brake functions of both front and rear axles.
fold
Controls the release and the activation of spring applied brakes. Di-
Parking brake con-
24.1 rects the operating pressure to the rear brake cylinders when ener-
trol valve (front)
gized and removes the pressure when de-energized.
Controls the release and the activation of spring applied brakes. Di-
Parking brake con-
24.2 rects the operating pressure to the front brake cylinders when ener-
trol valve (rear)
gized and removes the pressure when de-energized.
Parking brake re-
24.3 lease pressure sen- Monitors the pressure level of the front parking brake circuit.
sor (front)
Parking brake re-
24.4 lease pressure sen- Monitors the pressure level of the rear parking brake circuit.
sor (rear)
Service brake pres- The sensor measures the pressure from front service brake circuit
25
sure sensor and supplies information to control system.
The sensor continuously monitors the rear circuit accumulator
Service brake accu- charging pressure and supplies information to control system. The
26 mulator charge pres- pressure level is indicated to the operator. If the pressure level
sure sensor (rear) drops down below the limits the control system automatically engag-
es the spring applied brakes.
The sensor continuously monitors the front circuit accumulator
Service brake accu- charging pressure and supplies information to control system. The
27 mulator charge pres- pressure level is indicated to the operator. If the pressure level
sure sensor (front) drops down below the limits the control system automatically engag-
es the spring applied brakes.

HVAC control block
Limits the maximum pressure level and adjusts the oil flow rate for
28 (not shown in the fig-
heating, ventilation, and air condition (HVAC) hydraulic motor.
ure)
HVAC hydraulic mo-
29 tor (not shown in the Activates and actuates the HVAC air conditon unit.
figure)
4.5 Location of carrier components

2
1
5
6
7 9
24
21
4
3
19 20 23 22 8
12
16
11
10
13 14 17
1 Hydrostatic transmission 2 Diesel engine

(HST) pump
3 HST charge pressure filter 4 Hydrostatic transmission
(HST) motor
5 Tramming oil cooler 6 Check valve
7 Carrier double pump 8 Hydraulic oil receiver
9 HST oil thermostat 10 Steering and brake control
manifold
11 Steering cylinder (left) 12 Steering cylinder (right)
13 Articulation locking valve 14 Articulation locking valve
(left, optional) (right, optional)

15 Dual circuit brake pedal (not 16 Front axle

shown in the figure)
17 Rear axle 19 Brake circuit divider block
20 Brake circuit divider block 21 Accumulator charging valve
22 Service brake pressure ac- 23 Service brake pressure ac-
cumulator (front) cumulator (rear)
24 Park brake manifold
4.5.1 Hydrostatic transmission (HST) pump (1)

1.11.1 1.11.2
L4
M4 1.11
1
450 bar
480 bar
1.9
1.10 1.7
1.4
1.2
A 1.1
480 bar
1.8
28 bar
2 1.5
1.3
1.6 450 bar
1.11
S
MA F E MB B
1.11.1
M14
1.11.2 M3
M5
L2
1.1 HST variable displacement 1.2 Charge pump

pump
1.3 Rotation speed sensor 1.4 Servo cylinder
1.5 Charge pressure relief valve 1.6 Pressure limiter, B-side
1.7 Pressure limiter, A-side 1.8 High pressure relief valve,
B-side
1.9 High pressure relief valve, 1.10 Pump angle sensor
A-side
1.11 AC controller 1.11.1 Proportional solenoid valve,
A-side
1.11.2 Proportional solenoid valve,
B-side

4.5.2 HST charge pressure filter (3)
M6
4.5.3 Hydrostatic transmission (HST) motor (4)

4.5
4.7 4
4.6 4.1
4.3
4.4
4.8
4.2
L1
M4
L2 B
M5
4.1 HST variable displacement 4.2 Proportional solenoid valve

motor (C1)
4.3 Pressure compensator 4.4 On/off solenoid valve, BPD
(C5)
4.5 Loop flushing shuttle valve 4.6 Loop flushing relief valve
4.7 Rotation speed sensor 4.8 Servo cylinder

4.5.4 Hydraulic oil receiver (8)
F M1 T1
T4
T2
T3
L10 L7 L6
R4 R5 R1 E
R6 L9 R3 L8
L3
L2 L5 L4 R2 L1
P
S4 S7
S2
B2 B1
M2 S8 S5
S6 S1
A3 S3
A2 A1
8
E

4.5.5 Steering and brake control manifold (10)

10.4 10.5
10.5 10.22 10.20 10
10.6
10.4 DR 10.3
10.7
10.1 10.11
PS 10.1
10.3
MX
PB 10.22
10.2
CR
10.2
10.11 10.8
CV 10.9
10.19 10.10 10.21
10.12
10.7 10.16 10.13

10.20 10.18
10.9 10.16 10.14
10.15
MLS MCR
10.12 10.17 10.17
10.10
10.14 BC
MBC PIL 10.21 10.18 10.13
MPB
MAC
10.15 10.8 MPS 10.19 10.6
10.1 Steering valve main spool 10.2

Pilot control valve
10.3 Pilot control valve 10.4
Copy spool
10.5 Copy spool 10.6
Shock / anticavitation valve
10.7 Shock / anticavitation valve 10.8
Brake circuit main pressure
relief valve
10.9 Steering circuit main pres- 10.10 Priority valve
sure relief valve
10.11 Pilot circuit pressure reduc- 10.12 Steering circuit free circula-
ing valve tion cut-off / retarder / fan
valve

10.13 Steering circuit retarder 10.14 Steering circuit retarder

control valve pressure relief valve
10.15 Brake circuit retarder pres- 10.16 Brake circuit retarder control
sure relief valve valve
10.17 Brake circuit retarder valve 10.18 Carrier functions pressuriza-
tion control valve
10.19 Orifice 10.20 Orifice
10.21 Dampening orifice 10.22 Load-hold check valve
4.5.6 Dual circuit brake pedal (15)
15 15.1
15.1
15.2
P2
T
15.2
P1
F2
F1
15.1 Pressure reducing/relief valve

15.2 Pressure reducing/relief valve
4.5.7 Brake circuit divider block (19,20)
19 20

4.5.8 Accumulator charging valve (21)
21.3 21
21.4
21.2
21.1 21.5
21.1 T P
21.4 A2 21.2 B3 A1
21.3
21.1 Priority valve

21.2 Control valve
21.5 Check valve

4.5.9 Parking brake manifold (24)
24.3 24.4
24.1
24.2
SP
24.4 24.3
24.1
SA
SB 24
MA MP 24.2
A MB
MPd B
X
P
T Pd
24.1 Parking brake control valve (front)

24.2 Parking brake control valve (rear)
24.3 Parking brake release pressure sensor (front)
24.4 Parking brake release pressure sensor (rear)
4.6 Operation
4.6.1 Operation of the closed hydraulic system
General
A simple closed hydraulic circuit consists of the hydraulic pump, hydraulic
motor, pressure lines connecting the pump and the motor, and high and low
pressure lines. The direction of the load determines high and low pressure
side of the system. The pressure relief valves are installed between the
pressure lines and they protect the system.
In a closed hydraulic circuit, the return oil from the motor flows in the low
pressure line to the intake side of the hydraulic pump without passing the
receiver. Oil in the system changes gradually, because of the leaks from the
pump and motor. A separate charge pump constantly charges the low
pressure side of the closed circuit, replacing the oil that flows to the
receiver because of the leaks.
The charge pump operates in an open circuit and pumps oil from the
receiver to the closed circuit. The remainder of the volume flow, which is
needed in the circuit, returns to the receiver through the charge pressure
relief valve. The charge pressure relief valve setting determines the charge
pressure, which is also used as a control pressure for the pump and the
motor.
Sandvik's closed hydraulic system is a power transmission system with a
stepless control.

A simple closed hydraulic system
3
α 2
α max.
max.
min.
0 0
max.
α
1 4
1 Hydraulic pump
2 Hydraulic motor
3 High pressure line
4 Low pressure line
The system in the figure above includes a variable displacement pump (1)
and a hydraulic motor (2). The pump runs only in one direction, but it has a
stepless angle control to both directions, which means that the flow
direction can be changed. Usually the pump is attached to the diesel motor
with straight gear ratio. The hydraulic motor runs in both directions, but it
has a stepless angle control only to positive direction. The motor is usually
attached to the mechanical transmission.
A closed hydraulic system with a receiver and relief valves
3
2
5
7 6
1 Hydraulic pump 2 Hydraulic motor

3 High pressure line 4 Low pressure line
5 Pressure relief valve 6 Drain/flushing line
7 Oil receiver
The system in the figure above is protected against overpressure with

pressure relief valves (5), one for each direction. The drain line (6) flushes
and removes heat and hot oil from the system. The drainage oil from the
pump and the motor is collected into a receiver (7).

A closed hydraulic system
8
12 11
13 3 5 2
9 1 12
4
10
6
7
1 Hydraulic pump 2Hydraulic motor

3 High pressure line 4Low pressure line
5 Pressure relief valve 6Drain/flushing line
7 Oil receiver 8Oil for controlling the closed
circuit
9 Charge pump 10 Cooler
11 Charge pressure relief valve 12 Non-return valve
13 Filter
The charge pump (9) in the figure above replaces the drainage oil and
controls the closed circuit pump and motor. The charge pressure fills the
low pressure side of the closed circuit through the non-return valve (12).
The charge pressure relief valve (11) limits the charge pressure according
to pump and motor control requirements. The drainage oil flows through the
cooler (10), which removes heat from the system, to the receiver (7). The
system's filter (13) is installed in line after the charge pump (9).
4.6.2 Operation of hydrostatic transmission

-B225P
M6
5.60 bar
3
46 (180)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
1
45°C 9
Charge pressure circuit
480 bar
480 bar +28 bar
4.5 4 5
,
-B226
1.7 4.7
1.10
4.1
Charge pressure circuit

2 89/24 cm³ 1.1 1.2 1.9 4.6 160 cm³
165/34 cm³
480 bar + 28 bar
4.3
28 bar 16 bar
4.4 6
1.3 1.5 4.8 PCOR 2 bar
,
1.4 1.8
1.6 4.2
480 bar

,
The charge pressure circuit has several functions:

TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
• to generate pilot pressure for the servo cylinder (1.4) which adjusts the
angle of HST variable displacement pump (1)
• to feed oil to the closed-loop system's low pressure circuit
• to serve as a parking brake release pressure.
The charge pump (1.2) is a gear pump with fixed displacement and it is
located in the rear end of the HST variable displacement pump (1.1).
HST charge pressure filter (3) is a remote filter and its filtering capability is
8 µm. When the pressure difference over the filter element exceeds 3.7
bars, the blocking indicator reacts and sends a signal to the control system.
If the pressure difference exceeds 5.6 bars, the by-pass valve opens and
the oil is no more filtered.
The charge pump (1.2) delivers oil to the port F of the hydrostatic
transmission pump (1) and continues to port IN of the HST charge pressure
filter (3). Oil flows through the filter element to port OUT and back to port E
of the hydrostatic transmission pump (1). The charge pressure relief valve
(1.5) limits the maximum pressure of the charge pressure circuit to 28-32
bars. The additional oil flows through the charge pressure relief valve (1.5)
to the pump case and continues from port L4 to the flushing circuit.
28 bar charge pressure is used to adjust the angle of HST variable
displacement pump (1) through proportional solenoid valves (1.11.1 and
1.11.2). While tramming the charge pressure feeds oil to the closed-loop
system's low pressure circuit through high pressure relief valves (1.8 or
1.9). From port M3 the oil flows to port P of the parking brake manifold (24).

-B225P
M6
5.60 bar
3
48 (180)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
Flushing circuit
1
45°C 9
480 bar 480 bar +28 bar
Flushing circuit
4.5 4 5
,
-B226
1.7 4.7
1.10
2 1.9 4.6 4.1
89/24 cm³ 1.1 1.2 160 cm³
165/34 cm³
480 bar + 28 bar
4.3
16 bar
28 bar
4.4 6
1.3 1.5 4.8 PCOR 2 bar
,
1.4
1.8
1.6 4.2
480 bar

,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
The flushing circuit cools down the closed-loop HST circuit and maintains
the temperature balance in the system.
Oil flows to the case of the hydrostatic transmission pump (1) through the
charge pressure relief valve (1.5) and from the internal leaks of the HST
variable displacement pump (1.1). The case leak oil flows from the port L4
to the hydrostatic transmission motor (4) port L2. The hot oil from the
closed-loop HST circuit flows through the loop flushing shuttle valve (4.5)
and loop flushing relief valve (4.6) to the hydrostatic transmission motor (4)
case and onward to drain port L1. Oil from the internal motor leaks flows
also to drain port L1. The HST flushing oil thermostat valve (9) is attached
to port L1 and directs oil under 45 °C straight to hydraulic oil receiver (8)
port R5. When the oil temperature is over 45 °C, the HST flushing oil
thermostat valve (9) changes position and the oil flows from port 3 onward
to tramming oil cooler (5) port IN. The oil cools down in the tramming oil
cooler (5) and continues from port OUT to hydraulic oil receiver (8) port R2.
In the hydrostatic transmission motor (4) port L2 is a spring loaded check
valve (6) which performs as a pressure relief valve and protects the
hydrostatic transmission pump (1) case and hydrostatic transmission motor
(4) case from over pressures e.g. when oil is cold.

-B225P
M6 5.60 bar
3
50 (180)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
1
Tramming forward
45°C 9
480 bar
480 bar +28 bar
4.5 4 5
,
-B226
Tramming forward
1.10 1.7 4.7
2 1.9 4.6 4.1
160 cm³
89/24 cm³ 1.1 1.2
165/34 cm³
480 bar + 28 bar
4.3
16 bar
28 bar 6
4.4
1.3 1.5 4.8 PCOR 2 bar
,
1.4 1.8
1.6 4.2
480 bar

,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
During tramming forward, the control system activates the proportional

solenoid valve (1.11.1) which causes the spool to change its position. This
opens a flow path from charge pressure circuit to the left side of the servo
cylinder (1.4). This causes the hydrostatic transmission pump (1.1) angle to
swing to positive direction and the oil is delivered to the high pressure
circuit marked green. Oil flows from hydrostatic transmission pump (1) port
A to hydrostatic transmission motor (4) port B, through the HST variable
displacement motor (4.1) and runs the hydrostatic transmission motor (4) in
the direction that moves the carrier forward. Return oil is delivered to the
low pressure circuit marked brown and flows via hydrostatic transmission
motor (4) port A back to hydrostatic transmission pump (1) port B.
On/off solenoid valve (4.4) selects input side of the flow and the pressure is
delivered to the pressure compensator (4.3) and proportional solenoid
valve (4.2) which position is controlled by rig's control system. Proportional
solenoid valve (4.2) controls the servo cylinder (4.8) which adjusts the
displacement of the HST variable displacement motor (4.1).
High pressure causes the spool of the loop flushing shuttle valve (4.5) to
change its position and hot oil from the low pressure circuit marked brown
flows through the loop flushing shuttle valve (4.5) and loop flushing relief
valve (4.6) to the hydrostatic transmission motor (4) case and onward to
drain port L1.

-B225P
M6
5.60 bar
3
52 (180)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
1
Tramming backward
45°C 9
480 bar
480 bar +28 bar
4.5 4 5
,
-B226
1.7 4.7
Tramming backward
1.10
2 89/24 cm³
1.9 4.6 4.1
1.1 1.2 160 cm³
165/34 cm³
480 bar + 28 bar
4.3
16 bar
28 bar
6
1.3 1.5 4.8 PCOR 2 bar
,
4.4
1.4 1.8
1.6 4.2
480 bar

,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
During tramming backward, the control system activates the proportional

solenoid valve (1.11.2) which causes the spool to change its position. This
opens a flow path from charge pressure circuit to the right side of the servo
cylinder (1.4). This causes the hydrostatic transmission pump (1.1) angle to
swing to negative direction and the oil is delivered to the high pressure
circuit marked brown. Oil flows from hydrostatic transmission pump (1) port
B to hydrostatic transmission motor (4) port A, through the HST variable
the direction that moves the carrier backward. Return oil is delivered to the
low pressure circuit marked green and flows via hydrostatic transmission
motor (4) port B back to hydrostatic transmission pump (1) port A.
On/off solenoid valve (4.4) is activated, changes its position and selects
input side of the flow and the pressure is delivered to the pressure
compensator (4.3) and proportional solenoid valve (4.2) which position is
controlled by rig's control system. Proportional solenoid valve (4.2) controls
the servo cylinder (4.8) which adjusts the displacement of the HST variable
displacement motor (4.1).
change its position and hot oil from the low pressure circuit marked green
drain port L1.

-B225P
M6
5.60 bar
3
54 (180)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
1
45°C 9
480 bar
480 bar +28 bar
Tramming forward uphill
4.5 4 5
,
-B226
1.7 4.7
1.10
1.9 4.6 4.1
Tramming forward uphill

2 89/24 cm³
165/34 cm³
1.1 1.2 160 cm³
480 bar + 28 bar
4.3
28 bar 16 bar
4.4 6
1.3 1.5 4.8 PCOR
2 bar
,
1.4 1.8
1.6 4.2
480 bar

,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
During tramming forward uphill, the control system activates the

proportional solenoid valve (1.11.1) which causes the spool to change its
position. This opens a flow path from charge pressure circuit to the left side
of the servo cylinder (1.4). This causes the hydrostatic transmission pump
(1.1) angle to swing to positive direction and the oil is delivered to the high
pressure circuit marked green. Oil flows from hydrostatic transmission
pump (1) port A to hydrostatic transmission motor (4) port B, through the
HST variable displacement motor (4.1) and runs the hydrostatic
transmission motor (4) in the direction that moves the carrier forward.
Return oil is delivered to the low pressure circuit marked brown and flows
via hydrostatic transmission motor (4) port A back to hydrostatic
transmission pump (1) port B.
Tramming uphill or over an obstacle may cause the pressure to rise in the
closed-loop high pressure circuit over the set value (300 bars) of the
pressure compensator (4.3) spring. In this case the pressure compensator
(4.3) decreases the control pressure of the servo cylinder (4.8). This
causes the displacement rise of the HST variable displacement motor (4.1)
which causes decrease in the tramming speed and increase in the traction
power and this prevents the stalling of the diesel engine (2). Function of the
pressure compensator (4.3) overrides the electric control of the proportional
solenoid valve (4.2).
If the pressure of the closed-loop high pressure circuit rises even higher
over the set value (450 bars) of the pressure limiter (1.7), the limit opens
and pressure is delivered to the opposite side of the servo cylinder (1.4).
The hydrostatic transmission pump (1.1) angle decreases which causes
decrease in the tramming speed and increase in the traction power and this
prevents the stalling of the diesel engine (2).
change its position and hot oil from the low pressure circuit marked brown
drain port L1.

-B225P 3
5.60 bar
M6
56 (180)
,
,
1.11.1 1.11.2 ,
TO PARKING BRAKE
1.11 BLOCK, PORT P
125 µm
1
45°C 9
480 bar
480 bar +28 bar
4.5 4 5
,
Tramming forward downhill
-B226
1.7 4.7
1.10
2 1.2 1.9 4.6 4.1
160 cm³
89/24 cm³ 1.1
165/34 cm³
480 bar + 28 bar
4.3
Tramming forward downhill

16 bar
28 bar
4.4 6
1.3 1.5 4.8 PCOR 2 bar
,
1.4 1.8
1.6 4.2
480 bar

,
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PB
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT PS
,
16 cm³ / 23 cm³
7 7.1 7.2
L3
8
E
P
During tramming forward downhill, the control system activates the

proportional solenoid valve (1.11.1) which causes the spool to change its
position. This opens a flow path from charge pressure circuit to the left side
of the servo cylinder (1.4). This causes the hydrostatic transmission pump
(1.1) angle to swing to positive direction and the oil is delivered to the circuit
marked green. Oil flows from hydrostatic transmission pump (1) port A to
hydrostatic transmission motor (4) port B, through the HST variable
the direction that moves the carrier forward. Return oil is delivered to the
circuit marked brown and flows via hydrostatic transmission motor (4) port
A back to hydrostatic transmission pump (1) port B.
During tramming downhill, the speed of the rig tends to rise and the
hydrostatic transmission motor (4) starts to operate like a pump. This
means that the hydrostatic transmission motor (4) tries to pump oil to the
intake side of the hydrostatic transmission pump (1) which starts to operate
like a motor and tries to increase the diesel engine's (2) speed. The high
pressure circuit is now generated in the circuit marked brown and the low
pressure circuit in the circuit marked green. High pressure causes the spool
of the loop flushing shuttle valve (4.5) to change its position and hot oil from
the low pressure circuit flows through the loop flushing shuttle valve (4.5)
and loop flushing relief valve (4.6) to the hydrostatic transmission motor (4)
case and onward to drain port L1.
Diesel engine has a specific braking power which means that it receives a
certain amount of energy. During tramming downhill, the rig has motion
energy which the diesel engine receives and transforms into heat. If the
braking power of the diesel engine is insufficient, the diesel rpm begins to
rise and the operator has to use service brakes to slow down the rig's
speed. In a long downhill the brakes may overheat.
The speed and weight of the rig and the ramp angle affect the needed
braking power. The braking power of the diesel engine increases when the
rpm rises but the engine cannot overrun. The other way to increase the
braking power is to give diesel engine an extra load e.g. by activating the
retarders, please refer to sections Operation of steering circuit retarders
and Operation of brake circuit retarders. Activating the retarders improves
the stiffness of both diesel engine (prevents overrun) and transmission
(allows bigger downhill speed).
The operator should select slow tramming mode when tramming downhill.
The control system limits the maximum speed by limiting the displacements
of the pump and motor and by measuring the rig speed with the rotation
speed sensor (4.7).
Related information
Operation of steering circuit retarders (Page 84)
Operation of brake circuit retarders (Page 86)

4.6.3 Operation of steering circuit


10.4 10.5
60 (180)
190 bar
10
10.6
190 bar
10.7
Option, only with
10.1 Y187A

PORT P
12 Y187B
14 10.22
10.2


10.11 10.8 200 bar
3/4”
FROM POWER PACK

Steering circuit free circulation

CHECK VALVE BLOCK,
PORT IN
10.19 10.10 10.21
10.12
Steering circuit free circulation

Y343
Y167
10.20
3/4”(DT912D)
1/2”
PORT T
3/4”
10.18
10.16 160 bar
Not with DT912D

Y344
Only with optional
safety canopy
10.14 TO AIR CONDITIONING

FROM SERVICE BRAKES
10.15 PRESSURE RELIEF VALVE,
7 10.17
7.1 7.2
8
8.1 8.2
While the steering joystick is not operated and the retarder function is off,
drill rig’s steering angle does not change. Steering circuit is in free
circulation mode. The steering pump (7.1) delivers oil to steering and brake
control manifold (10) port PS. Both pilot control valves (10.2, 10.3) are in
neutral position and the main spool (10.1) is not actuated. The oil flows
through steering circuit priority valve (10.10) and from there onward to
steering circuit free circulation cut-off valve (10.12). The carrier functions
pressurization control valve (10.18) is not operated and oil flows through
free circulation cut-off valve to tank connection T. From the tank connection
oil flows back to the hydraulic oil receiver.

10.4 10.5
62 (180)
190 bar
10
10.6
190 bar
10.7
Option, only with
10.1 Y187A

PORT P
12 Y187B
14 10.22
10.2


10.11 10.8 200 bar
3/4”
FROM POWER PACK


CHECK VALVE BLOCK,
Changing the steering angle to right
PORT IN
10.19 10.10 10.21
Y343
10.12
Y167
10.20
3/4”(DT912D)
1/2”
Changing the steering angle to right

PORT T
3/4”
10.18
10.16 160 bar
Not with DT912D

Y344
Only with optional
safety canopy

FROM SERVICE BRAKES
7 10.17
7.1 7.2
8
8.1 8.2
Pushing the steering joystick forward causes the steering angle to change
and drill rig turns right when tramming direction is forward. The further the
joystick is pushed the faster the drill rig turns.
The steering pump (7.1) delivers oil to port PS of steering and brake control
manifold (10). The pilot circuit pressure reducing valve (10.11) reduces and
supplies the maximum pressure of 35 bar to pilot circuit and pilot control
valves (10.2 and 10.3). Pilot control valves are electro-proportional
pressure reducing valves which supply the reduced pressure from the pilot
line to main spool (10.1).
The pilot pressure level supplied to main spool is proportional to electric
current of the pilot control valves. And again the movement of main spool is
proportional to the pilot control pressure. The bigger the pressure is faster
the steering angle changes. The main spool (10.1) changes position when
the pilot pressure is supplied to it by pilot control valve (10.3). This opens
the flow path from steering circuit main pressure line via load-hold check
valve (10.22) and the main spool to working port A and allows the oil to flow
to the working port A. Working port A maximum pressure is limited to 190
bar by a shock/anti-cavitation valve (10.6).
The movement of main spool simultaneously opens a flow path for load
sensing (LS) signal through the main spool. The load sensing pressure
signal of working line A is copied to the load sensing line by the copy spool
(10.4). The pressure of the load sensing line is reduced from steering circuit
main pressure line by the copy spool in way that the reduced pressure
matches with the load pressure in working line A. The copy spool is
physically located inside the main spool.
The pressure in load sensing line reaches also the spring chamber of the
steering circuit priority valve (10.10) causing it to close proportional to
pressure level. The load sensing line pressure together with the 10 bar
spring of the priority valve always prioritize the steering function above the
other functions. The load sensing pressure also reaches the steering circuit
retarder pressure relief valve (10.14) which limits the pressure in load
sensing line.
From the working port A the oil flows to the piston side of left steering
cylinder (11), causing it to extend and to the piston rod side of the right
steering cylinder (12), causing it to retract. The returning oil from the piston
rod side of the left steering cylinder and the piston side of the right steering
cylinder flows to the working port B of steering and brake control manifold,
through the main spool (10.1) to tank connection T.
From the tank connection the returning oil flows back to the hydraulic oil
receiver. The steering cylinders move and the steering angle changes as
long as the steering joystick is pushed forward. Centering the steering
joystick back to middle position also centers the main spool (10.1) causing
the movement of the steering cylinders to stop and the steering angle
remains unchanged.
If the drill rig is equipped with the optional articulation locking valves (13
and 14) the oil between the steering and brake control manifold and the
steering cylinders always flows through the valves. The purpose of the
articulation locking valves is to make articulation joint stiffer during drilling

and after the machine has been navigated. During the tramming the valves
are always in neutral position and thus open.


10.4 10.5
190 bar
10
66 (180)
10.6
190 bar
10.7
Option, only with
Y187A

PORT P
10.1
12 Y187B
14 10.22
10.2

230 bar
30 Only with DT912D TO OA-COOLER FAN
10.11 10.8 200 bar
3/4”
30.1 10.9 220 bar

CHECK VALVE BLOCK,
230 bar 10.19 PORT IN
30.2 10.10 10.21

Y385 10.12
30.3 Y343
30.4 10.20 TO RIGHT PRESSURIZED
Y167
10.23
FROM AIR CONDITIONING
Y386 200 bar CONTROL BLOCK
PORT T
3/4”
30.5 10.18
10.16 160 bar
Not with DT912D
Y344
Only with optional
safety canopy

PRESSURE RELIEF VALVE,
PORT P2
30.6
Y416
30.7 30 bar
30.8 Y417
10.17
30.12
TO HYDRAULIC OIL
RECEIVER, PORT T4
Changing the steering angle to right during power pack tramming
30.10
160 bar 30.13
Changing the steering angle to right during power pack tramming

30.9 30.11
Y415
200 bar 30.14

Pushing the steering joystick forward causes the steering angle to change
and drill rig turns right when tramming direction is forward. The further the
joystick is pushed the faster the drill rig turns.
When the operator pushes the steering joystick forward during power pack
tramming, control system energizes the steering circuit pressurization
enabler valve (30.9 / Y415) allowing oil flow through the valve. Oil flows
through the steering circuit pressure reducing valve (30.11) to the steering
circuit check valve (30.14). From the check valve (30.14) oil flows to the
port S of the power pack tramming manifold (30) and forward to the port PS
of the steering and brake control manifold (10). Once the operator centers
the steering joystick the control system de-energizes the enabler valve
(30.9) and thus cuts off the oil supply to steering.
The pilot circuit pressure reducing valve (10.11) reduces and supplies 35
bar maximum pressure to pilot circuit and pilot control valves (10.2 and
10.3). Pilot control valves are electro-proportional pressure reducing valves
which supply the reduced pressure from the pilot line to main spool (10.1).
valve (10.22) and the main spool to working port A and allows the oil to flow
to the working port A. Working port A maximum pressure is limited to 190
bars by a shock/anti-cavitation valve (10.6).
signal of working line A is copied to the load sensing line by the copy spool
matches with the load pressure in working line A. The copy spool is
The pressure in load sensing line reaches also the spring chamber of the
steering circuit priority valve (10.10) causing it to close proportional to
sensing line.
From the working port A the oil flows to the piston side of left steering
cylinder (11), causing it to extend and to the piston rod side of the right
steering cylinder (12), causing it to retract. The returning oil from the piston
rod side of the left steering cylinder and the piston side of the right steering
cylinder flows to the working port B of steering and brake control manifold,
From the tank connection the returning oil flows to the hydraulic oil receiver
port T4. The steering cylinders move and the steering angle changes as
long as the steering joystick is pushed forward. Centering the steering

remains unchanged.


10.4 10.5
70 (180)
190 bar
10
10.6
190 bar
10.7
Option, only with
10.1 Y187A

PORT P
12 Y187B
14 10.22
10.2


10.11 35 bar 10.8 200 bar
CONTROL BLOCK, PORT V1
FROM POWER PACK
3/4”
TRAMMING VALVE, PORT S Only with power pack tramming 220 bar
10.9 TO LEFT PERC/FEED PUMP

Changing the steering angle to left
CHECK VALVE BLOCK,

PORT IN
10.19 10.10 10.21
10.12
OIL COLLECTOR, PORT 1
Changing the steering angle to left

10.20 10.13
3/4”(DT912D)
1/2”
200 bar
CONTROL BLOCK
3/4”
10.18 PORT T
10.16 160 bar
Not with DT912D

Only with optional
safety canopy

FROM SERVICE BRAKES
7 10.17
7.1 7.2
8
8.1 8.2
Pulling the steering joystick backward causes the steering angle to change
and drill rig turns left when tramming direction is forward. The further the
joystick is pulled the faster the drill rig turns.
manifold (10). The pilot circuit pressure reducing valve (10.11) reduces and
supplies the maximum pressure of 35 bar to pilot circuit and pilot control
valves (10.2 and 10.3). Pilot control valves are electro-proportional
pressure reducing valves which supply the reduced pressure from the pilot
line to main spool (10.1).
valve (10.22) and the main spool to working port B and allows the oil to flow
to the working port B. Working port B maximum pressure is limited to 190
bar by a shock/anti-cavitation valve (10.7).
signal of working line B is copied to the load sensing line by the copy spool
matches with the load pressure in working line B. The copy spool is
The pressure in the load sensing line reaches also the spring chamber of
the steering circuit priority valve (10.10) causing it to close proportional to
sensing line.
From the working port B the oil flows to the piston rod side of left steering
cylinder (11), causing it to retract and to the piston side of the right steering
cylinder (12), causing it to extend. The returning oil from the piston side of
the left steering cylinder and the piston rod side of the right steering
cylinder flows to the working port A of steering and brake control manifold,
From the tank connection the returning oil flows back to the hydraulic oil
receiver. The steering cylinders move and the steering angle changes as
long as the steering joystick is pulled backward. Centering the steering
remains unchanged.



10.4 10.5
74 (180)
190 bar
10
10.6
190 bar
10.7
Option, only with
10.1 Y187A

PORT P
12 Y187B
14 10.22
10.2

230 bar
30
30.1 10.11 35 bar 10.8 200 bar
CONTROL BLOCK, PORT V1
3/4”
220 bar
230 bar
CHECK VALVE BLOCK,
30.2 PORT IN
Y385 10.19
30.3 10.10 10.21
30.4 10.12
10.20 TO RIGHT PRESSURIZED
Y386 200 bar

10.23
30.5 CONTROL BLOCK
3/4”
10.18 PORT T
10.16 160 bar
Not with DT912D

Only with optional
safety canopy

PORT P2
Y416
30.7 30 bar
30.8 Y417
Changing the steering angle to left during power pack tramming
30.12 10.17
30.10
TO HYDRAULIC OIL
RECEIVER, PORT T4
160 bar 30.13
Changing the steering angle to left during power pack tramming

30.9 30.11
Y415
200 bar 30.14

Pulling the steering joystick backward causes the steering angle to change
and drill rig turns left when tramming direction is forward. The further the
joystick is pulled the faster the drill rig turns.
When the operator pulls the steering joystick backward, control system
energizes the steering circuit pressurization enabler valve (30.9 / Y415)
allowing oil flow through the valve. Oil flows through the steering circuit
pressure reducing valve (30.11) to the steering circuit check valve (30.14).
From the check valve (30.14) oil flows to the port S of the power pack
tramming manifold (30) and forward to the port PS of the steering and
brake control manifold (10). Once the operator centers the steering joystick
the control system de-energizes the enabler valve (30.9) and thus cuts off
the oil supply to steering.
The pilot circuit pressure reducing valve (10.11) reduces and supplies 35
bar maximum pressure to pilot circuit and pilot control valves (10.2 and
10.3). Pilot control valves are electro-proportional pressure reducing valves
which supply the reduced pressure from the pilot line to main spool (10.1).
valve (10.22) and the main spool to working port B and allows the oil to flow
to the working port B. Working port B maximum pressure is limited to 190
bars by a shock/anti-cavitation valve (10.7).
signal of working line B is copied to the load sensing line by the copy spool
matches with the load pressure in working line B. The copy spool is
The pressure in the load sensing line reaches also the spring chamber of
the steering circuit priority valve (10.10) causing it to close proportional to
sensing line.
From the working port B the oil flows to the piston rod side of left steering
cylinder (11), causing it to retract and to the piston side of the right steering
cylinder (12), causing it to extend. The returning oil from the piston side of
the left steering cylinder and the piston rod side of the right steering
cylinder flows to the working port A of steering and brake control manifold,
From the tank connection the returning oil flows to the hydraulic oil receiver
port T4. The steering cylinders move and the steering angle changes as
long as the steering joystick is pulled backward. Centering the steering

remains unchanged.
4.6.4 Operation of brake circuit


10.4 10.5
78 (180)
10.6 190 bar
10 21
LEFT 13 21.3
Option, only with 190 bar
articulation locking 10.7 21.4
29
Y187A
21.2
10.1
RIGHT
10.3
Option, only with
12 Y187B
21.1
14 10.22 21.5
10.2
200 bar
10.11 35 bar 10.8
220 bar
To carrier/sub selection valve, port 2
Only with power pack (SUB option for DT922i)
tramming, from 10.9 Only DT912D To OA-cooler fan control block, port V1
power pack tramming
Service brake circuit free circulation
valve, port S To left perc/feed pump check valve block,

port IN
COLLECTOR, PORT 4
10.19 10.10 10.21
10.12
TO LEFT PRESSURIZED OIL
Only DT912D To right pressurized
1/2”
oil collector, port 1
10.20
Service brake circuit free circulation

10.13 28
10.23
3/4”(DT912D)
200 bar 100 bar
10.18
1/2”
160 bar
Only with power pack tramming

10.16 10.14

Without power pack tramming
Only with optional
safety canopy
10.15
Not with DT912D
7 10.17
7.1 7.2
8
8.1 8.2
The brake pump (7.2) delivers oil to port PB of steering and brake control
manifold (10). Oil flows through the manifold to port CV. The brake circuit
main pressure relief valve (10.8) is located between the ports PB and CV
and its purpose is to limit the maximum pressure of service brake circuit to
200 bar. From the port CV oil continues to flow to the port P of the
accumulator charging valve (21). During the free circulation the pressures
in both brake accumulators (22 and 23) are between the 135 and 160 bar
and the control valve (21.2) has changed its position. The changed position
of control valve (21.2) allows also the priority valve (21.1) to change its
position and the oil flow is guided to the secondary circuit and port S. From
the port S oil returns to the steering and brake control manifold’s port CR.
Oil continues to flow through the brake circuit retarder valve (10.17) and
onward to port AC. From the port AC oil flows to HVAC (28) control block
port P2. Inside the HVAC control block oil flows from port P2 to port A.
From HVAC control block oil flows to air condition hydraulic motor (29) and
its port P. From the hydraulic motor port T oil flows via pressurized return
collector to oil cooler and onward back to hydraulic oil receiver.

80 (180)
16 17
16.1 17.1
16.3 17.3
15 15.1
15.2
25 24.4 24.3
18 24.1
TO UNPRESSURIZED 24
RETURN COLLECTOR,
PORT 1 19
20
24.2
26 27
Service brake accumulator charging and braking

Service brake accumulator charging and braking
TO UNPRESSURIZED 21.3
FROM HYDROSTATIC
TRANSMISSION PUMP,
PORT M3
TO UNPRESSURIZED
RETURN COLLECTOR,
PORT 5
RETURN COLLECTOR,
21
PORT 6 22 23
21.4
135 -
160 bar
FROM STEERING AND

21.2
BRAKE CONTROL
MANIFOLD, PORT CV
21.1 21.5
TO STEERING AND
BRAKE CONTROL
MANIFOLD, PORT CR
The hydraulic system begins to charge the service brake accumulators

when their pressure level drops down below 135 bars. The main function of
the accumulator charging valve (21) is to maintain 135-160 bar pressure in
the service brake accumulators (22 and 23).
The brake pump (7.2) supplies oil to accumulator charging valve port P via
ports PB and CV of the steering and brake control manifold (10). If the
pressure level in the brake accumulators decreases below 135 bars the
control valve (21.2) changes its position and pilots the priority valve (21.1).
The piloted priority valve (21.1) also changes its position and directs the oil
flow through the check valve (21.5) and isolation valves (21.3 and 21.4) to
ports A1 and A2 of the accumulator charging valve.
From port A1 oil flows to rear service brake circuit divider block (19) and
from there to rear circuit brake service accumulator (22). From port A2 oil
flows to front service brake circuit divider block (20) and from there to front
circuit brake service accumulator (23). The pressure accumulators will be
charged until the pressure reaches 160 bars. After that the valves (21.1 and
21.2) change their positions back to states where they were before
accumulator pressure dropped under 135 bars and the operation of the
system returns to free circulation.
When the dual circuit brake pedal (15) is pressed, oil flows from the
pressure accumulators to the brake pedal’s ports P1 and P2 and through
the pressure reducing / relieving valves (15.1 and 15.2). Oil continues to
flow from brake pedal ports F1 and F2 to the rear service brake cylinders
(17.3) and to front service brake cylinders (16.3). The pressure also
reaches the connecting block of brake pressure measurement block (18).
The control pressure level of the pressure reducing / relieving valves (15.1
and 15.2) is directly proportional to the change of pedal angle. The greater
the change of the angle, the higher the control pressure level and the
braking force. The maximum control pressure to service brake lines is 80
bars +/- 5 bars.
The purpose of service brake accumulators is (22 and 23) is to ensure the
sufficient amount of oil for brake pedal operation. The pressure sensors (25
and 26) monitor the pressure levels of the accumulators. If the pressure
level in either of the accumulators drops down below 110 bars a notice
popup is shown on GUI. If the accumulator pressure level drops down to 75
bar in either of the accumulators a warning light will turn on, tramming
forced stop is activated and an alarm message is shown on GUI. In
tramming forced stop, machine’s hydrostatic transmission is forced to
neutral, an alarm sound is given in the cabin, interlock popup is displayed
and the spring applied brakes are engaged latest after four seconds delay.

16 17
82 (180)
16.1 17.1
16.3 17.3
15 15.1
15.2 24.4 24.3

24.1
24 -B225P
25 M6 5.60 bar
3
24.2
19 20 18
TO UNPRESSURIZED
RETURN COLLECTOR,
TO UNPRESSURIZED
PORT 1 26 27 RETURN COLLECTOR,
Operation of spring applied brakes
PORT 5
,
1.11.1 1.11.2
Operation of spring applied brakes

1.11 125 µm
1
TO UNPRESSURIZED 21.3 21
RETURN COLLECTOR,

PORT 6 22 23
21.4 480 bar 480 bar +28 bar
135 -
160 bar
FROM STEERING AND

21.2 1.7
BRAKE CONTROL
MANIFOLD, PORT CV
1.10
2 1.1
89/24 cm³
1.2 1.9
165/34 cm³ 480 bar + 28 bar
21.1 21.5
TO STEERING AND 28 bar
BRAKE CONTROL
MANIFOLD, PORT CR 1.3 1.5
1.4 1.8
1.6
480 bar
The spring applied brake circuit receives oil from the hydrostatic
transmission circuit. The oil supplied by the charge pump (1.2) of the
hydrostatic transmission pump (1). From the charge pump oil flows to
transmission pump’s port F. From there oil continues to flow to HST charge
pressure filter (3) and its port IN. Oil flows out of the filter from port OUT
and returns to transmission pump’s port E. Oil reaches also the charge
pressure relief valve (1.5) which limits the maximum pressure of the charge
pressure circuit to 28 bars.
Oil continues to flow out of port M3 of transmission pump (1) and to park
brake manifold’s (24) port P. The releasing of the spring applied brakes is
controlled by two control valves one for front axle (24.1) and one for the
rear axle (24.2). While uncontrolled the valves block the connection
between port P and the spring applied brake cylinders (16.2 and 17.2). In
uncontrolled position the cylinders (16.2 and 17.2) are connected to the
tank line via ports A and B of the park brake manifold (24) and the brakes
remain applied by the springs. When the control valves (24.1 and 24.2) are
activated the oil passes from the port P via control valves to ports A and B.
From the port A oil flows to connections P1 of the front axle. Oil enters the
piston rod side chambers of the front parking brake cylinders (16.2). The oil
pressure pushes the springs and releases the spring applied brakes of the
front axle. From the port B oil flows to connections P1 of the rear axle. Oil
enters the piston rod side chambers of the rear parking brake cylinders
(17.2). The oil pressure pushes the springs and releases the spring applied
brakes of the rear axle. Pressure sensors (24.3 and 24.4) are used for
monitoring the pressures of spring applied brakes. After the spring applied
brakes are released, the pressure levels should be 21-35 bars, otherwise a
notice is given on GUI. Also the pressure difference between the front and
rear axles must stay under 5 bars, if not a notice is given on GUI. When the
spring applied brakes are engaged again by the control valves (24.1 and
24.2), the pressure sensors monitor that pressure drops below 5 bar in both
working lines A and B, if not an alarm is given.
4.6.5 Operation of retarder circuit
Both the steering and the brake circuits have retarder function and the
valves for controlling the hydraulic retarder. The purpose of the retarders is
to generate the extra load for hydrostatic transmission from steering and
brake hydraulics, to make the tramming downhill easier and to prevent
diesel engine from overrun. Retarder function has two control principles
which are the maximum rpm limit and the rpm difference monitoring. In
maximum rpm limit the retarder is activated immediately if diesel engine
rpm is higher than set by the parameter and deactivated when diesel
engine rpm is lower than the parameter for a certain amount of time. In rpm
difference monitoring the retarder is activated when diesel engine rpm is
higher than the request for a time set by the parameter. The retarder is
deactivated when the diesel engine rpm is lower than request for time set
by parameter. Both steering and brake circuit retarders are activated
simultaneously.

10.4 10.5
84 (180)
190 bar
10
10.6
190 bar
10.7
Option, only with
10.1 Y187A

PORT P
12 Y187B
14 10.22
10.2


200 bar
10.11 35 bar 10.8 CONTROL BLOCK, PORT V1
FROM POWER PACK
3/4”
TRAMMING VALVE, PORT S Only with power pack tramming

220 bar
CHECK VALVE BLOCK,
PORT IN
10.10
Operation of steering circuit retarders
10.19 10.21
10.12
10.20
3/4”(DT912D)
1/2”
10.13 10.23
Operation of steering circuit retarders

10.18 CONTROL BLOCK
200 bar PORT T
1/2”
10.16 160 bar

Not with DT912D
Only with optional

safety canopy

FROM SERVICE BRAKES
7 10.17
7.1 7.2
8
8.1 8.2
Steering circuit retarder activation is controlled with control valve (10.13).

manifold (10). Energizing the control valve (10.13) opens the flow path and
restricted oil flow begins to flow through the orifice (10.19) and the control
valve (10.13). Oil flow reaches the spring chamber of priority valve (10.10)
and the inlet port of steering circuit retarder pressure relief valve (10.14).
The pressure relief valve (10.14) limits the pressure in load sensing line
and the spring chamber of priority valve. The 10 bar spring pressure of the
priority valve together with hydraulic pressure partially close the priority
valve. Partial closing down of the priority valve raises the pressure level in
steering circuit main line and at the steering pump (7.1) to 200 bar. The
increasing pressure level loads the hydrostatic transmission and the diesel
engine preventing them from overrun. Excess oil flow passes through the
priority valve (10.10) and steering circuit free circulation cut-off valve
(10.12) to tank connection T. From the tank connection oil flows back to the
hydraulic oil receiver (8). The steering angle can be changed normally to
the left and to right although the steering circuit retarder is active.

10.4 10.5
86 (180)
190 bar
10
10.6
LEFT 13
Option, only with
articulation locking 190 bar
10.7
10.1 Y187A
RIGHT Option, only with

10.3
12 Y187B
14 10.22
10.2
Only with powerpack tramming,

From powerpack tramming valve, Only with SUB TO CARRIER/SUB
port S Option for DT922i SELECTION VALVE, PORT 2
19 Only with DT912D TO OA-COOLER FAN

10.11 10.8 200 bar
20 CONTROL BLOCK, PORT V1
3/4”
220 bar
B963P B962P
27 10.9 TO LEFT PERC/FEED PUMP
CHECK VALVE BLOCK,
Operation of brake circuit retarders
26 PORT IN
10.19 10.10 10.21
TO UNPRESSURIZED
RETURN COLLECTOR, PORT 6
10.12
Operation of brake circuit retarders

10.13
3/4”(DT912D)
1/2”
21.3 21 10.20 10.23
200 bar FROM AIR CONDITIONING
160 bar
10.18 CONTROL BLOCK
21.4 PORT T
1/2”
10.16

Not with DT912D
Only with optional

safety canopy

65 bar 65 bar 10.15
PORT P2
22 23
7
21.1 21.5
10.17
7.1 7.2
8
8.1 8.2
Brake circuit retarder activation is controlled with the brake circuit retarder
control valve (10.16). The activation of control valve (10.16) connects the
spring chamber of brake circuit retarder valve (10.17) with the brake circuit
retarder pressure relief valve (10.15). The purpose of pressure relief valve
(10.15) is to limit the hydraulic pressure in spring chamber of valve (10.17).
Simultaneously the connection between the tank line and the spring
chamber of retarder valve (10.17) is closed. The part of incoming oil flow to
valve (10.17) internally enters to the spring chamber via the small orifice.
The oil pressure in spring chamber together with the 5 bar spring of the
valve (10.17) partially closes the valve and causes the main pressure to
rise to a level of 160 bar. The increasing pressure level loads the diesel
engine preventing it from overrun.
While the brake retarder is active the brake pump (7.2) normally delivers oil
to port PB of the steering and brake control manifold (10). Oil flows through
the manifold to port CV. From the port CV oil continues to flow to the port P
of the accumulator charging valve (21). The active brake retarder generates
back-pressure to the port S of the accumulator charging valve. The back-
pressure generated in port S is the same or little higher than the normal
160 bar cut-out pressure of accumulator charging. This causes the priority
valve (21.1) and the control valve (21.2) to change their positions. Main oil
flow is guided to port S of the accumulator charging valve (21). Due to the
back-pressure in port S, the accumulators are constantly charged with the
port S pressure as long as the retarder is active. From the port S oil returns
to port CR of the steering and brake control manifold (10). After the port CR
oil reaches the brake circuit retarder valve (10.17) which is partially closed
due to pressure in its spring chamber. The oil flow passes through the
brake retarder valve (10.17) and continues to the port AC. From the port
AC oil continues to flow to HVAC control block port P2. From there on oil
flows to port A and again via the hydraulic motor of air condition unit to
pressurized return collector and to oil cooler and finally back to the
hydraulic oil receiver (8).
4.7 Adjustments in steering and brake circuits

4.7.1 Measuring equipment and tools
The following pressure gauges (damped design) and tools are needed:
• a pressure gauge rated up to 250 bar
• a pressure gauge rated up to 40 bar
• adequate selection of fork and Allen wrenches
4.7.2 Measuring points
Measuring Pressure
Description Size
point gauge
MPS Steering supply pressure G1/4 – M16x2 250 bar
MX Steering pilot pressure G1/4 – M16x2 40 bar
Steering load sensing
MLS G1/4 – M16x2 250 bar
pressure

Measuring Pressure
Description Size
point gauge
MBC Secondary circuit pressure G1/4 – M16x2 250 bar
MPB Brake supply pressure G1/4 – M16x2 250 bar
MCR Brake line pressure G1/4 – M16x2 250 bar
MAC Brake outlet pressure G1/4 – M16x2 250 bar
Measuring points in steering and brake control manifold (10)
4.7.3 Before adjustments
Y209
DD-, DL-, DT-, and DU-rigs
1 High pressure washer switch
Y209 1
DS-rigs
1 High pressure washer switch
If the machine is equipped with the high pressure washer, the electrical
connector Y209 from the high pressure washer control block’s solenoid
valve needs to be unplugged before performing any adjustments. After the

adjustments the electrical connector Y209 needs to be plugged back to

high pressure washer control block’s solenoid valve.
4.7.4 Adjusting steering circuit main pressure relief valve (10.9)
The adjusting procedure needs to be done with the maximum diesel engine
rpm.
1. Attach 250 bar pressure gauge to the measuring connector MPS.
10.9
10.23
MPS
2. Loosen the locking nut from steering circuit main pressure relief valve
(10.9) and turn the adjusting screw counterclockwise fully open.
3. Start the diesel engine.
4. Push the pressurizing stud (10.23) and turn it counterclockwise to
release the stud to up position to pressurize the carrier hydraulics.
5. Apply shortly the maximum diesel engine rpm.
6. Turn the adjusting screw of the valve (10.9) clockwise until the reading
in pressure gauge is 220 bars.
7. Tighten the locking nut of the valve (10.9).
8. Return the diesel engine rpm to idle.
9. Push the pressurizing stud (10.23) and turn it clockwise to lock the stud
to down position. Check from the pressure gauge that the pressure level
drops to free circulation level (less than 30 bars).
10. Shut down the engine.
11. Remove the pressure gauge from the measuring connector MPS.

4.7.5 Adjusting steering circuit pilot pressure reducing valve (10.11)

rpm.
1. Replace the plug in measuring connection MX with the measuring
connector G1/4 - M16x2.
MX 10.11
10.23
2. Attach 40 bar pressure gauge to the measuring connector MX.

3. Loosen the locking nut of the pilot circuit pressure reducing valve
(10.11) and turn the adjusting screw counterclockwise fully open.
5. Push the pressurizing stud (10.23) and turn it counterclockwise to
release the stud to up position to pressurize the carrier hydraulics.
9. Return the diesel engine rpm to idle and shut down the engine after
idling.
10. Push the pressurizing stud (10.23) and turn it clockwise to lock the stud
to down position.
11. Remove the pressure gauge from the measuring connector MX.

4.7.6 Adjusting steering circuit retarder pressure relief valve (10.14)

Make sure before the adjustment that the steering circuit main pressure
relief valve (10.9) is correctly adjusted. The adjusting procedure needs to
be done with the maximum diesel engine rpm.
1. Unplug the electrical connectors of both the steering circuit retarder
control valve (10.13/Y343) and the carrier functions pressurization
control valve (10.18/Y167).
10.14 10.18 Y167 10.13 Y343 MPS
2. Connect the electrical connector Y167 to the solenoid of the valve

(10.13), leave the connector Y343 unplugged.
3. Attach 250 bar pressure gauge to the measuring connector MPS.
4. Loosen the locking nut of the steering circuit retarder pressure relief
valve (10.14) and turn the adjusting screw counterclockwise fully open.
6. Run the boom zoom function backwards to activate electrical connector
Y167. Run the function until the adjustment of the pressure relief valve
(10.14) is locked.
10. Release the boom zoom function.
idling.
12. Remove the pressure gauge from the measuring connector MPS.
13. Unplug the electrical connector Y167 from the valve (10.13) and return
the electrical connectors back to their original positions - connector
Y343 to valve (10.13) and connector Y167 to valve (10.18).

4.7.7 Adjusting brake circuit main pressure relief valve (10.8)

rpm.
1. Unplug the electrical connectors of the brake circuit retarder control
valve (10.16/Y344) and the carrier functions pressurization control valve
(10.18/Y167).
10.8
MPB
10.18 Y167 MCR 10.16 Y344 10.15
2. Connect the electrical connector Y167 to the solenoid of the valve

(10.16), leave the connector Y344 unplugged.
3. Attach 250 bar pressure gauge to the measuring connector MPB and
another 250 bar pressure gauge to measuring connector MCR.
4. Loosen the locking nuts from brake circuit main pressure relief valve
(10.8) and brake circuit retarder pressure relief valve (10.15).
Y167. Run the function until the adjustment of the pressure relief valves
(10.8 and 10.15) are locked.

8. Turn the adjusting screw of the valve (10.8) fully clockwise but
simultaneously strictly observe that the reading in pressure gauge
connected to MPB does not exceed 205 bars.
If the pressure tends to exceed 205 bars, use brake circuit retarder
pressure relief valve (10.15) to reduce the pressure to be able to turn
the adjusting screw of valve (10.8) fully closed.
9. Turn the adjusting screw of the valve (10.15) until the reading in
pressure gauge connected to MCR is 210 bars.
Note! The maximum pressure level allowed to brake accumulators is 210
bars so it must never be exceeded.
10. Turn the adjusting screw of the valve (10.8) counterclockwise until the
reading in pressure gauge connected to MPB drops to 200 bars.
12. Turn the adjusting screw of the valve (10.15) until the reading in
pressure gauge connected to MCR is 160 bars.
idling.
16. Remove the pressure gauges from the measuring connectors MPB and
MCR.

4.7.8 Adjusting brake circuit retarder pressure relief valve (10.15)

Make sure before the adjustment that the brake circuit main pressure relief
valve (10.8) is correctly adjusted. The adjusting procedure needs to be
done with the maximum diesel engine rpm.
1. Unplug the electrical connectors of the brake circuit retarder control
valve (10.16/Y344) and the carrier functions pressurization control valve
(10.18/Y167).
10.18 Y167 MCR 10.16 Y344 10.15
2. Connect the electrical connector Y167 to the solenoid of brake circuit

retarder control valve (10.16), leave the connector Y344 unplugged.
3. Attach 250 bar pressure gauge to the measuring connector MCR.
4. Loosen the locking nut of the valve (10.15) and turn the adjusting screw
counterclockwise fully open.
Y167. Run the function until the adjustment of the pressure relief valve
(10.15) is locked.
in pressure gauge connected to MCR is 160 bars.

idling.
12. Remove the pressure gauge from the measuring connector MCR.
4.8 Parking brake test

The functionality and holding capacity of the parking brake must be tested
daily. Machine failing the test indicates failure in the brake system. The
cause of failure must be repaired immediately.
Parking brake test is done with diesel engine at an operating temperature,
machine wheels on the ground and to both tramming directions. Test must
be performed in an area with sufficient space and on a level surface.
The functions and views mentioned in the following procedure are
illustrated in the sections:
• Tramming panel B
• Tramming controls
1. Push down the parking brake button to apply the parking brake, if not
applied.
3. Select slow speed.
4. Select tramming direction forward and keep the direction button pushed
down. Brake test mode activates after three seconds.
5. Keep the direction button pushed down and press the accelerator pedal
slowly all the way down.
The machine must not move.
6. Release the accelerator pedal.
7. Release tramming direction button.
8. Select tramming direction backward and keep the direction button
pushed down. Brake test mode activates after three seconds.
9. Do steps from 5 and 7.

4.9 Service brake test

The functionality and holding capacity of the service brake must be tested
daily. Machine failing the test indicates failure in the brake system. The
cause of failure must be repaired immediately.
Service brake test is done with diesel engine at an operating temperature,
machine wheels on the ground and to both tramming directions. Test must
be performed in an area with sufficient space and on a level surface.
The functions and views mentioned in the following procedure are
illustrated in the sections:
• Tramming panel B
• Tramming controls
1. Press the brake pedal and keep it pressed down.
3. Pull up the parking brake button to release the parking brake, if applied.
5. Select tramming direction forward and keep the direction button pushed
down. Brake test mode activates after three seconds.
6. Keep the direction button pushed down and press the accelerator pedal
slowly all the way down.
The machine must not move.
7. Release the accelerator pedal.
8. Release tramming direction button.
9. Select tramming direction backward and keep the direction button
pushed down. Brake test mode activates after three seconds.
10. Do steps from 6 and 8.

5 OPERATOR'S MAINTENANCE PROCEDURES

5.1 Carrier C400/C900
5.1.1 Checking the tire condition, tire pressure (air filled tires), and nut tightness
DANGER
FLYING MATERIAL HAZARD!
An accident or false working methods could result in loose rim parts.
The loose rim parts will be ejected under pressure and will cause
death or serious injury.
Follow the safety precautions.
Do not attempt to repair disc wheel assembly parts. Replace them
with new parts of the same size, type, and make. Ensure that all tire
and rim parts are undamaged and correctly assembled before
inflating the tires.
DANGER
TIRE EXPLOSION HAZARD!
In the event of tire explosion, the resulting power shock and ejected
tire/tool debris will cause death or severe injury.
In addition to tire failure, also improper operation or servicing may
result in tire explosion. Read and follow the instructions given in this
manual to avoid tire explosion.
• Always use restraining devices (safety cage or similar protective

enclosure) when inflating tires.
• Never stand in front of the assembly while inflating the tire. Use an
extended hose that allows you to stand to the side.
• Do not exceed the tire manufacturer's recommended maximum
pressure.

• Unauthorized people are not allowed in the vicinity of the wheel during
the tire is being inflated.
• Always check after pressurization that the tire sits on the rim correctly
before removing the wheel from the cage.
• See separate instructions in the manual Tire change and rim inspection.
Checking the tire condition
Check that the tires are undamaged and properly mounted.
When the tire damage is detected early enough, it may be possible to
repair the tire, which increases its service life, or remove the need to
replace the tire in difficult conditions.
Checking the tire pressure
RISK OF TIRE DAMAGE!

Use of lower tire pressure than presented below may lead to
NOTICE premature tire wear and possible tire damage.
Check the pressure of all air filled tires regularly. Use the correct tire
pressure specified for the machine.
Note! Checking the tire pressure does not apply to foam filled tires.
Check the pressure of the tires using a pressure gauge. Ensure that the
protective caps are reinstalled on the valve stems after pressure checks
and filling procedures have been performed.
The correct tire filling pressures are:
Carrier Front wheels Rear wheels Wheel size

DC302R
2,5 bar 2,5 bar 11.5/80 - 15.3
• DB120
NC5
10 bar 10 bar 12.00 - 20
• DL311 / DL321
NC7
• DD320S
• DD321 / DD411 / DT621 10 bar 10 bar 12.00 - 20
• DL411 / DL431
• DS421
NC7 12.00 - 20
10 bar 10 bar 14.00 - 20 (with RSH
• DS411
boom)
NC7W
8 bar 8 bar
• DD421 / DT721 10 bar (optional with 10 bar (optional with 14.00 - 24
• DL421 Bridgestone tires) Bridgestone tires)


TC7
• DD410 / DD420
10 bar 10 bar 12.00 - 20
• DL410 / DL420 / DL430
• DS410 / DS420
TC8
• DD511 / DD531
10 bar 10 bar 14.00 - 24
• DS511
• DT820 / DT821
TC10-12
• DT112x - DT123x
10 bar 10 bar 14.00 - 24
• DT112xi - DT123xi
• DT1131-JP / DT1131-SC
C400
8 bar 8 bar
• DD422i 10 bar (DD422i, op- 10 bar (DD422i, op- 14.00 - 24
• DD422iE tional with Bridge- tional with Bridge-
stone tires) stone tires)
• DU412i
C400
• DL422iE
• DL432i
• DS412i 10 bar 10 bar 14.00 - 24
• DS412iE
• DS412i-R
• DS422i
C900
• DS512i 14.00 - 24
10 bar 10 bar 17.50 - 25 (with
• DT922i
TRH/SRH option)
• DT923i
C900DH
8 bar 8 bar 14.00 - 24
• DT912D
C1000
10 bar 10 bar 14.00 - 24
• DT1132i

Checking the tire nut tightness
WARNING! CRUSHING HAZARD!

Loose tire nuts will cause a tire to fall off, which will result in
uncontrolled machine movements. Uncontrolled machine
movements could cause death or severe injury.
Do not use the machine unless all the nuts are in place and correctly
fastened.
Check the tightening torque of the nuts (lubricated). The tightening torques
are:

DC302R
300 Nm 300 Nm 11.5/80 - 15.3
• DB120
NC5
630 Nm 630 Nm 12.00 - 20
• DL311 / DL321
NC7
• DD320S
• DD321 / DD411 / DT621 740 Nm 740 Nm 12.00 - 20
• DL411 / DL431
• DS421
NC7 12.00 - 20
630 Nm 630 Nm
• DS411 14.00 - 20 (with RSH boom)
NC7W
• DD421 / DT721 740 Nm 740 Nm 14.00 - 24
• DL421
TC7
• DD410 / DD420
630 Nm 630 Nm 12.00 - 20
• DL410 / DL420 / DL430
• DS410 / DS420
TC8
• DD511 / DD531
740 Nm 740 Nm 14.00 - 24
• DS511
• DT820 / DT821


TC10-12
• DT112x - DT123x
550 Nm 740 Nm 14.00 - 24
• DT112xi - DT123xi
• DT1131-JP / DT1131-SC
C400
• DD422i
• DD422iE
• DL422iE
• DL432i
740 Nm 740 Nm 14.00 - 24
• DS412i
• DS412iE
• DS412i-R
• DS422i
• DU412i
C900
• DS512i 14.00 - 24
740 Nm 740 Nm
• DT922i 17.50 - 25 (with TRH/SRH option)
• DT923i
C900DH
740 Nm 740 Nm 14.00 - 24
• DT912D
C1000
550 Nm 740 Nm 14.00 - 24
• DT1132i
5.2 Diesel engine Cummins

5.2.1 General inspection of the engine
1. Check the air intake lines, the charge-air lines and crankcase breather
tube.
2. Check the aftertreatment system for debris.
3. Check for any oil or coolant leaks.
4. Check the fastening of engine components and auxiliary devices.
5. Visually check the rest of the engine.
Refer to the maintenance instructions or the engine operating instructions
for more information.

5.2.2 Cleaning the air filter pre-cleaner
1. Squeeze the valve (1) until it

opens to clean the dust ejection
valve.
This may have to be performed
multiple times depending on the 1
severity of dust or debris found in the
valve. If debris is not able to be
purged from the valve, remove the
valve and clean out by hand.
2. Visually check the condition of the dust ejection valve.

Damaged valve must be replaced.
5.2.3 Checking the fuel level
1. Read the fuel level from the tramming display.

2. Fill the tank with suitable diesel fuel each day at the end of the shift.
This prevents condensation in the tank.
5.2.4 Checking the DEF/AdBlue level
Refill the DEF tank every time the fuel tank is refilled in order to ensure the
operation of the aftertreatment system.
1. Check the DEF/AdBlue® amount from the tramming display.

Note! The indicator appears on the control system display, if the DEF/
AdBlue® fluid level decreases below defined level.
2. Add DEF/AdBlue® solution to tank, if necessary. Refer to section Filling
the DEF tank.
Related information
Filling the DEF tank (Page 172)

5.2.5 Checking the engine oil level
RISK OF ENGINE DAMAGE!

Too low or too high oil level can damage the engine.
NOTICE Never operate the engine with oil level below the MIN mark or above
the MAX mark.
1. The engine must be level when checking the oil level to make sure the
measurement is correct.
2. Engage the parking brake and shut off the engine for an accurate
reading. Wait at least 15 minutes after shutting off the engine to check
the oil level.
3. Check the oil level from the
dipstick (1). The oil level must
be between the MIN and MAX
marks.
2 1
4. If the oil level is too low, add oil through the filler opening (2) up to the
MAX mark on the dipstick.
5.2.6 Draining water from the fuel filter

The alarm pop-up will appear on the screen when too much water has been
collected in the fuel filter.
1. Place a receptacle under the filter.
2. Open the drain valve (1).
3. Wait until all water has come out.

4. Close the drain valve (1).

5.2.7 Checking the coolant level
WARNING
SPLASHING HAZARD!
Explosive release of fluids from pressurized cooling system could
cause serious burns.
Shut off engine. Only remove filler cap when cool enough to touch
with bare hands. Slowly loosen cap to first stop to relieve pressure
before removing completely. Always wear safety gloves and safety
glasses when adding coolant.
RISK OF PROPERTY DAMAGE!

Coolant added to the engine must be mixed with the correct
NOTICE proportions of antifreeze, supplemental coolant additive, and water
to avoid engine damage.
Use a mixture of 50-percent water and 50-percent ethylene glycol or

propylene glycol-base antifreeze to protect the engine to -32 °C [-25 °F]
year-around. Antifreeze is essential in every climate. It broadens the
operating temperature by lowering the coolant freezing point and by raising
its boiling point. The corrosion inhibitors also protect the cooling system
components from corrosion and provides longer component life.
1. Switch the engine off and allow the system to cool.
2. Check the coolant level on the expansion tank sight glasses.

The coolant level must be between the "MIN" and "MAX" sight glass. If
the level is below the "MIN" sight glass, coolant must be added. Do not
overfill.

6 PERIODIC MAINTENANCE PROCEDURES

6.1 Carrier C400/C900
6.1.1 Machine greasing points
Use a grease gun with recommended grease.
WARNING! FIRE HAZARD!

Accumulated grease or oil on the carrier is a fire hazard. A fire could
Remove debris any time a significant quantity oil or grease is spilled
on the carrier.
Lubricate the propeller shaft fittings. All drive line sections are furnished
with grease nipples on universal joints and telescopic sections. Lubrication
must be done carefully to avoid damage of the seals.
Greasing points:
• Propeller shaft fittings
• Seat hinge pins
• Transmission
• Center hinge
• Support bearings
• Rear oscillation
• Cable reel hinges
• Switchgear hinges
• Steering cylinder pins
• Cabin lifting/tilting device (optional)
6.1.2 Checking the planetary gear oil level
1. Rotate the wheel hub so that the center point of the oil filling opening is
at the same horizontal level than the center point of the axle.
2. Remove the inspection and
filling plug (1).

3. Check the oil level. The oil level must be at the lower level of the filling
opening.
4. Add oil if necessary. Allow the oil to settle for a few minutes. There is
enough oil when a drop of oil comes out of the opening during filling.
5. Reinstall the inspection and filling plug.
6.1.3 Checking the differential gear oil level
1. Set the axle in horizontal position.

2. Clean the breather (1).
3. Remove the inspection and filling plug (2).

4. Check the oil level. The oil level must be at the bottom of the inspection
and filling plug.
5. Add oil if necessary. Allow the oil to settle for a few minutes.
6. Reinstall the inspection and filling plug.

6.1.4 Checking the tightness of boom support bolts
DANGER
CRUSHING HAZARD!
Unexpected boom movement will cause death or severe injury.
Boom support fixing bolts may break down and boom support with
boom(s) may fall down if the bolts' tightness is not regularly
inspected.

B B

1 Boom support mounting bolts (40 pcs)
1. Check the tightness of the boom support mounting bolts.

2. Tighten the bolts, if needed.
A Without grease to torque 1100Nm

B Using torque wrench with MoS2 to torque 1100Nm
3. Replace all missing, slackened or stretched bolts immediately with new
ones.
6.1.5 Checking the gas pre-charge pressure of the brake accumulators
4
2
1
3
2
1
The gas pre-charge pressure should be about 65 bar.

1. Release the oil pressure from the brake accumulators according to
instructions in section Releasing the oil pressure from the brake
accumulators.
2. Remove the cap (1 or 2).
3. Install the pressure gauge to the filling valve (3).
4. Open the locking nut (4).
5. Read the result from the pressure gauge display.

6. Close the locking nut (4).

7. Remove the pressure gauge from the filling valve (3) and reinstall the
cap (1 or 2).
Related information
Releasing the oil pressure from the brake accumulators (Page 110)
6.1.6 Releasing the oil pressure from the brake accumulators

2. Turn the ignition switch to position 1.
3. Press the brake pedal several times.
4. Check that brake pressure gauges in the tramming display show 0 bar.
Note! The system may still be pressurized even when the brake pressure
gauges show 0 bar.

6.1.7 Filling the gas pre-charge pressure for the brake accumulators
WARNING
EXPLOSION HAZARD!
An accumulator filled with wrong type of gas could explode and
Use only nitrogen (N2) to fill a pressure accumulator.
WARNING
RISK OF EXPLOSION!
A pressure accumulator repaired in a faulty manner can explode and
could cause death or severe injury.
Repairing a pressure accumulator by welding or in any other faulty
manner is strictly prohibited. Replace a faulty pressure accumulator
with a new one.
WARNING
HIGH PRESSURE HAZARD!
Breakage of the accumulator when filling a damaged or worn
accumulator could cause death or severe injury.
Do not fill an unchecked or too worn accumulator.
9 7 6 5 4 2 1
10 3
N2 8
1 Filling valve 2 Locking nut

3 Cap 4 Quick coupling stem
5 Quick coupling sleeve 6 Accumulator pressure
gauge
7 Gas bottle pressure gauge 8 Pressure regulating valve
9 Shut-off valve 10 Elbow adapter

If the pressure accumulators need to be filled with gas pre-charge

pressure, do the following:
1. Release the oil pressure from the brake accumulators, according to
instructions in section Releasing the oil pressure from the brake
accumulators.
2. Remove the cap (3).
3. Install the elbow adapter (10) to the filling valve (1).
4. Push the quick coupling sleeve (5) onto the stem (4).
5. Open the locking nut (2).
6. Turn the knob (8) to open the pressure regulating valve.
7. Turn the knob (9) to open the nitrogen bottle shut-off valve. The gauge
(7) indicates the pressure in the bottle.
8. Turn the knob (8) to adjust the regulating valve pressure slowly to 65
bar. Gauge (6) indicates the pressure in the accumulator.
9. Close the locking nut (2).
10. Turn the knob (9) to close the nitrogen bottle shut-off valve.
11. Turn the knob (8) to open the pressure regulating valve.
12. Disconnect the quick coupling stem (4) and sleeve (5).
13. Remove the elbow adapter (10) from the filling valve (1).
14. Tighten the locking nut (2) to torque 20 Nm.
15. Reinstall the cap (3).
16. After filling the pressure accumulators, check the brakes:
a) Engage the parking brake.
b) Select neutral gear.
c) Start the diesel engine and let it run for at least three
minutes.
d) Shut down engine.
e) Press the brake pedal all the way down at least five times
and make sure the brake pressure stays over 65 bar (check
front/rear charge pressure values from tramming display).
Related information
Releasing the oil pressure from the brake accumulators (Page 110)

6.1.8 Bleeding the brakes
WARNING
RUN OVER HAZARD!
Uncontrolled machine movement could cause death, severe injury or
property damage.
Make sure that the machine can not move unintentionally. Park the
machine on a level surface if possible. Use wheel wedges to prevent
machine movement.
Bleeding the parking brakes

For the trouble-free operation of the parking brakes it is important that the
hydraulic system is entirely free from air. Air may enter the system for
example in connection with component replacements or repairs and as a
result of possible oil leaks. The parking brake is released through hydraulic
pressure. If the system contains air, this causes the pressure to decrease
and the brake is not released properly, it will engage after a while or air
causes delays to the system. For this reason the brake circuit must be bled
after every repair operation and also at other times if malfunctions occur.
If necessary the above measures have to be carried out several times.
After bleeding check the operation of the brakes and adjust them.
Two persons are needed to carry out the following procedure.
1. Install the swing support to the other end of the rear axle.
2. Start the engine.
3. Select neutral gear.
4. Remove the rubber cover (1).
1 3 2

5. Install a flexible tube in rear axle bleeding screw (B1) and put the other
end of the tube into a receptacle.
B2 B1 B1 B2
6. Push the stud Y961 (2) to release the rear axle parking brakes and
keep the stud pushed down.
7. Have an assistant to open the bleeding screw (B1) about one turn.
8. Have an assistant to close the bleeding screw when the oil coming from
the tube is free of air.
9. Release the stud Y961 (2).
10. Remove the swing support and install it to the other end of the rear axle.
11. Do the steps 5-9 in the other end of the rear axle.
12. Remove the swing support.
13. Install the flexible tube in front axle bleeding screw (B1) and put the
other end of the tube into a receptacle.
14. Push the stud Y960 (3) to release the front axle parking brakes and
keep the stud pushed down.
15. Do the steps 7-8.
16. Release the stud Y960 (3).
17. Do the steps 13-16 in the other end of the front axle.
18. Reinstall the rubber cover (1).
If needed, bleed the service brakes at the same time, please refer to
section Bleeding the service brakes.
Note! Make sure that used oil is correctly disposed.
Related information
Bleeding the service brakes (Page 115)

Bleeding the service brakes

The service brakes must be bled if air has entered the brake system and
the braking capacity has diminished.
3. Install a flexible tube in bleeding screw (B2) and put the other end of the
tube into a receptacle.
4. Open the bleeding screw (B2) about one turn.
B2 B1 B1 B2
5. Press the brake pedal all the way down and release it.
Repeat this so many times that the oil coming from the tube is free of
air.
6. Close the bleeding screw and remove the flexible tube.
7. Remove the swing support and install it to the other end of the rear axle.
8. Do the steps 3-6 to the other end of the axle.
9. Remove the swing support.
10. Do the steps 3-6 in both ends of the front axle.
11. Stop the engine.
Do the following steps if the machine is equipped with power pack
tramming option:
12. Install the carrier joint locking bar according to instructions in section
Protective devices.
13. Start the power pack.
14. Lower the boom support.
15. Lower the boom support jacks.

16. Lower the front jacks.

17. Lower the rear jacks.
18. Extend the front jack beam.
19. Lower the front jacks first and then the rear jacks.
20. Pull up the parking brake button.
Note! Make sure that there are no persons near the wheels, when pressing
the brake pedal. If accelerator pedal is accidentally pressed, the
wheels will turn.
Note! Make sure that there are no persons near the wheels, when pressing
the brake pedal. If accelerator pedal is accidentally pressed, the
wheels will turn.
23. Do the steps 3-6 in both ends of the front axle, but leave the flexible
tube in place.
24. Push down the parking brake button.
26. Select tramming direction forward.
27. Press the accelerator pedal and release it.
air.
28. Remove the flexible tube and install it to the other end of the front axle.
29. Press the accelerator pedal and release it.
air.
30. Lift the rear jacks.
31. Lift the front jacks.
32. Lift the boom support jacks.
33. Lift the boom support.
34. Lift the rear jacks first and then the front jacks.
35. Retract the front jack beam.
36. Stop the power pack.
37. Remove the carrier joint locking bar according to instructions in section
Protective devices.
If needed, bleed the parking brakes at the same time, please refer to
section Bleeding the parking brakes.
Related information
Bleeding the parking brakes (Page 113)

6.1.9 Changing the differential gear oil

Change the oil when it is warm.
1. Clean the area around the inspection and filling plug (1) and remove the
plug.
2. Place receptacles under the drain plugs (2).

3. Remove the drain plugs (2) from the front and rear axle differential
gears.
4. Let the oil flow into the receptacles.
5. Reinstall the drain plugs (2).
6. Fill the differential gears with recommended oil. There is enough oil
when a drop of oil comes out of the opening during filling.
7. Reinstall the inspection and filling plug (1).

6.1.10 Spicer axle types 113, 114, 123, 213
WARNING
RUN OVER HAZARD!
Uncontrolled machine movement during brake disc wear check
could cause death, severe injury or property damage.
Always exercise extreme caution when going under the drill rig.
Apply parking brake and use wheel wedges to prevent the machine
movement. Make sure the machine can not be started unexpectedly.
Make sure the drill rig is on a steady and level surface. Apply the parking
brake and wheel wedges on place.
This check is recommended to be carried out when the oil in the center
gear is to be changed and must be carried out for both sides of the axle.
1. Remove the inspection plug from side of the trumpet arm, next to the
center section. The brake discs can be seen through the hole.
2. While parking brake applied, check the clearance between the reaction
plates with feeler gauge.
3. If the clearance between the reaction plate is less than 5.2 mm (0.205
in), replace the friction plates and reaction plates on the both sides of
the axle.
4. Install the inspection plug and tighten to correct tightening torque.

Brake test shall always be performed before tramming. If the brakes do not
hold during the test and the brake pressures are correct, it is likely that the
brake discs have been worn. Replace the brake discs and intermediate
discs on the both sides of the axle.
6.1.11 Checking the middle-joint bearings
Turn the steering back and forth with small movements to check the middle-
joint bearings. Check the play that may have developed in the middle-joint
bearings. If there is any play, replace the bearings.
6.1.12 Checking the oscillation axle bearings
Rear-axle oscillation allows the carrier to turn in the longitudinal direction of
the axle.
Lift the rear axle off the ground and, using small movements, check the play
that may have developed in the oscillation bearings. If there is any play,
replace the bearings.
6.1.13 Changing the transmission oil
1. Place a container under the
drain plug (1).
2. Open the drain plug (1) and drain the oil into a receptacle.
3. Close the drain plug (1).
4. Open the inspection and filling plug (2).
5. Add oil into the gearbox.
For the correct oil volume and type, please refer to section Filling
capacities.
6. Close the filling plug (2).
Related information
Filling capacities (Page 164)

6.1.14 Changing the planetary gear oil

Change the oil when it is warm.
1. Rotate the wheel hub so that the inspection and filling plug (1) points
down (left figure).
2. Place a receptacle under the plug.

3. Remove the plug.
4. Let the oil flow into the receptacle.
5. Rotate the wheel hub so that the center point of the oil filling opening is
at the same horizontal level than the center point of the axle (right
figure).
6. Fill the planetary gear with recommended oil. Allow the oil to settle for a
few minutes. There is enough oil when a drop of oil comes out of the
opening during filling.
7. Reinstall the plug.
6.1.15 Servicing the Ansul fire suppression system (optional)

Service shall be performed every 1000 hours or every 6 months (whichever
comes first).
Refer to manufacturer's instructions.

6.1.16 Checking the brake and steering pressures
F E B A
C D
Brake pressure measuring points
Checking the service brake pressure

1. Attach a pressure gauge to the front brake circuit's pressure measuring
point (A).
3. Press the service brake pedal all the way down.
4. The pressure should be 80 bars.
6. Remove the pressure gauge.
7. Attach a pressure gauge to the rear brake circuit's pressure measuring
point (B).

Checking the front axle's parking brake pressure
1 3 2
1. Attach a pressure gauge to the front axle's parking brake pressure

measuring point (C).
3. Allow the engine to idle.
4. Remove the rubber cover (1).
5. Push the stud Y960 (3) to release the front axle and keep the stud
pushed down.
6. The release pressure should be 26-28 bars.
7. Release the stud Y960 (3) and check from the pressure gauge that the
pressure decreases to 0 bar.
Checking the rear axle's parking brake pressure

1. Attach a pressure gauge to the rear axle's parking brake pressure
measuring point (D).
3. Allow the engine to idle.
4. Push the stud Y961 (2) to release the rear axle and keep the stud
pushed down.
5. The release pressure should be 26-28 bars.
6. Release the stud Y961 (2) and check from the pressure gauge that the
pressure decreases to 0 bar.


8. Reinstall the rubber cover.
Checking the charging oil pressure of the service brake accumulators

1. Attach a pressure gauge to the front brake circuit's pressure measuring
point (E).
3. The pressure should rise quickly to 135-160 bars.
6. Attach a pressure gauge to the rear brake circuit's pressure measuring
point (F).
Checking the steering pressure

The pressure must be checked when the oil is at operating temperature
and the engine is running at full speed.
2 3
1
1. Attach a pressure gauge to the steering and brake control manifold's (1)
pressure measuring point (2).
3. Push the steering stick forward or pull it backward until the articulation
reaches the extreme position.
4. The pressure level should be approximately 200 bars (maximum 220
bars).
5. If needed, adjust the main pressure relief valve (3) to decrease the
pressure level.
6. Move the steering stick until the rig is straightened.

6.2 Diesel engine Cummins

6.2.1 Checking the hoses and clamps
1. Check the diesel engine hoses and their clamps and connections.
Replace cracked and softened hoses. Tighten all loose connections.
6.2.2 Cleaning the engine coolers (radiator, charge-air, transmission)
WARNING! FLYING MATERIAL HAZARD!

Flying debris and dirt could cause severe injury.
Wear appropriate eye and face protection when using compressed
air.
2. Check that the coolers have no damaged fins, corrosion, or dirt (grease,
oil, insects, leaves, etc.).
3. Clean the coolers with a high-pressure washer. Keep the nozzle at a
safe distance and do not use too high pressure, to avoid damaging the
coolers. You can also use compressed air to clean the coolers. Do not
use over 5.5 bar pressure.

6.2.3 Checking the air filter maintenance indicator
Maintenance indicator in QSB4.5 Tier3
Maintenance indicator in QSBx.x Tier4F
1 Maintenance indicator
2 Reset button

Replace the air filter cartridge when the maintenance indicator (1) drops
from green zone to red (arrow), refer to section Replacing the air filter
cartridge. After replacing the cartridge, push the reset button (2).
Related information
Replacing the air filter cartridge (Tier3) (Page 144)
Replacing the air filter cartridge (Tier4) (Page 145)
6.2.4 Checking air intake piping
1. Visually inspect the intake piping daily for wear points and damage to
piping, loose clamps, or punctures that can damage the engine.
2. Replace damaged pipes and tighten loose clamps, as necessary, to
prevent the air system from leaking.
Torque Value: 6 Nm (AERO BG clamps) and 7 Nm (AERO HKFK
clamps).
3. Check for corrosion under the clamps and hoses of the intake system
piping. Corrosion can allow corrosive products and dirt to enter the
intake system. Disassemble and clean, as required.

6.2.5 Replacing HST charge pressure filter

1. Make sure that there is no pressure in the hydraulic system.

2. Place a receptacle under the filter housing (1).
HST charge pressure filter in QSB4.5 Tier3
HST charge pressure filter in QSBx.x Tier4F
HST charge pressure filter DT922i/DT923i

HST charge pressure filter DU412i
HST charge pressure filter DL432i
HST charge pressure filter DS422i

HST charge pressure filter DS412i-R

3. Clean the filter housing and the area around it.
4. Turn the filter housing counterclockwise to remove it.
5. Remove the filter element (2) from the filter housing.
6. Empty the filter housing into a receptacle.
7. Clean the sealing surfaces of the filter housing.

8. Apply clean oil to the sealing surfaces of the filter element and the filter
housing.
9. Place a new filter element into the filter housing.
10. Turn the filter housing clockwise to install it back to its place.
11. Tighten the filter housing.
Note! Make sure that there are no leaks when the engine is started the next
time.
Note! Make sure that the used filter element is correctly disposed.

6.2.6 Replacing the engine oil and oil filter

Change the engine oil and replace the oil filter according to interval stated
in the maintenance cards or at least once a year, whichever occurs first.
When the oil is being changed, the engine must be warm.

1. Place an oil receptacle under the oil filter.

2. Clean the oil filter (1) and the area around the filter.
2
1
4
Cummins QSB4.5 Tier3
2
1
Cummins QSBx.x Tier4F

2
1
Cummins Bx.x Stage V

3. Turn the oil filter (1) counterclockwise to remove it.
4. Empty the filter into a receptacle.
5. Clean the seal surfaces.
6. Lubricate the seal surface with clean oil.
7. Turn the new oil filter clockwise into its place by hand.
Follow the instructions of the filter manufacturer.
8. Place an oil receptacle under the oil drain hose.
9. Open the engine oil filler cap (2).
10. Open the engine oil drain plug (3) and let the oil flow into the receptacle.
11. Close the drain plug (3).
12. Add oil to the engine.
For the correct oil volume and type, please refer to section Filling
capacities.
13. Close the filler cap (2).
14. Start the diesel engine and verify that the oil pressure rises.
15. Shut down the diesel engine and check the oil level with the dipstick (4).
16. Shut down the diesel engine and check the oil level with the dipstick.
Related information

6.2.7 Replacing the fuel filters

Filling the fuel filter before installation will cause unfiltered fuel
NOTICE entering the fuel system. Unfiltered fuel could cause engine damage.
Do not fill the filter with fuel before installation.
Fuel filters in QSB4.5 Tier3
Fuel filters in QSBx.x Tier4F

Fuel filters in Bx.x Stage V
1. Place a fuel receptacle under the filter.

2. Clean the filter and area around the filter.
3. Turn the filter cartridge counterclockwise to remove it.
4. Clean the filter base sealing surfaces.
5. Lubricate the new fuel filter cartridge O-ring with clean lubricating oil.
6. Install the new filter cartridge in place.
After the filter cartridge contacts the filter base, tighten the cartridge an
additional 3/4 turn.
6.2.8 Checking the tightness and condition of the poly-V-belt
1. Check the tightness of the poly-V-belt.

2. Check the condition of the poly-V-belt.
3. If the belt is worn or otherwise in bad condition, replace it.

6.2.9 Checking the engine for leaks and general condition

• Check the engine visually for possible leaks. Slight dampness at sealing
points is acceptable.
The cause of more severe leaks must be identified and repaired
immediately.
6.2.10 Checking the piping and hoses
1. Visually check for possible leaks and general condition.

2. Check that all piping and hoses are undamaged, properly secured and
correctly positioned.
6.2.11 Checking engine cooling system

Check fluid level and corrosion inhibitor/antifreeze concentration, and
correct if necessary.
Only use service products approved by engine manufacturer.
WARNING
BURN HAZARD!
Hot and pressurized coolant could cause serious burns.
Never open the cap of the expansion tank if the coolant temperature
is over 50 °C.
Use safety gloves. Remove the cap carefully.
Before correcting the coolant level, check the corrosion inhibitor/antifreeze

concentration. When topping up, use only a pre-prepared coolant mixture
containing 50% corrosion inhibitor/antifreeze by volume.
1. Open the cap of the expansion tank carefully to allow the pressure to
drop.
2. Check the concentration of corrosion inhibitor/antifreeze with a suitable
tester. The correct concentration of corrosion inhibitor/antifreeze, that is
50% by volume, protects the system down to a temperature of -37 °C. If
a lower level of antifreeze protection is shown, correct the
concentration.
If the concentration is too low, there is a risk of corrosion/cavitation in
the cooling system.
Concentrations of more than 55% by volume should not be used, as this
is the level which affords maximum antifreeze protection (down to -45
°C), when higher concentrations adversely affect heat dissipation.
3. Check the coolant level.
The cooling system is correctly filled when the coolant has reached the
mark in the filler neck.

6.2.12 Checking the general condition of cooling and heating system

Check the general condition and look for possible leaks.
Special tool (pressure tester) required.
Note! The fluid level and corrosion inhibitor/antifreeze concentration
(correcting if necessary) must be checked first.
Note! A safety valve is incorporated into the tester to prevent the pressure
from exceeding 1.2 bar.
Compressed air valve
1. On heating systems (optional), open the regulating and cut-off valves.

2. Remove the cap from the coolant expansion tank
3. Connect up the tester.
4. Connect the compressed air hose with the tire inflation union to the
valve and allow pressure to build up to a level corresponding to the
opening pressure of the cooling system. The opening pressure of the
cooling system can be identified from the code on the cap or on the
pressure relief valve. Example: Code 70 = 0.7 bar gauge pressure.
5. Check all radiators, the coolant pump, the engine oil cooler, the engine
covers (core hole covers) and the heat exchanger for leaks.
6. Check all pipes and hoses for the cooling and heating system for
freedom from leaks and damage, correct positioning to avoid abrasion
and secure fastening in the specified manner.
7. Check the radiator for external contamination. The fins must not be
clogged with dirt.
8. Relieve pressure in the cooling and heating system at the valve on the
tester. Remove and re-attach the cap.
9. Close the heating system regulating valves.

6.2.13 Replacing the coolant

For the correct coolant volume and type, please refer to section Filling
capacities.
WARNING
BURN HAZARD!
Hot and pressurized coolant could cause serious burns.
Never open the cap of the expansion tank if the coolant temperature
is over 50 °C. Remove the cap carefully. Use safety gloves.
Note! Before replacing the coolant, check that the cooling and heating
system is in good condition and has no leaks.
Note! Cover the pipes etc below the drain plugs and place a receptacle
under the engine.
1. Position the drill rig on a level surface.
3. Let the engine cool down.

4. Open the cap (1) of the expansion tank carefully to allow the pressure to
drop and then remove the cap.
QSB4.5 Tier3
QSBx.x Tier4F

Cummins Bx.x Stage V

5. Remove the cap and open the drain valve (2).
6. When the cooling system is completely empty, close the drain valve (2)
and reinstall the cap.
Make sure that all used coolant is collected and correctly disposed.
7. Add coolant until the mark in the filler neck is reached.
The system must be filled properly to prevent air locks which may cause
serious engine damage. During filling, air must be vented from the
engine coolant passages. Wait 2 to 3 minutes to allow air to be vented;
then add mixture to bring the level to the top.
8. If the rig is equipped with a heater, turn the cabin heater mode switch to
position HEAT.
9. Turn the blower switch to position ON.
10. Start the engine (expansion tank cap (1) removed). Operate the engine
at LOW idle for 2 minutes.
12. Check the coolant level, add more coolant if necessary.
13. Start the engine (expansion tank cap (1) removed). Operate the engine
at HIGH idle until the thermostats open.
Allow the engine to idle 2 minutes before shutting it down. This allows
adequate cool down of pistons, cylinders, bearings, and turbo charger
components.
15. Fill up coolant to full level.
16. Let the engine cool down.
17. Check the cold coolant level and fill up if necessary.
18. Close the expansion tank cap (1).

For more information, refer to engine manufacturer's manual.

Related information
6.2.14 Adjusting the valve clearances

Refer to Cummins engine manual.
6.2.15 Replacing the air filter cartridge (Tier3)
from green zone to red (arrow), refer to section Checking the air filter
maintenance indicator.
1. Lift the lever (2).

2. Turn the air filter cover (3) counterclockwise and remove it.
3. Remove the air filter cartridge (4).
Note! Do not remove air filter safety cartridge.
The safety cartridge must be replaced every second time the air filter
cartridge is replaced. Check the condition of the seals and the sealing
surfaces. Replace damaged seals. The seals must be installed carefully
in their proper positions.
4. Install a new air filter cartridge (4).
5. Reinstall the air filter cover (3) and turn it clockwise.
Make sure that the dust ejection valve points downward.
6. Close the lever (2).
7. Push the maintenance indicator (1) reset button.
8. Visually check the condition of the indicator (1).
a) Check the condition and mounting of the connector and the
condition of the cable.
b) Replace the indicator if necessary.

Note! Do not clean the air filter cartridge.

Note! Do not remove the air filter safety cartridge when only replacing the
filter cartridge.
Related information
Checking the air filter maintenance indicator (Page 125)
6.2.16 Replacing the air filter cartridge (Tier4)

from green zone to red (arrow), refer to section Checking the air filter
maintenance indicator.
QSB4.5 Tier4F
QSB6.7 Tier4F
1. Open the latches (2).

2. Remove the air filter cover (3).

3. Remove the air filter cartridge (4).

Note! Do not remove air filter safety cartridge.
The safety cartridge must be replaced every second time the air filter
cartridge is replaced. Check the condition of the seals and the sealing
surfaces. Replace damaged seals. The seals must be installed carefully
in their proper positions.
5. Reinstall the air filter cover (3).
6. Close the latches (2).
filter cartridge.
Related information
Checking the air filter maintenance indicator (Page 125)

6.2.17 Replacing the air filter cartridge (Stage V)

Replace the air filter cartridge when the engine indicator light on the
tramming display goes on. Follow on-screen instructions.
1 2

2. Remove the air filter cover (2) and pull out the cartridge (3).
Note! Do not remove the air filter safety cartridge (4).
The safety cartridge (4) must be replaced every second time the air filter
cartridge (3) is replaced. Check the condition of the seals and the
sealing surfaces. Replace damaged seals. The seals must be installed
carefully in their proper positions.
4. Reinstall the air filter cover and fasten the filter back to its place.
filter cartridge.

6.2.18 Replacing the air filter safety cartridge (Tier3)

The air filter safety cartridge must replaced every second time the air filter
cartridge is replaced.
1. Lift the lever (2).
2. Turn the air filter cover (3) counterclockwise and remove it.
3. Remove air filter cartridge and safety cartridge (4).
4. Install a new air filter safety cartridge (4).
Make sure that no dirt can enter the inlet duct. Check the condition of
seals and the sealing surfaces when replacing the filters. Replace
damaged seals. The seals must be installed carefully in their proper
positions.
5. Install a new air filter cartridge.
6. Reinstall the air filter cover (3) and turn it clockwise.
7. Close the lever (2).
Note! Do not clean the air filter safety cartridge.

6.2.19 Replacing the air filter safety cartridge (Tier4)

The air filter safety cartridge must replaced every second time the air filter
cartridge is replaced.
QSB4.5 Tier4F
QSB6.7 Tier4F

3. Remove air filter cartridge and safety cartridge (4).
positions.
5. Install a new air filter cartridge.


6.2.20 Replacing the air filter safety cartridge (Stage V)
The air filter safety cartridge (4) must be replaced every second time the air
filter cartridge (3) is replaced.
1 2
Bx.x Stage V

3. Remove the air filter cartridge (3) and safety cartridge (4).
positions.


6.2.21 Replacing DEF supply module filter (Tier4)
Note! Before replacement, read handling instructions from section Handling
DEF/AdBlue solution.
1. Place a receptacle under the filter (1).
2. Open the filter cover.

3. Remove the old filter (2).
4. Install a new filter.
5. Reinstall the filter cover and tighten it to 20-25 Nm.
Related information
Handling DEF/AdBlue solution (Page 173)
6.2.22 Replacing the DEF supply module filter (Stage V)

Note! Read handling instructions from section Handling DEF/AdBlue
solution first.

Cummins B4.5 Stage V
1. Place a receptacle under the filter (1).

2. Open the filter cover.
3. Remove the old filter (2).
4. Install a new filter.
5. Reinstall the filter cover and tighten it to 20-25 Nm.
Cummins B6.7 Stage V

2. Let the DEF system recirculate and depressurize before maintenance.
3. Check the DEF supply filter/module (1) visually for possible leaks.
4. Place a receptacle under the DEF supply filter/module.
5. Clean the area around the filter.

6. Use a socket to open the filter cover (2).

7. Remove the frost protection membrane.
8. Remove the filter element.
Check the filter element visually for possible contaminated fluid and
debris. Check also DEF tank filter and DEF supply module inlet
connector if debris is presenting.
9. Check and clean the DEF supply module:
a. Use a dry, clean and lint-free cloth to dry the DEF supply module.
b. Check the condition of the DEF supply module threads. Replace the
complete DEF supply module, if threads are damaged.
c. Use a clean cloth and warm water to clean the DEF supply module
threads.
d. Use a clean and damp cloth and warm water with a mild detergent to
clean the groove of frost protection membrane.
10. Install a new filter element.
11. Install a new frost protection membrane.
12. Lubricate the DEF supply module threads and frost protection
membrane sealing bead.
13. Use a clean cloth and warm water to clean the filter cover.
14. Install the filter cover and tighten it to 80 Nm.
6.2.23 Replacing DEF tank filter (Tier4)
Note! Before replacement, read handling instructions from section Handling
DEF/AdBlue solution.
1. Remove the strap screws (1).
4
5 3
2. Remove the strap (2).

3. Remove the tank and place a receptacle under the drain plug (3).
4. Open the drain plug and empty the tank into the receptacle.

5. Rinse the tank carefully with warm water.

6. Remove the header screws and lift the header (4) out of the tank.
7. Replace the tank filter (5).
8. Put the header back into its place and reinstall the screws.
9. Reinstall the tank and strap.
10. When the tank is dry, close the drain plug and fill the tank with fresh
DEF/AdBlue®.
Related information
Handling DEF/AdBlue solution (Page 173)
6.2.24 Replacing the DEF tank filter (Stage V)

Note! Read handling instructions from section Handling DEF/AdBlue
solution first.
1. Open the door (1).
2
2. Remove the screws (2) and the strap (3).

4. Open the door (1), remove the screws (2) and the strap (3).

6. Open the drain plug (4) and empty the tank into the receptacle.
7. Rinse the tank carefully with warm water.
8. Remove the header screws and lift the header (6) out of the tank.
9. Replace the tank filter (5), if it is dirty.
10. Put the header back into its place and reinstall the screws.
11. Reinstall the tank.
12. When the tank is dry, close the drain plug (4) and fill the tank with fresh
DEF/AdBlue®.

6.2.25 Replacing crankcase breather filter (Tier4)

Replace the filter element according to interval stated in the maintenance
cards or at least once a year, whichever occurs first.
Follow the steps 1-6 if the rig is equipped with QSB4.5 Tier4F and steps
7-12 if equipped with QSB6.7 Tier4F.
1. Loosen the inlet hose clamp (1) when servicing is done from above or
drain hose clamp (2) if servicing is done from below.
1
3
5
6
6
QSB4.5 Tier4F
8 9 7
QSB6.7 Tier4F
2. Open the inlet cover (3) or drain cover (4).
3. Remove the used filter element (5) and o-ring (6) from the breather
body.
5. Lubricate new o-ring with fresh oil and install it into its place.
6. Reinstall the cover (3 or 4) and tighten it.

7. Loosen the screws (7).

8. Remove the breather cover (8).
9. Remove the used filter element (9) and gasket from the breather body.
11. Lubricate new gasket with fresh oil and install it into its place.
12. Reinstall the cover (8) and tighten the screws (7).
Note! Make sure that the used filter element and o-ring/gasket are correctly
disposed.

7 LUBRICATION SPECIFICATIONS AND FILLING

CAPACITIES
7.1 Lubrication specifications
WARNING! HEALTH AND ENVIRONMENTAL HAZARD!
Skin contact and inhalation of vapors when handling fluids could
cause damage to human health.
Incorrect disposal of fluids and greases could cause damage to the
environment.
Use personal protective equipment when handling fluids and
greases, and dispose of all fluids and greases in accordance with
local regulations.
Precautions
• Avoid mixing lubricants. Please use oils recommended or oils with
corresponding characteristics!
• Ensure the vehicle is level before filling tanks and sumps.
• Oil should only be changed with the engine hot.
• Clean carefully all lubricating fittings, breathers and oil check windows.
• When the engine is drained, clearly mark it so that it is not operated
before it is refilled. In the event of prolonged shutdown with engine or
circuits drained, provide a device preventing accidental start-up without
refill.
• Analyse drained lubricant if appropriate.
• Ensure regularity of lubrication.
• The intervals given are those for normal usage. For tougher working
conditions, the person responsible must set down other intervals.
• Ensure daily reading of hour meter. This operation determines when
lubrication is due.
7.1.1 Diesel engine
Diesel fuels
Only use commercially available vehicle diesel fuel (DIN EN590 or ASTM
D975). Diesel fuel quality and fuel sulfur content must comply with all
existing emissions regulations for the area in which the engine operates.
Use ONLY ultra low sulfur diesel (ULSD) fuel with a maximum of 0.0015%
(15 mg/kg) sulfur content. Grades such as marine diesel fuel, heating oil
etc. are not permissible.
No fuel additives are needed. Improper fuel additive usage may cause
damage on fuel injection equipment of diesel engines. The use of fuel
additives could affect warranty rights.
Note! Do not mix used diesel engine oil or any other type of lubricating oil
with diesel fuel.

Fuel added from drums or cans could be contaminated. This could lead to
malfunctions in the fuel system. Always filter the fuel before adding it to the
tank.
Diesel fuel in extreme cold

At low ambient temperatures, paraffin may separate from the diesel and
affect its ability to flow freely.
To avoid breakdowns caused by this problem (e.g. blocked filters), diesel
fuel with improved low-temperature flow characteristics is sold during the
winter months. Differences are possible in different countries and in the
transitional periods before and after the cold season. In Germany,
particularly cold-resistant winter diesel fuels keep the engine operational
down to a temperature of approximately -20 °C. In most cases, winter-
grade diesel can be used without problems at the ambient temperatures
encountered locally.
If summer-grade diesel, or a less cold-resistant winter-grade diesel is in
use, a flow improver or kerosene can be added to it, the actual quantity
being dependent on the ambient temperature.
Do not add petrol (gasoline) to the diesel.
Mix the flow improver or kerosene with the diesel in good time, before the
fuel’s flow characteristics have been adversely affected by paraffin
separation. If faults have already been caused by paraffin separation, they
can only be rectified by heating the entire fuel system. Do not add anything
to cold-resistant winter-grade diesel fuels. The fuel’s low-temperature flow
characteristics could actually deteriorate with such an additive.
Flow improvers
The effectiveness of flow improvers is not guaranteed with all fuels. Comply
with the product manufacturer’s recommendations. Any Cummins Inc.
Service Station can provide information on approved flow improvers.

Kerosene
Keep the quantity added as low as possible, bearing in mind the ambient
temperature. The addition of 5 % by volume of kerosene will improve the
fuel’s resistance to cold by about 1°C. Never add more than 50 % kerosene
to the fuel.
For reasons of safety, add the kerosene to the diesel only in the fuel tank.
Add the kerosene first, then the diesel. Run the engine for a short time to
allow the mixture to reach all parts of the fuel system.
RISK OF FIRE AND EXPLOSION!

The addition of kerosene lowers the flash point of the diesel. This
increases the risk involved when handling the fuel mixture. Comply
with appropriate safety regulations.
The use of fuel that is approved by Cummins Inc. and published in the
applicable fuel specifications is an integral part of Cummins Inc. warranty
conditions.
Note! If Cummins Inc fuel specifications are not observed or if products are
used that have not been approved in writing by Cummins Inc, serious
engine damage is to be expected.
Customers, Customer Care and Manufacturing are to be informed (e.g. by
means of the Equipment Operating Instructions or a separate memo) of
Cummins Inc. fuel specifications, in order that they can be adhered to.
Fuel sulphur content, Cummins

A fuel sulphur content exceeding 0.5 % can affect the oil selection and the
length of oil change intervals. For more information, refer to the engine
manufacturer’s maintenance instructions.
Diesel engine oil
API engine oil classification

The API (American Petroleum Institute) diesel engine oil classification has
two-letter designations, the first letter being “C”. The current classification
designations for four-stroke diesel engines are API CG-4, API CH-4, API
CI-4 ja API CJ-4. The higher the second letter in the alphabet, the higher
the oil quality.

Recommended engine oil

Note! For the engine oil selection, refer to the engine manufacturer’s
maintenance instructions.
• API CI-4 multigrade oil (recommended oil)
• API CH-4 multigrade oil (recommended oil)
• API CG-4 multigrade oil (recommended oil)
• API CJ-4 multigrade oil (recommended oil) (Tier 4 motors)
Classification
Ambient temperature
(SAE)
°C -40 -30 -20 -10 0 +10 +20 +30 +40 +50 +60
°F -40 -22 -4 +14 +32 +50 +68 +86 +104 +122 +140
SAE 0W -- 20
SAE 0W -- 30
SAE 0W -- 40
SAE 5W -- 30
SAE 5W -- 40
SAE 10W -- 30
SAE 15W -- 40
Recommended temperature range
Engine coolant
Engine coolant is a mixture of water and corrosion prevention agents / anti-
freeze agent. To prevent corrosion and to elevate the boiling point of the
coolant, the mixture must be used in the cooling system throughout the
year.
When choosing the corrosion preventing agents / anti-freeze agent for the
engine coolant, refer to the engine manufacturer's manual.
Engine coolant must be changed at certain intervals. The characteristics of
the coolant and its additives weaken and are lost as the coolant ages.
Refer to the engine manufacturer's manual.
PROPERTY DAMAGE RISK!

Mixing different type of coolants can lead to clogging the radiator's
NOTICE ducts and seriously damage the engine.
Do not mix different type of coolants.
The engine cooling system is filled at the factory with a mixture of 50%
water and 50% Maintain Fricofin V anti-freeze, which is a pink-violet
monoethylene glycol-based fluid. Only this same Maintain Fricofin V anti-
freeze or pure water may be added to the cooling system.

Water percent- Maintain Fricofin V

Anti-freezing to temperature Chemical DCA4
age of volume anti-freeze percent-
°C / °F Coolant filter
(%) age of volume (%)
–36 °C / –33 °F 50 50 Required
about –45 °C / –49 °F 45 max. 55 Required
Coolant mixing ratio
7.1.2 Axles and planetary reduction oils

Note! Refer to Maintenance manual, chapter "Lubricants and capacities".
7.1.3 Power shifted transmission and torque converter
Oil specification
Recommended lubricants:
1. Caterpillar TO-4
2. John Deere J20 C, D
3. Military MIL-PRF-2140G
4. Allison C-4
5. Dexron II Equivalent - see note below
Note! Dexron II equivalent is acceptable; however it is not compatible with

torque converters or transmissions equipped with graphitic friction
material clutch plates.
Note! Dexron III, engine oil or GL-5 oils are not recommended
Preferred oil viscosity

It is recommended that the highest viscosity monograde lubricant available
be used for the anticipated ambient temperature. Typically this will be a
CAT TO-4 qualified lubricant. When large swings in ambient temperature
are probable, J20 C, D multigrades are recommended. Multigrades
lubricants should be applied at the lower viscosity rating for the prevailing
ambient temperature, i.e. a 10W20 should be used where a 10W
monograde is used. If a C-4 multigrades is used in stead of J20 lubricant it
is recommended that the viscosity span no more than 10 points, i.e.
10W20.
Note! Synthetic lubricants are approved if qualified by one of the above
specifications. Oil viscosity quidelines apply, but synthetic
multigrades may span more than 10 points.
7.1.4 Hydraulic system
7.1.5 Greasing

7.2 Filling capacities

CLASSIFICA-
FIRST FILLING
ITEM CAPACITY TION RECOM- NOTE!
OIL/FLUID
MENDATION
Diesel engine CF, CF-4, CG-4, Sandvik First filling with oil
15 L
(MB 904 LA) ACEA E3 OE10W40-LA filter
Diesel engine CF, CF-4, CG-4, Sandvik First filling with oil
28 L
(MB 906 LA) ACEA E3 OE10W40-LA filter
Diesel engine
Sandvik First filling with oil
(Deutz 14 L CF, CF-4, CG-4
OE10W40-LA filter
D914L04)
Diesel engine
CES 20081 API Sandvik First filling with oil
(Cummins 11 L
CJ-4/SL OE10W40-LA filter
QSB 4.5/B4.5)
Diesel engine
CES 20081 API Sandvik First filling with oil
(Cummins 18 L
CJ-4/SL OE10W40-LA filter
QSB 6.7/B6.7)
Driveline gear-
box
22 L GM Allison C-4 Sandvik OT3000
(T20000)
(MB 904 LA)
Driveline gear-
box
25 L GM Allison C-4 Sandvik OT3000
(HR32000)
(MB 906 LA)
Driveline gear-
box
(T20000) (Cum- 26 L GM Allison C-4 Sandvik OT3000
mins QSB 4.5/
B4.5)
Driveline gear-
box
(HR32000) 34 L GM Allison C-4 Sandvik OT3000
(Cummins
QSB 6.7/B6.7)
Transfer gearbox
(Stiebel 4382) SAE90 Renolin Unisyn XT
5.2 L
(Cummins API GL-4 150
QSB 6.7)

CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
1.7 L / planetary
Front/rear axle
gear Sandvik
(Axle 123, wet API GL-4
8 L / differential OH10W30-KS
brake)
gear
1.6 L / planetary
Front/rear axle
gear Sandvik
brake)
gear
2.3 L / planetary
Front/rear axle
gear Sandvik
brake)
gear
4.7 L / planetary
Front axle
gear Sandvik
21 L/ differential OH10W30-KS
brake)
gear
Front/rear axle
Titan Gear LS SAE
(Axle 37R/43R, 45 L API GL-5
90
wet brake)
Front/rear axle
2-5% from axles
(Axle 37R/43R,
oil capacity Lubrizol 6178LZ
wet brake)
(45 L)
admixture
Sandvik OH46 for
cold ambient tem-
peratures
Sandvik OH46 Sandvik OH68 for
Sandvik OH68 normal ambient
Hydraulic oil DIN 51524 part 2 Sandvik OH100 temperatures
tank, drilling 200 L (HLP), ISO Plantohyd SE 46 Sandvik OH100 for
(NC5) 6743-4 (HM) (Biodegradable) high ambient tem-
Plantohyd SE 68 peratures
(Biodegradable) Viscosity class is
chosen according
to operating condi-
tions

CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Sandvik OH46 for
cold ambient tem-
peratures
Hydraulic oil
DIN 51524 part 2 Sandvik OH100 temperatures
tank, drilling
210 L (HLP), ISO Plantohyd SE 46 Sandvik OH100 for
TC7/TC8 (DS 6743-4 (HM) (Biodegradable) high ambient tem-
rigs)
chosen according
to operating condi-
tions
Sandvik OH46 for
cold ambient tem-
peratures
Hydraulic oil
DIN 51524 part 2 Sandvik OH100 temperatures
tank, drilling
290 L (HLP), ISO Plantohyd SE 46 Sandvik OH100 for
(TC8 and NC7- 6743-4 (HM) (Biodegradable) high ambient tem-
series)
chosen according
to operating condi-
tions
Sandvik OH46 for
cold ambient tem-
peratures
(TC9) 6743-4 (HM) (Biodegradable) high ambient tem-
chosen according
to operating condi-
tions

CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Sandvik OH46 for
cold ambient tem-
peratures
(TC11–TC12) 6743-4 (HM) (Biodegradable) high ambient tem-
chosen according
to operating condi-
tions
Sandvik OH46 for
cold ambient tem-
peratures
(C1000) 6743-4 (HM) (Biodegradable) high ambient tem-
chosen according
to operating condi-
tions
Sandvik OH46 for
cold ambient tem-
peratures
tank, tramming 55 L (HLP), ISO Plantohyd SE 46 Sandvik OH100 for
(NC5) 6743-4 (HM) (Biodegradable) high ambient tem-
chosen according
to operating condi-
tions

CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Sandvik OH46 for
cold ambient tem-
peratures
tank 270 L (HLP), ISO Plantohyd SE 46 Sandvik OH100 for
(C400, C900) 6743-4 (HM) (Biodegradable) high ambient tem-
chosen according
to operating condi-
tions
Drop box
SAE 90 Renolin Unisyn XT
(C400, C900) 2.4 L
API GL-4 150
(NC5) (DD320S)
Transfer gearbox SAE 30
11 L Sandvik OT30
(C400E) API GL-4
SAE 75 W / 90
Cable reel gear- API GL-5 Mobil Mobilube
2.7 L
box SAE 80 W / 90 80W-90
API GL-5
Titan Supergear
HYP 75W-90 cold
ambient tempera-
SAE 75 W / 90 Titan Supergear
tures
Gear box of rota- API GL-5 HYP 75W-90
1.8 L Titan Gear HYP LD
tion mechanism SAE 80 W / 90 Titan Gear HYP LD
SAE 80W-90 for
API GL-5 SAE 80W-90
normal and high
ambient tempera-
tures
Gear box of rota-
tion mechanism ISO 12925-1 type Shell OMALA HD
6L
CKD 460
(CTU3300)
Refer to the unit
Compressor Sandvik OC10-H / compressor decal
3L API CE/CF
(CTN9) AEON S for the exact first
filling fluid type.
Refer to the unit
5L API CE/CF
(CT10/16) AEON S for the exact first
filling fluid type.

CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Refer to the unit
10 L API CE/CF
(CTN10/16) AEON S for the exact first
filling fluid type.
Refer to the unit
8L API CE/CF
(CT28) AEON S for the exact first
filling fluid type.
Refer to the unit
11 L API CE/CF
filling fluid type.
Compressor 20 L Refer to the unit

OW cooler 3.6 L API CE/CF
OA cooler 10.8 L filling fluid type.
Compressor
17 L API CE/CF Sandvik OC10-H
(Enduro 12)
Booster com-
132 L API CE/CF Sandvik OC10-H
pressor
Water pump
Sandvik
(Hydra-Cell D/ 0.95 L API CF
OE10W40-LA
G-03 Series)
Water pump
Sandvik
(Hydra-Cell D/ 1.05 L API CF
OE10W40-LA
G-10)
Sandvik OS32 for
Shank lubrica- cold ambient tem-
tion Sandvik OS32 peratures
14 L Sandvik
(Rig with 1 or 2 Sandvik OS100 Sandvik OS100 for
booms) high ambient tem-
peratures
Sandvik OS32 for
Shank lubrica- cold ambient tem-
tion Sandvik OS32 peratures
22 L Sandvik
(Rig with 3 Sandvik OS100 Sandvik OS100 for
booms) high ambient tem-
peratures

CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Oil: Sandvik
Hammer lubrica- OS100
45 L
tion Grease: Arox NM
000
Sandvik OG100-H
for cold ambient
temperatures
Sandvik OG100-H
Boom grease Sandvik OG220-H
Sandvik OG220-H
for normal and
high ambient tem-
peratures
Air conditioner
refrigerant 1500 g Sandvik R-134a
(NC4 carrier)
Air conditioner
refrigerant DS511 / DS520 ->
1950 g Sandvik R-134a
(TC8 and NC7- 2000g
series carriers)
Air conditioner
refrigerant
(TC9–12 carrier)
(C1000 carrier)
Air conditioner
refrigerant
(C400-C900 car-
rier)
Refer to separate
ISO-100 (high vis-
Air conditioner air conditioner Reniso PAG 46 /
cosity) or ISO-46
oil manual for the Reniso PAG 100
(low viscosity)
capacities.
Mobil SHC GEAR
220
Top drive 3.8 L or
Fuchs Renolin Uni-
syn XT 220
Fuel, diesel en-
gine Thermoshell Win-
55 L EN 590
(Deutz ter 1202
D914L04)

CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
Fuel, diesel en-
gine
(MB 904/906 LA, Thermoshell Win-
Cummins 150 L EN 590
ter 1202
QSB 4.5/6.7,
Cummins B4.5/
B6.7)
Fuel, diesel en-
gine
Thermoshell Win-
(Cummins 100 / 155 L EN 590
ter 1202
QSB 4.5, Tier3/
Tier4F)
Fuel, diesel en-
gine
(Cummins Thermoshell Win-
410 L EN 590
QSB 6.7, Tier4F) ter 1202
(C900DH carri-
er)
Maintain Fricofin
Diesel engine
BS 6580, AFNOR, V(old)
coolant 22 L
ASTM D 3306 Sandvik OF-cool-
(MB 904 LA)
ant (new)
Maintain Fricofin
Diesel engine
BS 6580, AFNOR, V(old)
coolant 27 L
ASTM D 3306 Sandvik OF-cool-
(MB 906 LA)
ant (new)
Diesel engine Maintain Fricofin
coolant BS 6580, AFNOR, V(old)
32 L
(Cummins ASTM D 3306 Sandvik OF-cool-
QSB 4.5, Tier4i) ant (new)
Diesel engine
Maintain Fricofin
coolant
25 L (Tier3) BS 6580, AFNOR, V(old)
(Cummins ASTM D 3306
27 L (Tier4F) Sandvik OF-cool-
QSB 4.5, Tier3,
ant (new)
Tier4F)
Diesel engine
Maintain Fricofin
coolant
35 L (Tier4F) BS 6580, AFNOR, V(old)
(Cummins ASTM D 3306
45 L (Tier4i) Sandvik OF-cool-
QSB 6.7, Tier4F,
ant (new)
Tier4i)

CLASSIFICA-
FIRST FILLING
OIL/FLUID
MENDATION
27 L
(Cummins B4.5, ASTM D 3306 Sandvik OF-cool-
StageV) ant (new)
35 L
(Cummins B6.7, ASTM D 3306 Sandvik OF-cool-
StageV) ant (new)
Diesel exhaust
fluid
19 L ISO 22241 DEF/AdBlueR
(Cummins
QSB 4.5, Tier4F)
Diesel exhaust
fluid
17 L ISO 22241 DEF/AdBlueR
(Cummins B4.5,
StageV)
Diesel exhaust
fluid
(Cummins
QSB 6.7, Tier4F)
(C900DH carri- 38 L ISO 22241 DEF/AdBlueR
er)
(Cummins B6.7,
StageV) (C1000
carrier)
340 L (compo-
nent A)
Resin tanks
340 L (compo-
nent B)
7.3 Filling the DEF tank

RISK OF CLOGGING THE DEF SYSTEM!
Even a small amount of impurities in the DEF tank will contaminate a
full tank of the fluid. Contaminated DEF will cause clogging of the
DEF system. A faulty DEF system will decrease the engine power, or
NOTICE may even prevent the engine from starting.
Carefully clean the filling cap, and the area around the filling cap
before opening the cap.
Do not store DEF in containers that have been used to store any
other substance.
Refill the DEF tank every time the fuel tank is refilled in order to ensure the
operation of the aftertreatment system.

DEF tank location (C400, C900)
DEF tank location (C400, C900)
7.3.1 Handling DEF/AdBlue solution
WARNING! HOT LIQUID SPLASHING HAZARD!

DEF/AdBlue® solution spilt onto hot components will quickly
vaporise. Hot liquid and fumes will cause burns.
Use safety glasses and protective clothing.

WARNING! LIQUID SPLASHING HAZARD!

DEF/AdBlue® solution may cause some irritation on contact with
skin.
Use PVC-gloves when handling the solution.
When handling DEF/AdBlue® solution it is important that electrical

connectors are connected or well-encapsulated. DEF/AdBlue® solution is
corrosive toward certain metals such as copper and aluminum. Should
oxidation occur, it cannot be removed.
If connectors come into contact with DEF/AdBlue® solution they must be
replaced immediately to prevent the solution from seeping further along the
copper wiring.

NOTICE Do not allow DEF/AdBlue® solution to come into contact with other
chemicals.
DEF/AdBlue® solution is not flammable; if it is subjected to high

temperatures it will break down into ammonia and carbon dioxide.
If the solution is spilled onto the engine, wipe it away and flush with water.
White crystals may form in the event of a concentrated DEF/AdBlue®
solution spill; wash the crystals away using water.
IMPORTANT!
DEF/AdBlue® solution spillages may not be washed into drains. If a spill
should occur the solution must be absorbed using dry sand or other non-
flammable material and handled according to local and national regulations.
Cleaning tools and clothes

Gloves must be changed. Take off contaminated clothes.
It is important that tools and clothes be thoroughly cleaned from DEF/
AdBlue® solution so that the liquid or crystals are not transferred to other
parts that may be damaged.
Contact with DEF/AdBlue® solution

• skin contact — flush with copious amounts of water and remove
contaminated clothing.
• eye contact — flush thoroughly for several minutes; contact physician
as necessary.
• inhalation — breathe fresh air and contact physician as necessary.

DEF/AdBlue® solution in cold weather

The DEF/AdBlue® hoses are drained automatically when the engine is
stopped.
The freezing point of DEF/AdBlue® solution is -11°C.
7.4 Biodegradable hydraulic oils - change instructions

Follow these instructions if the biodegradable hydraulic oils are changed to
the machine.
7.4.1 General
The demand for environment-friendly alternatives to conventional hydraulic
oil has increased, especially where rig owners work in sensitive
environments (e.g. in a water conservation area).
Sandvik sets the same high quality requirements for biodegradable oil that
it sets for conventional mineral oil when it comes to lubricating properties,
corrosion prevention, stability at different temperatures, etc. It is also
required that biodegradable oil has a low level of toxicity, does not have any
harmful effects on gaskets, decomposes without producing any
environmentally harmful by-products, and has a water content of < 0,1%
(Ref. ISO 15380).
Note! Mixing with other biodegradable hydraulic oils must be avoided.
7.4.2 General attention in oil maintenance
We emphasize, that the biodegradable oils require specific and strict
discipline in maintenance. The instructions must be followed with distinct
care!
7.4.3 Change instructions
Note! Make sure you empty the hydraulic system from the old oil as
thoroughly as possible before filling it with a new type biodegradable
oil. That is because the additives of one oil type may have negative
effects on the properties of the old oil type. The max. permissible old
oil content after oil change is 2%.
When the hydraulic system is empty, it is advisable to first flush it by filling it
with biodegradable oil. Drive and operate the rig a few hours. Then empty
the hydraulic system and fill it with fresh biodegradable oil.
Change the return oil filter after the first 50 operating hours because
biodegradable oil has the property of dissolving deposits. The second time
the filter shall be changed after 500 operating hours, to make sure all
deposits are removed from the system. After that, change the filter every
2000 operating hours or at least once a year.
Note! Changing to biodegradable oil in the hydraulic system, after using
hydraulic oil or especially motor oil must be done with extremely high
care, because these oil types do not mix.

Old biodegradable oil shall be regarded as environmentally hazardous

waste. Do not therefore empty it on the ground, but dispose of it according
to the same regulations that apply to normal waste oil.
7.4.4 Stickers on the oil receiver
New stickers
Oil re c e ive r
Replace old stickers with the new ones after oil change. Attach new
stickers to the original places on the oil receiver.
When changing over from conventional to biodegradable oil, or wise versa,
it is advisable to provide the rig with new stickers .
7.4.5 Storage
Biodegradable oil shall be stored in a closed container to avoid absorption
of water. Avoid exposing biodegradable oil to sunlight or great variations in
temperature. The max. permissible water content is 0,1%.

8 TROUBLESHOOTING
8.1 Carrier troubleshooting
The use of self-diagnostics is the primary troubleshooting method for the
machine.
The troubleshooting diagram shows the real-time electrical signaling
between control devices and the system components.
Select → Troubleshooting.
A troubleshooting diagram may include the following elements:
3
4 2
Example of troubleshooting view (DD422i, DT922i )
1. Various modules in the system. If a red X is shown on top of the

module:
• the module is offline and not working, or
• the module is connected to an option which is not included in the
machine
2. Various components in the system, such as valves. For more
information, refer to electrical diagrams.
3. Module output pins that control the components. For more information,
refer to electrical diagrams.

4. Individual valve IDs. The value after the ID shows the control current
that is received when using the control device.
5. A gray signaling arrow before a component shows that the signaling
connection is inactive. A colored arrow indicates that the signal is active
and the component is being controlled. If a certain signal should be
active and it is shown as grey, that component is probably causing the
problem. Note that an inactive signal does not mean that the component
is not working.

www.sandvik.com
en-US 5 2021-02-17
Tire change and rim inspection
GUID-9776D7EE-544C-453F-8186-A2322E29401A
WARNING
ID:GUID-9776D7EE-544C-453F-8186-A2322E29401A en-US 5 2021-02-17
Table of Contents
1 Introduction.......................................................................7
1.1 The purpose of these instructions............................................................ 7
1.1.1 Validity of the manuals...................................................................... 7
2 Safety and environmental instructions.......................... 9

2.1 Safe removal of a wheel from a machine..................................................9
2.2 Safety when fitting tires............................................................................10
3 Main components........................................................... 11
3.1 Tire markings.............................................................................................11
3.2 Rims............................................................................................................11
3.2.1 Rim markings.................................................................................. 13
4 Maintenance and repair instructions............................15

4.1 Typical defects that require parts replacements....................................15
4.2 Inspections on wheel components......................................................... 16
4.2.1 Inspections before mounting a tire on a rim.................................... 16
4.2.2 Magnetic inspection on the rim........................................................17
4.3 Mounting a tire on a rim........................................................................... 17
4.3.1 Tire pressurization...........................................................................17
4.3.2 Safety cage..................................................................................... 18
4.4 Foam fillings.............................................................................................. 20
4.4.1 General............................................................................................20
4.4.2 Accepted foam fillings..................................................................... 20
4.4.3 Applying the foam fillings.................................................................20
4.4.4 Handling the foam filled tire.............................................................21
1 INTRODUCTION
1.1 The purpose of these instructions
This manual contains supplementary information for operation,
maintenance and repair of a component.
These instructions must be followed along with other manuals of the rig,
any instructions given in local laws and regulations, any orders given by
local authorities, and all protective measures specific for the site.
Before operating, or performing maintenance or repair procedures for the
component or system described in this manual, read and understand the
information in operator´s and maintenance manuals supplied with the
machine. Pay special attention to the safety information in chapter Safety
and environmental instructions of those manuals.
1.1.1 Validity of the manuals
This manual, and especially the safety information, is valid only if no
unauthorized changes to the product are made.
Continuing improvement and advancement of product design might have
caused changes to your product which are not included in this publication.
Note also that if a third party has made changes to the product after
delivery from the manufacturer, this publication does not include information
on these changes or their influences on the product.
Whenever a question arises regarding your product, or this manual, please
consult your local Sandvik representative for the latest available
information.


2 SAFETY AND ENVIRONMENTAL INSTRUCTIONS

2.1 Safe removal of a wheel from a machine
Always follow both local and mine-specific safety regulations in
handling the wheels or the tires of the drill rigs.
Never go under the rig, when it has been lifted onto the jacks.
Always support the drill rig properly when detaching the wheels.
Also make sure that the support structure is strong enough as the
rigs weigh 3 000 – 60 000 kilos depending on the rig type. Pay special
attention to the load-carrying capacity of the ground on which the
support is placed.
Pay attention to differences of the wheel assembly weights when

handling the wheels. The weight of the wheel variates depending on
the wheel size, manufacturer and filling method. Check the weights
of the wheel assemblies from a technical manual (e.g. Weights and
dimensions).
CRUSHING HAZARD!
When removing the wheel of the oscillating axle, pay attention to the
changing weight of the axle and to the fact that the axle end of the
wheel to be detached can rise up. We recommend using wooden
wedges to prevent the swinging of the oscillating axle.
Note! It is recommended to let qualified personnel to inspect and assemble

the tires and rims.
The removal of a wheel is a specialist operation requiring special
equipment and knowledge.
Before removing a wheel always make sure that it is possible to work safely
and in accordance with the local and mine-specific safety regulations.
There shall be adequate tools and equipment available for the safe removal
of wheels.
Always before loosening any wheel nuts, check the following:
1. Has the tire been driven under inflated (80% or more under its
recommended operating pressure)? If in doubt check the pressure.
2. Is there an obvious or suspected damage on the tire or wheel
components?
If these conditions apply, prior to loosening any wheel nuts, the tire shall be
completely deflated by removing the valve core.

If the rim and tire are in good condition, deflate the tire to a pressure of 35
kPa (0.35 bar, 5 psi), prior to loosening any wheel nuts.
If it is not possible to use any devices for removing the wheel, you must do
it by hand. This is done from behind, as seen from the direction of tire
tread. The wheel may tip over, which is why you must make sure there is
enough room for escaping the falling wheel. The wheel of a drill rig can
weigh several hundreds of kilos. Be cautious when servicing the wheel on
slanting surfaces.
Most drill rigs can be lifted onto their jacks so that the tire is visibly off the
ground. Always place a support under the axle, if you take the wheel off.
Unscrew the bolts and detach the wheel.
2.2 Safety when fitting tires

Always observe the following safety precautions when pressurizing a tire:
• Never use damaged rim or rim-parts.
• Use proper lubricant.
• If lock ring is displaced, deflate the tire by removing the valve core,
before adjusting.
• Do not use force and never hammer on inflated assemblies.
• Always use safety-cage when inflating.
• If no safety-cage is available, stand well away in the direction of the tire
tread. Always pressurize from a distance (at least 1.5 m).
• Use hearing protection.
• Never sit on or lean against a tire while inflating.
• Always supervise the tire during inflation.

3 MAIN COMPONENTS
3.1 Tire markings
2
1
3
5
6
1 Tire width 2 Rim diameter

3 Ply rating (PR) 4 Operating environment
5 Year of manufacture 6 Manufacturer
(50=week n:o 50, 08=year
2008)
Sandvik uses tubeless tires with tube on drill rigs. When replacing the tire,
ensure the load capacity, size and type of the new tire are corresponding
the unit and rim specifications.
3.2 Rims
Rims are manufactured according to European Tyre and Rim Technical
Organisation (ETRTO) standards.
Sandvik uses 3- or 4-piece tube type (TT) rims.
NOTE! It is prohibited to use any other than Sandvik rims on Sandvik drill
rigs!

2 1 1 4
2 5
4
3-piece rim
1 1 4
2
3 5
3
7 6
4-piece rim
1 Side ring 2 Lock ring

3 Bead seat ring 4 Rim
5 Disc 6 Tube
7 Flap
Tires on tube type rims shall be fitted with appropriate tube and flap.
Ensure the fitted tire, tube and flap are correct for the rim size.

3.2.1 Rim markings

Disc wheels are marked with the following information:
• Rim size designation
• Identification of the rim manufacturer
• Date of manufacture
Rings are marked with the following information:
• Identification of rim size to which the part may be fitted
• Identification of manufacturer
• Date of manufacture – at least the month and year
Rim size designation
8.5 – 20
• 8.5 width code (inch)
• 20 nominal diameter code (inch)


4 MAINTENANCE AND REPAIR INSTRUCTIONS

4.1 Typical defects that require parts replacements
• Cracks in the wheel disc face, in particular the bolt holes area and the
ventilation holes can be concerned
• Deformations or abnormal imprints in the bolt/stud fixings
• Leaks in tubeless tires derived by micro-cracks in the rim or by wear and
tear marks on the rim- tire matching surface
• Bent rim flanges (generally due to impacts against obstacles)
• Circumferential cracks on the rear flange or at the gutter in the base of
multipiece rims
• Broken, buckled side/kombi ring or excessive corrosion on rings of
multipiece rims
• Twisted rings, in particular lock and buckled rings
1 2 3 4 5
1 Cracks in rim shoulder and gutter

2 Cracks involving disc ventilation holes
3 Cracks in the bolt holes area
4 Broken (continuous) side ring
5 Buckled ("kombi" - side) ring
It is not allowed to perform any technical modification on the wheel.
The repair of a damaged rim or disc by heating, by welding, by

addition or removal of material is absolutely forbidden.
When disc wheel is damaged, change the whole disc wheel at once.
Do not change a single part of the disc wheel.
Note! Wear on rim flanges (top of the flanges) can be tolerated up to a

maximum of 10 % of the initial thickness of the rim material.

4.2 Inspections on wheel components

4.2.1 Inspections before mounting a tire on a rim
The disassembling of wheels and inspection of wheel components is a
specialist operation requiring special skills and knowledge.
All multi-piece wheel components shall be inspected before assembly.
Inspect and ensure that the tire and rim components match.
Do not reuse any rim or rim component that is:
• Bent out of shape
• Corroded
• Broken
• Cracked
1. Stretched
Note! Never use a stretched lock ring (closing ring).
Do not use rims if:

• Bolt holes are worn or elliptic.
• The rim has been repaired by welding.
• The rim has extreme wear on the bead seating area.
Rim flanges, rings and rim tire bead seating surfaces shall be free of dirt
and surface rust.

Do not reuse tires if:

• The machine has been driven with empty or with notably low pressure.
• There are signs of aging in the tire or the tire is over 10 years old.
• The general condition of the tire is poor, e.g.: there are fractures or too
little tread left.
• The tire is irreparably damaged.
• The tire has been running repaired.
Check that the tire is clean and dry and that there is no foreign material
inside.
Multi-piece wheel components shall not be interchanged. Use only spare
parts provided in the spare parts package provided by Sandvik for the
applicable rim.
4.2.2 Magnetic inspection on the rim
A magnetic particle inspection should usually be performed when service
hours on the rim have reached 12 000 to 15 000 hours. If the inspection is
not carried out, the rim and its parts shall be removed from service.
Consult the rim manufacturer on the recommended hours for magnetic
inspections on rims.
The inspection shall always be repeated at the every following 12 000 to 15
000 hour intervals.
If damage is found during visual inspection the magnetic particle inspection
shall be done immediately before continuing the rim use. If the inspection is
not carried out, the rim shall immediately be removed from service.
To perform a magnetic particle inspection on a rim assembly, the tire must
be removed first.
Note! This instruction is a guideline. Always follow the regulatory agency,
statutory authority or mine-specific rules concerning the magnetic
inspections on rims.
4.3 Mounting a tire on a rim

4.3.1 Tire pressurization
The fitting of tires is a specialist operation requiring special equipment and
knowledge.
The tire should not be inflated above a pressure of 50 kPa (7 psi , 0.5 bar),
before the components are checked for correct installation.
Once the tire is mounted on a rim and all components are correctly
positioned, continue inflating, stopping at 150 kPa (22 psi, 1.5 bar).
Never exceed inflating over 150 kPa (22 psi, 1.5 bar) without safety
arrangements!
Ensure that the beads are correctly located against the rim flange. Inspect
the tire and ensure that the tire has no deformations. Any deformation
requires examination by a specialist.

Only after these precautions shall the inflating be continued, in a safety

cage or other restraining device, to the recommended operating pressure.
Never exceed the maximum permitted air pressure.
If there exists no ”maximum permitted pressure” marking on the tire, check
the rig's operator manual, consult the tire manufacturer or importer for the
maximum pressure or recommended operating pressure for the given tire
and rim.
It is recommended to mark the pressure recommendation in the rig manual
for future purposes.
Note! Check the rig's operator manual, chapter "carrier maintenance" for
correct tire filling pressures.
4.3.2 Safety cage
Always use a safety cage whenever possible.
Safety cage is a safety device for the pressurization of tires and designed
to minimize the consequences of an exploding tire. The safety net around
the safety cage will stop any propelling rim components or pieces of Tire in
the case of an exploding tire.
Safety cage with an automatic tire inflator.
After the inflation, the tire and wheel components shall be inspected while
still in the restraining device (safety cage) to make sure that they are
properly seated and locked.

If further adjustment to the tire or wheel components is necessary, the tire

shall be deflated by removal of the valve core before the adjustment is
made.
Always observe the following precautions when pressurizing a tire:
Work with care and caution.
Always inspect that tire and the rim components match before
inflating the tire. Make sure the tire fits the rim. Pay special attention
to the compatibility of the closed rim parts to each other, and make
sure all the parts are in correct place.
Always use a safety cage or some other safety device when inflating
the tires. Never pressurize the tires of heavy machines over 150 kPa
(22 psi, 1.5 bar) without a safety cage or taking other sufficient safety
precautions. After pressurization, always check that the tire sits on
the rim correctly before removing the wheel from the safety cage.
Leave the wheel attached to the mounting machine or to the vehicle.

The wheel will stay put even if the tire explodes while it is being
inflated.
Always wear hearing protectors. Even when removing the valve, 90

dB noise limit is exceeded. In case of tire explosion, if hearing
protectors are not used, hearing will be permanently damaged.
Never stand beside the wheel, sit on the tire or lean over the tire
while inflating the tire. Inflate the tire from an appropriate distance.
Stand far enough (at least 1.5 m) and on the side of the tread. Use the
kind of mouth piece for the air hose that can be locked to the valve.
Observe the tire as it is being inflated. Monitor the pressurization and

make sure the tire beads rise properly onto the rim. Make sure that
the parts of the multi-piece rim have been positioned correctly. Take
the tire with the multi-piece rim to the safety cage after pressurization
to 150 kPa (22 psi, 1.5 bar).
Unauthorized people are not allowed in the vicinity of the wheel

during the tire is being inflated.

If you notice anything abnormal, empty and check the tire, the rim
and the mounting. If the tire will not rise normally onto the rim, or if
you hear a creaky noise during the pressurization, empty the tire and
remove it from the rim and find out the reason for the problem. Never
use a damaged tire.
4.4 Foam fillings

4.4.1 General
Sandvik provides foam filled tires as an option. Foam filled tires could be
the solution for challenging road conditions. Tire won't get flat causing
downtime. Foam filling also improves the safety; hazard of losing stability
unexpectedly during tramming is avoided and dangerous tire inflating and
tire pressure check procedures are not needed.
Issues to remember when using tire fillings:
• Rolling resistance of foam filled tire is higher due the weight increase.
• Tramming speed should be reduced with foam filled tires.
• Foam filled tires changes machine's tramming comfort and
characteristics due to more rigid structure.
4.4.2 Accepted foam fillings
Before using the foam filled tires or filling the tire with the foam, make sure
that the fillings are applicable to the machine.
Increased tire mass with foam filled tires stresses the axles and
transmission more than air filled tires. Sandvik (axle manufacturer) has
approved the use of following fillings:
TyrFil XL (hardness of 15 shore A)
Zeus Polyfill SOFT (hardness of 12-15 shore)
Note! Filling above can only be used on those product models where the
use of filling is approved/provided by Sandvik. Filling shall be used
only with the tire brands and tire types used by Sandvik. Contact
Sandvik for filling availability for your product.
Use of any other brand/type filling should be approved by Sandvik case by
case. Use of any other brand/type filling without Sandvik approval will void
the warranty in case of:
• Wheel and wheel assembly failures
• Rim failures
• Axle failures
• Any other failures caused directly or indirectly by the use of disapproved
foam fillings
4.4.3 Applying the foam fillings
Sandvik recommends filling the tires only by dealers authorized by the tire
manufacturer. Foam filling procedure requires special equipment and
knowledge.

Before filling the foam, rim assembly and rim components shall be
inspected for cracks, wear and other possible failures. See chapter
"Inspections on wheel components".
4.4.4 Handling the foam filled tire
Sandvik installed foam filled tires can be separated from Sandvik air filled
ones by checking the color of the inflating valve cap. It is yellow when foam
filled tires are used.
Note! Increased tire weight must be considered when handling the tire. A
foam filled tire assembly weights up to twice as much as an air filled tire
assembly.
The foam fillings cannot be reused and are harmful to environment.
Disposal of foam filled tires shall be done according to local regulations
together with the instructions given by the manufacturer of the foam fillings
and foam dealer.
Check the weights of the wheel assemblies from a technical manual (e.g.
Weights and dimensions).


www.sandvik.com
GUID-41788589-C620-4AF2-90C6-E7DC0DB07EA5 en-US 4 2020-03-10
Cummins engine fault codes

WARNING
ID:GUID-41788589-C620-4AF2-90C6-E7DC0DB07EA5 en-US 4 2020-03-10
Table of Contents
1 Engine fault detection...................................................... 7
1.1 Fault detection (method 1)......................................................................... 7
1.2 Fault Detection (method 2).........................................................................7
2 Engine fault codes............................................................9

2.1 SAE Diagnostic Trouble Codes and Cummins Fault Codes................... 9
1 ENGINE FAULT DETECTION

1.1 Fault detection (method 1)
Engine alarms are displayed on the tramming display and more detailed
information about the alarm can be found as follows:
From the main display, select → Log or select alert icon

From the opened list, select engine alarm you want more info about and
then select Details. For instance engine fault code: 111 SPN 3 FMI where
111 SPN refers to the second and 3 FMI to the third column in the fault
code list SAE Diagnostic Trouble Codes and Cummins Fault Codes:
Cummins J1939 J1939 Lamp J1939 SPN

Cummins Description
Code SPN FMI Color Description
Coolant Level Sensor 1 Circuit -
195 111 3 Amber Engine Coolant Level Voltage above normal, or shorted
to high source
Related information
SAE Diagnostic Trouble Codes and Cummins Fault Codes (Page 9)
1.2 Fault Detection (method 2)

Faults are detected while the 'Diesel engine start/stop' switch (S2) is on,
during the operation of the machine itself. If a fault becomes active
(currently detected) at this time, a fault is logged in memory and a snapshot
of engine parameters is logged. In addition, certain faults may illuminate the
warning lamp (amber) or the engine shutdown indicator light (red).
Fault Diagnostics

1. Entering Diagnostic Mode:

• The 'Diesel engine start/stop' switch (S2) must be on position (B)
with the engine not running and the 'Diagnostic/manual regeneration
switch' (S22) must be turned to the position C.
B C
+
S22
• The ECM will automatically blink the first fault code after the
'Diagnostic/manual regeneration switch' (S22) is turned on. Each
active fault shall blink twice, wrapping around to the first fault code at
the end.
2. Blinking of Fault Codes:
• The figure below shows the pattern of the fault code blinking scheme
as indicated by the 'Engine shutdown indicator light' (1) and 'Check
engine warning light' (2). A pause between fault codes lasts 2
seconds.
Each block represents 0.5 seconds 1 2
Y = Check engine warning light (2) ON
R = Engine shutdown indicator light (1) ON
P
Turn ON Diagnostic/manual regeneration switch (S22) Next Fault Code
YY Y Y YY YY YY YY
R R R R R R R R R R R R R R
3 2 2 Pause Pause Pause
Fault code 322 blinking Fault code 322 repeated
Example Fault Code Sequences

2 ENGINE FAULT CODES

2.1 SAE Diagnostic Trouble Codes and Cummins Fault Codes
* Engine type
T = Tier4
S = Stage V
Cummins
J1939 J1939 J1939 SPN
Fault Type* Lamp Cummins Description
SPN FMI Description
Code
Engine Control Module Criti-
111 T/S 629 12 Red Controller #1 cal Internal Failure - Bad in-
telligent device or component
Engine Magnetic Speed/Posi-
System Diagnos- tion Lost Both of Two Signals
115 T 612 2 Red
tic Code #2 - Data erratic, intermittent or
incorrect
Intake Manifold 1 Pressure
Engine Intake
Sensor Circuit - Voltage
122 T/S 102 3 Amber Manifold #1 Pres-
above normal, or shorted to
sure
high source
Intake Manifold 1 Pressure
Engine Intake
Sensor Circuit - Voltage be-
123 T/S 102 4 Amber Manifold #1 Pres-
low normal, or shorted to low
sure
source
Intake Manifold 1 Pressure -
Engine Intake
Data Valid But Above Normal
124 T 102 16 Amber Manifold #1 Pres-
Operating Range - Moderate-
sure
ly Severe Level
Accelerator Pedal or Lever
Accelerator Pedal Position Sensor 1 Circuit -
131 T 91 3 Red
Position 1 Voltage above normal, or
shorted to high source
132 T 91 4 Red
Position 1 Voltage below normal, or
shorted to low source
Remote Accelerator Pedal or
Remote Accelera- Lever Position Sensor 1 Cir-
133 T/S 974 3 Red
tor Pedal Position cuit - Voltage above normal,
or shorted to high source
Remote Accelerator Pedal or
Remote Accelera- Lever Position Sensor 1 Cir-
134 T/S 974 4 Red
tor Pedal Position cuit - Voltage below normal,
or shorted to low source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Engine Oil Rifle Pressure 1
Engine Oil Pres- Sensor Circuit - Voltage
135 T/S 100 3 Amber
sure above normal, or shorted to
high source
Engine Oil Rifle Pressure 1
Engine Oil Pres- Sensor Circuit - Voltage be-
141 T/S 100 4 Amber
sure low normal, or shorted to low
source
Engine Oil Rifle Pressure -
Engine Oil Pres- Data Valid But Below Normal
143 T/S 100 18 Amber
sure Operating Range - Moderate-
ly Severe Level
Engine Coolant Temperature
Engine Coolant 1 Sensor Circuit - Voltage
144 T/S 110 3 Amber
Temperature above normal, or shorted to
high source
Engine Coolant 1 Sensor Circuit - Voltage be-
145 T/S 110 4 Amber
Temperature low normal, or shorted to low
source
Engine Coolant - Data Valid But Above Nor-
146 T/S 110 16 Amber
Temperature mal Operating Range - Mod-
erately Severe Level
Accelerator Pedal Position 1 Sensor Circuit Fre-
147 T/S 91 1 Red
Position 1 quency - Data valid but below
normal operating Range
Accelerator Pedal Position Sensor 1 - Data valid
148 T/S 91 0 Red
Position 1 but above normal operational
range - Most Severe Level
Engine Coolant - Data valid but above normal
151 T/S 110 0 Red
Temperature operational range - Most Se-
vere Level
Intake Manifold 1 Tempera-
Engine Intake
ture Sensor Circuit - Voltage
153 T/S 105 3 Amber Manifold 1 Tem-
perature
high source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Engine Intake
ture Sensor Circuit - Voltage
154 T/S 105 4 Amber Manifold 1 Tem-
below normal, or shorted to
perature
low source
Engine Intake
ture - Data valid but above
155 T 105 0 Red Manifold 1 Tem-
normal operational range -
perature
Most Severe Level
Sensor Supply 2 Circuit -
Sensor supply
187 T/S 3510 4 Amber Voltage below normal, or
voltage 2
Coolant Level Sensor 1 Cir-
Engine Coolant
195 T 111 3 Amber cuit - Voltage above normal,
Level
Engine Coolant
196 T 111 4 Amber cuit - Voltage below normal,
Level
Coolant Level - Data Valid
Engine Coolant But Below Normal Operating
197 T/S 111 18 Amber
Level Range - Moderately Severe
Level
Barometric Pressure Sensor
Barometric Pres-
221 T 108 3 Amber Circuit - Voltage above nor-
sure
mal, or shorted to high source
Barometric Pressure Sensor
Barometric Pres-
sure
mal, or shorted to low source
Sensor supply
227 T/S 3510 3 Amber Voltage above normal, or
voltage 2
Engine Crankshaft Speed/
Position - Data valid but
234 T/S 190 0 Red Engine Speed
above normal operational
Coolant Level - Data valid but
Engine Coolant
235 T/S 111 1 Red below normal operational
Level
External Speed Command In-
Engine External
put (Multiple Unit Synchroni-
237 T/S 644 2 Amber Speed Command
zation) - Data erratic, intermit-
Input
tent or incorrect

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Sensor supply
voltage 3
Sensor supply
voltage 3
Wheel-Based Vehicle Speed -
Wheel-Based Ve-
241 T/S 84 2 Amber Data erratic, intermittent or in-
hicle Speed
correct
Wheel-Based Vehicle Speed
Wheel-Based Ve- Sensor Circuit tampering has
242 T/S 84 10 Amber
hicle Speed been detected - Abnormal
rate of change
Engine Fan Clutch Fan Control Circuit - Voltage
245 T 647 4 Amber 1 Output Device below normal, or shorted to
Driver low source
Ambient Air Temperature
Ambient Air Tem- Sensor 1 Circuit - Voltage
249 T 171 3 Amber
perature above normal, or shorted to
high source
Ambient Air Temperature
Ambient Air Tem- Sensor 1 Circuit - Voltage be-
256 T 171 4 Amber
perature low normal, or shorted to low
source
Engine Fuel Pump Pressuriz-
Engine Fuel Pump
ing Assembly 1 Circuit - Volt-
271 T/S 1347 4 Amber Pressurizing As-
age below normal, or shorted
sembly #1
to low source
Engine Fuel Pump
ing Assembly 1 Circuit - Volt-
272 T/S 1347 3 Amber Pressurizing As-
age above normal, or shorted
sembly #1
to high source
Engine Fuel Pump
ing Assembly 1 - Mechanical
281 T 1347 7 Amber Pressurizing As-
system not responding or out
sembly #1
of adjustment
J1939 Network
#1, Primary Vehi- SAE J1939 Multiplexing PGN
285 T/S 639 9 Amber cle Network (pre- Timeout Error - Abnormal up-
viously SAE date rate
J1939 Data Link)

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
J1939 Network
#1, Primary Vehi- SAE J1939 Multiplexing Con-
286 T/S 639 13 Amber cle Network (pre- figuration Error - Out of Cali-
viously SAE bration
J1939 Data Link)
SAE J1939 Multiplexing Re-
mote Accelerator Pedal or
Remote Accelera-
288 T/S 974 19 Red Lever Position Sensor Sys-
tor Pedal Position
tem - Received Network Data
In Error
Proprietary Datalink Error
Proprietary Data-
291 T 625 9 Red (OEM/Vehicle Datalink) - Ab-
link
normal update rate
Auxiliary Temper- Auxiliary Temperature Sensor
292 T 441 14 Red
ature 1 Input 1 - Special Instructions
Auxiliary Temperature Sensor
Auxiliary Temper- Input 1 Circuit - Voltage
293 T/S 441 3 Amber
ature 1 above normal, or shorted to
high source
Auxiliary Temper- Input 1 Circuit - Voltage below
294 T/S 441 4 Amber
ature 1 normal, or shorted to low
source
Auxiliary Pressure Auxiliary Pressure Sensor In-
296 T 1388 14 Red
#2 put 2 - Special Instructions
Auxiliary Pressure Sensor In-
Auxiliary Pressure put 2 Circuit - Voltage above
297 T/S 1388 3 Amber
#2 normal, or shorted to high
source
Auxiliary Pressure put 2 Circuit - Voltage below
298 T/S 1388 4 Amber
#2 normal, or shorted to low
source
Injector Solenoid Driver Cylin-
Engine Injector
322 T/S 651 5 Amber der 1 Circuit - Current below
Cylinder #01
normal or open circuit
Engine Injector
Cylinder #05
Engine Injector
Cylinder #03

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Engine Injector
Cylinder #06
Engine Injector
Cylinder #02
Engine Injector
Cylinder #04
Engine Coolant
334 S 110 2 Amber - Data erratic, intermittent or
Temperature
incorrect
Idle Shutdown Ve- Idle Shutdown Vehicle Acces-
hicle Accessories sories Relay Driver Circuit -
338 T 1267 3 Amber
Relay Driver Cir- Voltage above normal, or
cuit shorted to high source
Idle Shutdown Ve- Idle Shutdown Vehicle Acces-
hicle Accessories sories Relay Driver Circuit -
339 T 1267 4 Amber
Relay Driver Cir- Voltage below normal, or
cuit shorted to low source
Engine Control Module Warn-
ing Internal Hardware Failure
343 T/S 629 12 Amber Controller #1
- Bad intelligent device or
component
Transmission Output Shaft
Transmission Out- Speed - Data Valid But Above
349 T/S 191 16 Amber
put Shaft Speed Normal Operating Range -
Moderately Severe Level
ECU Power Out- Injector Power Supply - Bad
351 T/S 3597 12 Amber put Supply Volt- intelligent device or compo-
age #1 nent
Sensor supply
voltage 1
Sensor supply
voltage 1
Engine Oil Pres- Data valid but below normal
415 T/S 100 1 Red
sure operational range - Most Se-
vere Level

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Water in Fuel Indicator - Data
Amber Water In Fuel Indi- Valid But Above Normal Op-
418 T/S 97 15
(Blinking) cator erating Range - Least Severe
Level
Water in Fuel Indicator Sen-
Water In Fuel Indi- sor Circuit - Voltage above
428 T/S 97 3 Amber
cator normal, or shorted to high
source
Water in Fuel Indicator Sen-
Water In Fuel Indi- sor Circuit - Voltage below
429 T/S 97 4 Amber
cator normal, or shorted to low
source
Accelerator Pedal Idle Validation Switch - Data
431 T/S 558 2 Amber
1 Low Idle Switch erratic, intermittent or incor-
rect
Accelerator Pedal
432 T/S 558 13 Red Idle Validation Switch Circuit -
1 Low Idle Switch
Out of Calibration
Engine Oil Pres-
sure
correct
Battery 1 Voltage - Data Valid
Battery Potential / But Below Normal Operating
441 T 168 18 Amber
Power Input 1 Range - Moderately Severe
Level
Battery Potential / But Above Normal Operating
442 T 168 16 Amber
Level
Injector Metering Rail 1 Pres-
Engine Injector
sure - Data valid but above
449 T 157 0 Red Metering Rail 1
normal operational range -
Pressure
Most Severe Level
Engine Injector
sure Sensor Circuit - Voltage
451 T/S 157 3 Amber Metering Rail 1
Pressure
high source
Engine Injector
Pressure
low source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Engine Injector
Pressure
high source
Engine Injector
484 S 1349 4 Amber Metering Rail 2
Pressure
high source
Engine Intake
ture - Data Valid But Above
488 T/S 105 16 Amber Manifold Temper-
Normal Operating Range -
ature
Transmission Out- Speed - Data Valid But Below
489 T/S 191 18 Amber
put Shaft Speed Normal Operating Range -
Multiple Unit Synchronization
Engine Synchroni-
497 T/S 1377 2 Amber Switch - Data erratic, intermit-
zation Switch
tent or incorrect
Sensor supply
voltage 6
Sensor supply
voltage 6
Auxiliary Intermediate (PTO)
System Diagnos- Speed Switch Validation - Da-
523 T 611 2 Amber
tic Code #1 ta erratic, intermittent or in-
correct
Auxiliary Input/Output 2 Cir-
527 T/S 702 3 Amber Auxiliary I/O #02 cuit - Voltage above normal,
529 T/S 703 3 Amber Auxiliary I/O #03 cuit - Voltage above normal,
Fuel Delivery Pressure Sen-
Engine Fuel Deliv- sor Circuit - Voltage above
546 T 94 3 Amber
ery Pressure normal, or shorted to high
source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Fuel Delivery Pressure Sen-
Engine Fuel Deliv- sor Circuit - Voltage below
547 T 94 4 Amber
ery Pressure normal, or shorted to low
source
Engine Injector
sure - Data Valid But Above
Pressure
Crankcase Pressure - Data
Engine Crankcase Valid But Above Normal Op-
555 T/S 101 16 Amber
Pressure erating Range - Moderately
Severe Level
Engine Crankcase valid but above normal opera-
556 T/S 101 0 Red
Pressure tional range - Most Severe
Level
Engine Injector
sure - Data Valid But Below
Pressure
Starter Relay Driver Circuit -
Engine Starter
Motor Relay
Starter Relay Driver Circuit -
Engine Starter
Motor Relay
Turbocharger 1 Speed - Data
Engine Turbo- Valid But Above Normal Op-
595 T/S 103 16 Amber
charger 1 Speed erating Range - Moderately
Severe Level
Auxiliary Commanded Dual
Engine External
599 T/S 640 14 Red Output Shutdown - Special
Protection Input
Instructions
Engine was Shot Engine Shot Down Hot - Con-
611 S 1383 31 None
Down Hot dition Exists
Amber Engine Oil Engine Oil Change Interval -
649 T/S 1378 31
(Blinking) Change Interval Condition Exists
Engine Turbo- Valid But Below Normal Oper-
687 T/S 103 18 Amber
charger 1 Speed ating Range - Moderately Se-
vere Level

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
689 T/S 190 2 Amber Engine Speed Position - Data erratic, inter-
mittent or incorrect
Engine Turbo- Turbocharger 1 Compressor
charger 1 Com- Intake Temperature Circuit -
691 T/S 1172 3 Amber
pressor Intake Voltage above normal, or
Temperature shorted to high source
charger 1 Com- Intake Temperature Circuit -
692 T/S 1172 4 Amber
pressor Intake Voltage below normal, or
Temperature shorted to low source
Engine Turbo-
Turbocharger 1 Compressor
charger 1 Com-
693 S 1172 2 Amber Intake Temperature - Data er-
pressor Intake
ratic, intermittent or incorrect
Temperature
Engine Speed / Position
Camshaft and Crankshaft
731 T/S 723 7 Amber Engine Speed 2 Misalignment - Mechanical
system not responding or out
of adjustment
charger 1 Com- Intake Pressure Circuit - Volt-
741 T/S 1176 3 Amber
pressor Intake age above normal, or shorted
Pressure to high source
charger 1 Com- Intake Pressure Circuit - Volt-
742 T/S 1176 4 Amber
pressor Intake age below normal, or shorted
Pressure to low source
Engine Turbo-
Turbocharger 1 Compressor
charger 1 Com-
743 T/S 1176 2 Amber Intake Pressure - Data errat-
pressor Intake
ic, intermittent or incorrect
Pressure
Brake Switch Circuit - Voltage
769 S 597 3 Amber Brake Switch above normal, or shorted to
high source
Brake Switch Circuit - Voltage
771 S 597 4 Amber Brake Switch below normal, or shorted to
low source
Engine Camshaft Speed / Po-
778 T/S 723 2 Amber Engine Speed 2 sition Sensor - Data erratic,
intermittent or incorrect

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
ECU Power Out- Power Supply Lost With Igni-
1117 T/S 3597 2 None put Supply Volt- tion On - Data erratic, inter-
age #1 mittent or incorrect
Engine Injector der 2 - Mechanical system
1141 T 652 7 Amber
Cylinder #02 not responding or out of ad-
justment
1142 T 653 7 Amber
justment
1143 T 654 7 Amber
justment
1144 T 655 7 Amber
justment
1145 T 656 7 Amber
justment
1239 T/S 2623 3 Amber
#1 Channel 2 Voltage above normal, or
1241 T/S 2623 4 Amber
#1 Channel 2 Voltage below normal, or
Accelerator Pedal
1242 T/S 91 2 Red Position Sensor 1 - Data er-
Position 1
1358 T/S 91 3 Amber
Position 1 Voltage above normal, or
1359 T/S 91 4 Amber
Position 1 Voltage below normal, or

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Overspeed Shutdown Relay
Overspeed Shut-
1427 T 4185 31 Amber Driver Diagnostic has detect-
down Relay Driver
ed an error - Condition Exists
Low Oil Pressure (LOP) Shut-
Low Oil Pressure
down Relay Driver Diagnostic
1428 T 4186 31 Amber Shutdown Relay
has detected an error - Con-
Driver
dition Exists
High Engine Temperature
High Engine Tem-
(HET) Shutdown Relay Driver
1429 T 4187 31 Amber perature Shut-
Diagnostic has detected an
down Relay Driver
error - Condition Exists
Pre-Low Oil Pressure Warn-
Pre-Low Oil Pres-
ing Relay Driver Diagnostic
1431 T 4188 31 Amber sure Indicator Re-
has detected an error - Con-
lay Driver
dition Exists
Pre-High Engine Pre-High Engine Temperature
Temperature Warning Relay Driver Diag-
1432 T 4223 31 Amber
Warning Relay nostic has detected an error -
Driver Condition Exists
SAE J1939 Multiplexed Ac-
Accelerator Pedal celerator Pedal or Lever Sen-
1515 T/S 91 19 Red
Position 1 sor System - Received Net-
work Data In Error
Auxiliary Pressure put 1 Circuit - Voltage above
1539 T/S 1387 3 Amber
#1 normal, or shorted to high
source
Auxiliary Pressure put 1 Circuit - Voltage below
1621 T/S 1387 4 Amber
#1 normal, or shorted to low
source
Engine Misfire Engine Misfire Cylinder 1 -
1654 T 1323 31 Amber
Cylinder #1 Condition Exists
1655 T 1324 31 Amber
1656 T 1325 31 Amber
1657 T 1326 31 Amber
1658 T 1327 31 Amber

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
1659 T 1328 31 Amber
Aftertreatment 1 Aftertreatment 1 Diesel Oxi-
1664 T 4796 31 Amber Diesel Oxidation dation Catalyst Missing -
Catalyst Missing Condition Exists
Aftertreatment 1 Diesel Ex-
Aftertreatment 1 haust Fluid Tank Level Sen-
1668 T/S 1761 4 Amber Diesel Exhaust sor Circuit - Voltage below
Fluid Tank Level normal, or shorted to low
source
Aftertreatment 1 haust Fluid Tank Level Sen-
1669 T/S 1761 3 Amber Diesel Exhaust sor Circuit - Voltage above
Fluid Tank Level normal, or shorted to high
source
Aftertreatment 1 haust Fluid Tank Level - Data
1673 T/S 1761 1 Amber Diesel Exhaust valid but below normal opera-
Fluid Tank Level tional range -Most Severe
Level
Aftertreatment 1 Aftertreatment 1 Diesel Ex-
Diesel Exhaust haust Fluid Tank Temperature
1677 T/S 3031 4 Amber
Fluid Tank Tem- Sensor - Voltage below nor-
perature mal, or shorted to low source
1678 T/S 3031 3 Amber
Fluid Tank Tem- Sensor - Voltage above nor-
perature mal, or shorted to high source
1679 T/S 3031 2 Amber
Fluid Tank Tem- - Data erratic, intermittent or
perature incorrect
Aftertreatment 1
Diesel Exhaust
1682 T/S 3362 31 Amber haust Fluid Dosing Unit Input
Fluid Dosing Unit
Lines - Condition Exists
Input Lines
Diesel Exhaust haust Fluid Tank Heater -
1683 T 3363 3 Amber
Fluid Tank 1 Heat- Voltage above normal, or
er shorted to high source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
1684 T 3363 4 Amber
Fluid Tank 1 Heat- Voltage below normal, or
er shorted to low source
Aftertreatment 1 Aftertreatment Diesel Exhaust
Diesel Exhaust Fluid Quality Sensor Circuit -
1685 T/S 3364 4 Amber
Fluid Tank 1 Qual- Voltage below normal, or
ity shorted to low source
Diesel Exhaust Fluid Quality Sensor Circuit -
1686 T/S 3364 3 Amber
Fluid Tank 1 Qual- Voltage above normal, or
ity shorted to high source
Aftertreatment 1 Diesel Oxi-
Aftertreatment 1 dation Catalyst Conversion
Diesel Oxidation Efficiency - Data Valid But
1691 T 5298 18 Amber
Catalyst Conver- Below Normal Operating
sion Efficiency Range - Moderately Severe
Level
Aftertreatment 1 Outlet NOx
Aftertreatment 1
1694 T/S 3226 2 Amber Sensor - Data erratic, inter-
Outlet NOx
Sensor Supply 5 - Voltage
Sensor supply
1695 T/S 3513 3 Amber above normal, or shorted to
voltage 5
high source
Sensor Supply 5 - Voltage be-
Sensor supply
1696 T/S 3513 4 Amber low normal, or shorted to low
voltage 5
source
Aftertreatment 1
haust Fluid Tank Heater - Da-
Diesel Exhaust
1712 T 3363 18 Amber ta Valid But Below Normal
Fluid Tank 1 Heat-
er
ly Severe Level
Aftertreatment 1
Diesel Exhaust
1713 T/S 3363 16 Amber ta Valid But Above Normal
Fluid Tank 1 Heat-
er
ly Severe Level
Aftertreatment 1
Aftertreatment Diesel Exhaust
Diesel Exhaust
1714 T/S 3364 13 Amber Fluid Quality - Out of Calibra-
Fluid Tank 1 Qual-
tion
ity

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment 1
Diesel Exhaust
1715 T/S 3364 11 Amber Fluid Quality - Root Cause
Fluid Tank 1 Qual-
Not Known
ity
Crankcase Pressure Circuit -
Engine Crankcase
Pressure
Crankcase Pressure Circuit -
Engine Crankcase
Pressure
Water in Fuel Indicator - Data
Water In Fuel Indi- Valid But Above Normal Op-
1852 T/S 97 16 Amber
cator erating Range - Moderately
Severe Level
Engine Exhaust Exhaust Gas Recirculation
Gas Recirculation Differential Pressure - Data
1866 T 411 2 Amber
1 Differential Pres- erratic, intermittent or incor-
sure rect
Aftertreatment 1 Aftertreatment Diesel Particu-
Diesel Particulate late Filter Differential Pres-
1879 T/S 3251 3 Amber
Filter Differential sure Sensor Circuit - Voltage
Pressure above normal
1881 T/S 3251 4 Amber
Filter Differential sure Sensor Circuit - Voltage
Pressure below normal
1883 T/S 3251 2 Amber
Filter Differential sure Sensor - Data erratic, in-
Pressure termittent or incorrect
Aftertreatment 1 Intake NOx
Aftertreatment 1 Sensor Circuit - Voltage be-
1885 T/S 3216 4 Amber
Intake NOx low normal, or shorted to low
source
Aftertreatment 1 Sensor Circuit - Voltage be-
1887 T/S 3226 4 Amber
Outlet NOx low normal, or shorted to low
source
Engine Variable
Geometry Turbo- VGT Actuator Driver Circuit -
1894 T 641 9 Amber
charger Actuator Abnormal update rate
#1

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Engine Exhaust
Gas Recirculation EGR Valve Controller - Out of
1896 T 2791 13 Amber
1 (EGR1) Valve Calibration
Control
Engine Variable
Geometry Turbo- VGT Actuator Controller - Out
1898 T/S 641 13 Amber
charger Actuator of Calibration
#1
1921 T/S 3251 16 Amber
Filter Differential sure - Data Valid But Above
Pressure Normal Operating Range
1922 T/S 3251 0 Red
Filter Differential sure - Data valid but above
Pressure normal Operating Range
ECU Power Output Supply
ECU Power Out-
Voltage 1 - Data Valid But Be-
1938 T 3597 18 Amber put Supply Volt-
low Normal Operating Range
age #1
- Moderately Severe Level
Engine Crankcase
1942 T 101 2 Amber erratic, intermittent or incor-
Pressure
rect
EGR Valve Control Circuit
Engine Exhaust
Over Temperature - Data Val-
Gas Recirculation
1961 T 2791 15 Amber id But Above Normal Operat-
1 (EGR1) Valve
ing Range - Least Severe
Control
Level
VGT Actuator Driver Over
Engine Variable
Temperature (Calculated) -
Geometry Turbo-
1962 T 641 15 Amber Data Valid But Above Normal
charger Actuator
Operating Range - Least Se-
#1
vere Level
Amber Engine Crankcase Valid But Above Normal Op-
1974 T 101 15
(Blinking) Pressure erating Range - Least Severe
Level
VGT Actuator Driver Over
Engine Variable
Temperature (Calculated) -
Geometry Turbo-
1976 T/S 641 15 None Data Valid But Above Normal
charger Actuator
#1
vere Level

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment 1 Diesel Par-
Aftertreatment
ticulate Filter System - Data
1981 T 3936 15 Amber Diesel Particulate
Valid But Above Normal Op-
Filter System
erating Range - Level
Aftertreatment 1 Aftertreatment 1 Diesel Par-
1993 T/S 4795 31 Amber Diesel Particulate ticulate Filter Missing - Condi-
Filter Missing tion Exists
Sensor supply
voltage 4
Sensor supply
voltage 4
Engine Variable
2198 T/S 641 11 Amber
charger Actuator Root Cause Not Known
#1
Engine Exhaust EGR Valve Position Circuit -
2272 T 27 4 Amber Gas Recirculation Voltage below normal, or
1 Valve Position shorted to low source
Gas Recirculation Differential Pressure Sensor
2273 T 411 3 Amber
1 Differential Pres- Circuit - Voltage above nor-
sure mal, or shorted to high source
Gas Recirculation Differential Pressure Sensor
2274 T 411 4 Amber
1 Differential Pres- Circuit - Voltage below nor-
sure mal, or shorted to low source
Engine Turbo- Valid But Above Normal Op-
2288 T 103 15 None
charger 1 Speed erating Range - Least Severe
Level
Engine Fuel Ac- Electronic Fuel Injection Con-
2311 T/S 633 31 Amber tuator 1 Control trol Valve Circuit - Condition
Command Exists
2321 T/S 190 2 None Engine Speed Position - Data erratic, inter-
Engine Camshaft Speed / Po-
2322 T/S 723 2 None Engine Speed 2 sition Sensor - Data erratic,
intermittent or incorrect

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Engine Turbo- Turbocharger Turbine Intake
charger 1 Calcu- Temperature - Data Valid But
2346 T 2789 15 None
lated Turbine In- Above Normal Operating
take Temperature Range - Least Severe
Engine Exhaust
EGR Valve Control Circuit -
Gas Recirculation
2349 T 2791 5 Amber Current below normal or open
1 (EGR1) Valve
circuit
Control
Engine Exhaust
Gas Recirculation
2353 T 2791 6 Amber Current above normal or
1 (EGR1) Valve
grounded circuit
Control
Engine Exhaust
Gas Recirculation
2357 T 2791 7 Amber Mechanical system not re-
1 (EGR1) Valve
sponding or out of adjustment
Control
Engine Brake Actuator Driver
Engine (Compres-
Output 2 Circuit - Voltage be-
2363 T 1073 4 Amber sion) Brake Out-
put #2
source
Engine (Compres-
Output 2 Circuit - Voltage
2367 T 1073 3 Amber sion) Brake Out-
put #2
high source
Fuel Filter Differential Pres-
Engine Fuel Filter
sure - Data Valid But Above
2372 T 95 16 Amber Differential Pres-
sure
Exhaust Gas Pressure Sen-
Engine Exhaust sor 1 Circuit - Voltage above
2373 T/S 1209 3 Amber
Gas Pressure 1 normal, or shorted to high
source
Exhaust Gas Pressure Sen-
Engine Exhaust sor 1 Circuit - Voltage below
2374 T/S 1209 4 Amber
Gas Pressure 1 normal, or shorted to low
source
Exhaust Gas Recirculation
Engine Exhaust
Temperature Sensor Circuit -
2375 T 412 3 Amber Gas Recirculation
Voltage above normal, or
1 Temperature

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Engine Exhaust
Temperature Sensor Circuit -
2376 T 412 4 Amber Gas Recirculation
Voltage below normal, or
1 Temperature
2377 T 647 3 Amber 1 Output Device above normal, or shorted to
Driver high source
Engine Variable VGT Actuator Driver Circuit
Geometry Turbo- (Motor) - Mechanical system
2387 T/S 641 7 Amber
charger Actuator not responding or out of ad-
#1 justment
Coolant Level - Data Valid
Amber Engine Coolant
2448 T/S 111 17 But Below Normal Operating
(Blinking) Level
Range - Least Severe Level
Engine Variable
Geometry Turbo- VGT Actuator Controller - Out
2449 T 641 13 Red
charger Actuator of Calibration
#1
Position - Data Valid But
2468 T/S 190 16 Amber Engine Speed Above Normal Operating
Range - Moderately Severe
Level
Exhaust Gas Pressure 1 -
Engine Exhaust
Gas Pressure 1
correct
Engine Intake Air Heater 1
Engine Intake Air
Heater Driver #1
Engine Intake Air
2556 T 729 4 Amber Circuit - Voltage below nor-
Heater Driver #1
Auxiliary PWM Driver 1 Cir-
Auxiliary PWM
2557 T/S 697 3 Amber cuit - Voltage above normal,
Driver #1
Auxiliary PWM Driver 1 Cir-
Auxiliary PWM
2558 T/S 697 4 Amber cuit - Voltage below normal,
Driver #1
Engine Charge Air Cooler
Engine Charge Air
Outlet Temperature - Voltage
2571 T/S 2630 3 Amber Cooler 1 Outlet
Temperature
high source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Engine Charge Air Cooler
Engine Charge Air
Outlet Temperature - Voltage
2572 T/S 2630 4 Amber Cooler 1 Outlet
Temperature
low source
Engine Variable
VGT Actuator Controller -
Geometry Turbo-
2634 T/S 641 12 Red Bad intelligent device or com-
charger Actuator
ponent
#1
Engine Variable
2635 T 641 31 Red
charger Actuator Condition Exists
#1
Engine Variable
2636 T/S 641 9 Red
charger Actuator Abnormal update rate
#1
Aftertreatment Aftertreatment 1 Diesel Oxi-
2637 T 5018 11 None Diesel Oxidation dation Catalyst Face Plugged
Catalyst - Root Cause Not Known
Aftertreatment 1 dation Catalyst Conversion
Diesel Oxidation Efficiency - Data Valid But
2638 T/S 5298 17 None
Catalyst Conver- Below Normal Operating
sion Efficiency Range - Moderately Severe
Level
2639 T/S 3251 15 None
Filter Differential sure - Data valid but above
Pressure normal Operating Range
Engine Coolant Engine Coolant Temperature
2646 T 110 31 Amber
Temperature - Condition Exists
Engine Coolant Engine Coolant Temperature
2659 T 110 31 None
Temperature - Condition Exists
Engine Diesel Particulate Fil-
Engine Diesel ter Intake Pressure - Data
2754 T 81 16 Amber Particulate Filter Valid But Above Normal Op-
Intake Pressure erating Range - Moderately
Severe Level
Aftertreatment 1
2771 T/S 3226 9 Amber Sensor - Abnormal update
Outlet NOx
rate

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Diesel Particulate
Particulate Trap Active Re-
Filter Active Re-
Amber generation Inhibited Due to
2777 T 3703 31 generation Inhibit-
(Blinking) Inhibit Switch - Condition Ex-
ed Due to Inhibit
ists
Switch
Aftertreatment Fuel Rate -
Aftertreatment 1 Data Valid But Above Normal
2778 S 3481 16 Amber
Fuel Rate Operating Range - Moderate-
ly Severe Level
Engine Exhaust
Temperature - Data Valid But
2961 T 412 15 None Gas Recirculation
Above Normal Operating
1 Temperature
Engine Exhaust Temperature - Data Valid But
2962 T 412 16 Amber Gas Recirculation Above Normal Operating
1 Temperature Range - Moderately Severe
Level
Engine Intake
ture - Data Valid But Above
2964 T 105 15 None Manifold #1 Tem-
perature
Least Severe Level
Engine Intake Intake Manifold 1 Pressure -
2973 S 102 2 Amber Manifold #1 Pres- Data erratic, intermittent or in-
sure correct
Aftertreatment 1
haust Fluid Dosing Unit Tem-
2976 T 3361 2 Amber Diesel Exhaust
perature - Data erratic, inter-
Fluid Dosing Unit
Engine Torque Engine Torque Limit Feature -
2998 T 1632 14 Amber
Limit Feature Special Instructions
Aftertreatment
ticulate Filter Outlet Pressure
Diesel Particulate
3133 T/S 3610 3 Amber Sensor Circuit - Voltage
Filter Outlet Pres-
sure
high source
Aftertreatment
Diesel Particulate
3134 T/S 3610 4 Amber Sensor Circuit - Voltage be-
Filter Outlet Pres-
sure
source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment Aftertreatment 1 Diesel Par-
Diesel Particulate ticulate Filter Outlet Pressure
3135 T/S 3610 2 Amber
Filter Outlet Pres- - Data erratic, intermittent or
sure incorrect
Engine Air Shutoff Circuit -
Engine Air Shutoff
Status
Engine Air Shutoff Circuit -
Engine Air Shutoff
Status
Aftertreatment 1 Aftertreatment 1 SCR Intake
SCR Catalyst In- Temperature Sensor Circuit -
3142 T/S 4360 3 Amber
take Gas Temper- Voltage above normal, or
ature shorted to high source
SCR Catalyst In- Temperature Sensor Circuit -
3143 T 4360 4 Amber
take Gas Temper- Voltage below normal, or
ature shorted to low source
SCR Catalyst In- Temperature Sensor - Data
3144 T/S 4360 2 Amber
take Gas Temper- erratic, intermittent or incor-
ature rect
Aftertreatment 1 Aftertreatment 1 SCR Outlet
SCR Catalyst Out- Temperature Sensor Circuit -
3146 T/S 4363 3 Amber
let Gas Tempera- Voltage above normal, or
ture shorted to high source
3147 T/S 4363 4 Amber
let Gas Tempera- Voltage below normal, or
ture shorted to low source
SCR Catalyst Out- Temperature Sensor - Data
3148 T/S 4363 2 Amber
let Gas Tempera- erratic, intermittent or incor-
ture rect
Aftertreatment 1 Aftertreatment 1 SCR Cata-
3151 T/S 4794 31 Amber SCR Catalyst lyst System Missing - Condi-
System tion Exists
SCR Catalyst In- Temperature - Data Valid But
3164 T 4360 15 None
take Gas Temper- Above Normal Operating
ature Range - Least Severe

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
SCR Catalyst Out- Temperature - Data valid but
3165 T/S 4363 0 Red
let Gas Tempera- above normal operational
ture range - Most Severe
Tachograph Output Shaft
Tachograph out-
3186 T 1623 9 Amber Speed - Abnormal update
put shaft speed
rate
Tachograph Output Shaft
Tachograph out-
3213 T 1623 19 Amber Speed - Received Network
put shaft speed
Data In Error
Aftertreatment 1
3228 T 3216 2 Amber Sensor - Data erratic, inter-
Intake NOx
SCR Catalyst In- Temperature - Data valid but
3229 T 4360 0 Red
take Gas Temper- above normal operational
ature range - Most Severe Level
Aftertreatment 1 SCR Intake
Aftertreatment 1
SCR Catalyst In-
3231 T 4360 16 Red Above Normal Operating
take Gas Temper-
ature
Level
Aftertreatment 1
3232 T/S 3216 9 Amber Sensor - Abnormal update
Intake NOx
rate
Aftertreatment 1 SCR Outlet
Aftertreatment 1
SCR Catalyst Out-
3235 T/S 4363 16 Red Above Normal Operating
let Gas Tempera-
ture
Level
Diesel Exhaust haust Fluid Line Heater 1 Cir-
3237 T 4340 3 Amber
Fluid Line Heater cuit - Voltage above normal,
1 State or shorted to high source
3238 T 4340 4 Amber
Fluid Line Heater cuit - Voltage below normal,
1 State or shorted to low source
3239 T 4342 3 Amber

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
3241 T 4342 4 Amber
Diesel Exhaust haust Fluid Tank Heater - Me-
3242 T 3363 7 Amber
Fluid Tank 1 Heat- chanical system not respond-
er ing or out of adjustment
Aftertreatment 1
ticulate Filter System - Me-
3245 T 3936 7 Amber Diesel Particulate
chanical system not respond-
Filter System
ing or out of adjustment
Aftertreatment
dation Catalyst Intake Tem-
Diesel Oxidation
3251 T/S 4765 16 Red perature - Data Valid But
Catalyst Intake
Temperature
Range
Diesel Particulate ticulate Filter Intake Tempera-
3253 T/S 3242 16 Red
Filter Intake Gas ture - Data Valid But Above
Temperature Normal Operating Range
3254 T 3242 15 Amber
Filter Intake Gas ture - Data Valid But Above
Diesel Particulate ticulate Filter Outlet Tempera-
3255 T/S 3246 16 Red
Filter Outlet Gas ture - Data Valid But Above
3256 T 3246 15 Amber
Filter Outlet Gas ture - Data Valid But Above
3258 T 4340 5 Amber
Fluid Line Heater cuit - Current below normal or
1 State open circuit
3261 T 4342 5 Amber

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Anti-theft Encryp-
Anti-theft Encryption Seed -
3298 T 1194 13 Red tion Seed Present
Out of Calibration
Indicator
3311 T/S 3242 0 Red
Filter Intake Gas ture - Data valid but above
Temperature normal operation
3312 T/S 3246 0 Red
Filter Outlet Gas ture - Data valid but above
Temperature normal operation
Aftertreatment
Diesel Oxidation
3313 T/S 4765 4 Amber perature Sensor Circuit - Volt-
Catalyst Intake
Temperature
to low source
Aftertreatment
Diesel Oxidation
3314 T/S 4765 3 Amber perature Sensor Circuit - Volt-
Catalyst Intake
Temperature
to high source
Diesel Oxidation dation Catalyst Intake Tem-
3315 T/S 4765 2 Amber
Catalyst Intake perature - Data erratic, inter-
Temperature mittent or incorrect
Aftertreatment 1
ticulate Filter Intake Tempera-
Diesel Particulate
3316 T/S 3242 4 Amber ture Sensor Circuit - Voltage
Filter Intake Gas
Temperature
low source
Aftertreatment 1
Diesel Particulate
Filter Intake Gas
Temperature
high source
3318 T/S 3242 2 Amber
Filter Intake Gas ture - Data erratic, intermittent
Temperature or incorrect

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment 1
ticulate Filter Outlet Tempera-
Diesel Particulate
Filter Outlet Gas
Temperature
high source
Aftertreatment 1
Diesel Particulate
Filter Outlet Gas
Temperature
low source
3322 T/S 3246 2 Amber
Filter Outlet Gas ture - Data erratic, intermittent
Temperature or incorrect
SAE J1939 Multiplexed Ac-
Accelerator Pedal celerator Pedal or Lever Sen-
3326 T/S 91 9 Red
Position 1 sor System - Abnormal up-
date rate
Transmission Out-
3328 T 191 9 Amber Speed - Abnormal update
put Shaft Speed
rate
J1939 Network #2 - Data er-
3329 T 1231 2 None J1939 Network #2
J1939 Network #3 - Data er-
3331 T 1235 2 None J1939 Network #3
Engine Air Filter Differential
Engine Air Filter 1 Pressure - Data Valid But
3341 T/S 107 16 Amber Differential Pres- Above Normal Operating
sure Range - Moderately Severe
Level
Aftertreatment 1
Aftertreatment Diesel Particu-
Diesel Particulate
3375 T/S 5397 31 Amber late Filter Regeneration too
Filter Regenera-
Frequent - Condition Exists
tion too Frequent
Aftertreatment 1
Diesel Particulate
3376 T/S 5319 31 Amber late Filter Incomplete Regen-
Filter Incomplete
eration - Condition Exists
Regeneration
Transmission Out-
3418 T 191 19 Amber Speed - Received Network
put Shaft Speed
Data In Error

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Sensor supply
voltage 7
Sensor supply
voltage 7
Diesel Exhaust Fluid Line Heater 3 Circuit -
3422 T 4344 3 Amber
Fluid Line Heater Voltage above normal, or
3 State shorted to high source
3423 T 4344 4 Amber
Fluid Line Heater Voltage below normal, or
3 State shorted to low source
3425 T 4344 5 Amber
Fluid Line Heater Current below normal or open
3 State circuit
Anti-Lock Braking Anti-Lock Braking (ABS) Con-
3488 T 563 9 Amber
(ABS) Active troller - Abnormal update rate
Amber
3497 T/S 1761 17 Diesel Exhaust Valid But Below Normal Oper-
(Blinking)
Fluid Tank Level ating Range - Least Severe
Level
Amber
3498 T/S 1761 18 Diesel Exhaust Valid But Below Normal Oper-
(Blinking)
Fluid Tank Level ating Range - Moderately Se-
vere Level
Wheel-Based Vehicle Speed -
Wheel-Based Ve-
3525 T 84 19 Amber Received Network Data In Er-
hicle Speed
ror
Accelerator Pedal
3527 T/S 558 19 Red Idle Validation Switch - Re-
1 Low Idle Switch
ceived Network Data In Error
Accelerator Pedal
3528 S 558 9 Red Idle Validation Switch - Ab-
1 Low Idle Switch
normal update rate
Ambient Air Tem- Ambient Air Temperature -
3531 T 171 9 Amber
perature Abnormal update rate

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Engine Intake Throttle Actua-
Engine Throttle
3542 S 51 2 Amber tor Position Sensor - Data Er-
Valve 1 Position 1
ratic, Intermittent, or Incorrect
NOx limits ex-
ceeded due to In- NOx limits exceeded due to
3543 T 4094 31 Amber sufficient Diesel Insufficient Reagent Quality -
Exhaust Fluid Condition Exists
Quality
Aftertreatment 1
3545 T/S 3226 10 Amber Sensor - Abnormal rate of
Outlet NOx
change
NOx limits ex-
ceeded due to
3547 T/S 4096 31 Amber Fluid Tank Empty - Condition
Empty Diesel Ex-
Exists
haust Fluid Tank
Engine Wait to Engine Wait to Start Lamp -
3555 T 1081 9 Amber
Start Lamp Abnormal update rate
Aftertreatment 1
haust Fluid Dosing Unit - Volt-
3558 T/S 3361 3 Amber Diesel Exhaust
Fluid Dosing Unit
to high source
Aftertreatment 1
haust Fluid Dosing Unit - Volt-
Fluid Dosing Unit
to low source
Diesel Exhaust Fluid Line Heater Relay -
3562 T 5491 3 Amber
Relay shorted to high source
3563 T 5491 4 Amber
Relay shorted to low source
Aftertreatment 1
haust Fluid Dosing Valve 1
3565 S 5394 3 Amber Diesel Exhaust
Circuit - Voltage Above Nor-
Fluid Dosing Valve
mal or Shorted to High
Aftertreatment Aftertreatment Diesel Exhaust
3567 T/S 5394 5 Amber Diesel Exhaust Fluid Dosing Valve - Current
Fluid Dosing Valve below normal or open circuit

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment
Fluid Dosing Valve - Mechani-
cal system not responding or
Fluid Dosing Valve
out of adjustment
Diesel Exhaust haust Fluid Pressure Sensor -
3571 T/S 4334 3 Amber
Fluid Doser Abso- Voltage above normal, or
lute Pressure shorted to high source
3572 T/S 4334 4 Amber
Fluid Doser Abso- Voltage below normal, or
lute Pressure shorted to low source
3574 T/S 4334 18 Amber
Fluid Doser Abso- Data Valid But Below Normal
lute Pressure Operating Range
3575 T/S 4334 16 Amber
Fluid Doser Abso- Data Valid But Above Normal
lute Pressure Operating Range
Aftertreatment 1
Fluid Return Valve - Voltage
Fluid Return Valve
high source
Aftertreatment 1
Fluid Return Valve - Voltage
Fluid Return Valve
low source
Aftertreatment SCR Catalyst
Aftertreatment 1 Conversion Efficiency - Data
3582 T 4364 18 Amber SCR Conversion Valid But Below Normal Oper-
Efficiency ating Range - Moderately Se-
vere Level
Aftertreatment 1
Outlet Gas NOx
3583 T/S 5031 10 Amber Sensor Heater - Abnormal
Sensor Heater
rate of change
Ratio
3596 T/S 4334 2 Amber
Fluid Doser Abso- Data erratic, intermittent or in-
lute Pressure correct
Engine Coolant Coolant Level Sensor - Ab-
3613 T 111 9 Amber
Level normal Update Rate

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
SAE J1939 Multi-
Coolant Level Sensor - Re-
3614 T 111 19 Amber plexing PGN
ceived Network Data in Error
Timeout
Engine Fan Clutch Engine Fan Clutch 2 Control
3633 T 5484 3 Amber 2 Output Device Circuit - Voltage above nor-
Driver mal, or shorted to high source
3634 T 5484 4 Amber 2 Output Device Circuit - Voltage below nor-
Driver mal, or shorted to low source
Transmission Out- Transmission Output Retard-
3641 T/S 748 9 Amber
put Retarder er - Abnormal update rate
Aftertreatment 1
Intake Gas NOx
3649 T/S 5024 10 Amber Sensor Heater - Abnormal
Sensor Heater
rate of change
Ratio
Aftertreatment 1
Sensor Power Supply - Data
3681 T/S 3228 2 Amber Outlet Gas Sensor
erratic, intermittent or incor-
Power Status
rect
Aftertreatment 1
Sensor Power Supply - Data
3682 T/S 3218 2 Amber Intake Gas Sen-
erratic, intermittent or incor-
sor Power Status
rect
Engine Control Engine Control Module Cali-
3697 T/S 630 12 Red Module Calibra- bration Memory - Bad intelli-
tion Memory gent device or component
Aftertreatment Aftertreatment SCR Operator
SCR Operator In- Inducement - Data valid but
3712 T/S 5246 0 Red
ducement Severi- above normal operational
ty range - Most Severe level
Engine Protection Engine Protection Torque De-
3714 T/S 1569 31 Amber
Torque Derate rate - Condition Exists
Aftertreatment 1 Aftertreatment 1 Outlet NOx
3717 T 3226 13 Amber
Outlet NOx Sensor - Out of Calibration
Aftertreatment 1 Aftertreatment 1 Intake NOx -
3718 T 3216 13 Amber
Intake NOx Out of Calibration
Battery Potential /
3724 T 168 17 Amber But Below Normal Operating
Power Input 1

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment 1
3725 T/S 3216 10 Amber Sensor - Abnormal rate of
Intake NOx
change
High Pressure High Pressure Common Rail
Common Rail Fuel Pressure Relief Valve -
3727 T/S 5571 7 None
Fuel Pressure Re- Mechanical system not re-
lief Valve sponding or out of adjustment
Engine Starter Mode Over-
Engine Starter
3737 T/S 1675 31 None crank Protection - Condition
Mode
Exists
3741 T/S 5571 0 Amber
Fuel Pressure Re- Data valid but above normal
lief Valve operational range
Aftertreatment 1
3748 T/S 3216 20 Amber Sensor - Data not Rational -
Intake NOx
Drifted High
Aftertreatment 1
3749 T 3226 20 Amber Sensor - Data not Rational -
Outlet NOx
Drifted High
Aftertreatment
System - Mechanical system
3751 T 4792 7 None SCR Catalyst
not responding or out of ad-
System
justment
Diesel Particulate
Diesel Particulate Filter Active
Filter Active Re-
Regeneration Inhibited Due to
3753 T 3713 31 None generation Inhibit-
System Timeout - Condition
ed Due to System
Exists
Timeout
Aftertreatment Aftertreatment Diesel Exhaust
3755 T 5394 2 None Diesel Exhaust Fluid Dosing Valve - Data er-
Fluid Dosing Valve ratic, intermittent or incorrect
Auxiliary Temper- Input 2 Circuit - Voltage
3765 T/S 442 3 Amber
ature 2 above normal, or shorted to
high source
Auxiliary Temper- Input 2 Circuit - Voltage below
3766 T/S 442 4 Amber
ature 2 normal, or shorted to low
source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Estimated Engine Estimated Engine Parasitic
3838 S 2978 9 Amber Parasitic Losses - Losses - Percent Torque - Ab-
Percent Torque normal update rate
Cruise Control Enable Switch
Cruise Control En-
3841 S 596 2 Amber - Data erratic, intermittent or
able Switch
incorrect
Cruise Control Cruise Control Disable Com-
3843 T/S 5603 9 None
Disable Command mand - Abnormal update rate
Cruise Control Cruise Control Pause Com-
3844 T 5605 31 None
Pause Command mand - Condition Exists
Cruise Control Cruise Control Disable Com-
3845 T/S 5603 31 None
Disable Command mand - Condition Exists
Diesel Exhaust Fluid Quality - Data valid but
3866 T/S 3364 1 Amber
Fluid Tank 1 Qual- below normal operational
ity range - Most Severe Level
Aftertreatment 1
Fluid Quality - Data Valid But
Diesel Exhaust
3867 T 3364 18 Amber Below Normal Operating
Fluid Tank 1 Qual-
Range - Moderate Severe
ity
Level
Aftertreatment 1
Diesel Exhaust
3868 T/S 3364 9 Amber Fluid Quality - Abnormal up-
Fluid Tank 1 Qual-
date rate
ity
Diesel Exhaust Fluid Quality Sensor - Me-
3876 T 3364 7 Amber
Fluid Tank 1 Qual- chanical system not respond-
ity ing or out of adjustment
Aftertreatment 1
Diesel Exhaust
3877 T 3364 12 Amber Fluid Quality Sensor - Bad in-
Fluid Tank 1 Qual-
telligent device or component
ity
Aftertreatment 1
Diesel Exhaust
3878 T/S 3364 2 Amber Fluid Quality - Data erratic, in-
Fluid Tank 1 Qual-
termittent or incorrect
ity
Aftertreatment Aftertreatment Diesel Particu-
Diesel Particulate late Filter Temperature Sen-
4151 T/S 5742 9 Amber
Filter Temperature sor Module - Abnormal up-
Sensor Module date rate

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment Se-
Aftertreatment Selective Cat-
lective Catalytic
alytic Reduction Temperature
4152 T/S 5743 9 Amber Reduction Tem-
Sensor Module - Abnormal
perature Sensor
update rate
Module
Aftertreatment 1
haust Fluid Dosing Unit Heat-
Diesel Exhaust
4155 T 5746 3 Amber er Relay - Voltage Above Nor-
Fluid Dosing Unit
mal, or Shorted to high
Heater Relay
source
Diesel Exhaust haust Fluid Dosing Unit Heat-
4156 T 5746 4 Amber
Fluid Dosing Unit er Relay - Voltage below nor-
Heater Relay mal, or shorted to low source
Aftertreatment 1
Fluid Return Valve - Mechani-
Fluid Return Valve
out of adjust
4158 T/S 5742 12 Amber
Filter Temperature sor Module - Bad intelligent
Sensor Module device or component
Aftertreatment Se-
lective Catalytic
Sensor Module - Bad intelli-
perature Sensor
gent device or component
Module
Aftertreatment
late Filter Temperature Sen-
Diesel Particulate
4161 T/S 5742 3 Amber sor Module - Voltage Above
Filter Temperature
Normal, or Shorted to high
Sensor Module
source
Aftertreatment
Diesel Particulate
4162 T/S 5742 4 Amber sor Module - Voltage below
Filter Temperature
normal, or shorted to low
Sensor Module
source
Aftertreatment
Diesel Particulate
4163 T/S 5742 16 Amber sor Module- Data Valid But
Filter Temperature
Sensor Module
Range

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment Se- Aftertreatment Selective Cat-
lective Catalytic alytic Reduction Temperature
4164 T/S 5743 3 Amber Reduction Tem- Sensor Module - Voltage
perature Sensor Above Normal, or Shorted to
Module high source
Aftertreatment Se- Aftertreatment Selective Cat-
lective Catalytic alytic Reduction Temperature
4165 T/S 5743 4 Amber Reduction Tem- Sensor Module - Voltage be-
perature Sensor low normal, or Shorted to low
Module source
Aftertreatment Se-
lective Catalytic
Sensor Module - Data Valid
perature Sensor
But Above Normal
Module
4168 T 5745 3 Amber
Fluid Dosing Unit er - Voltage Above Normal, or
Heater Shorted to High
4169 T 5745 4 Amber
Fluid Dosing Unit er - Voltage below normal, or
Heater shorted to low source
4171 T 5745 18 Amber
Fluid Dosing Unit er - Data Valid But Below
Heater Normal Operating Range
Aftertreatment Re- Aftertreatment Regeneration
4213 T 3695 2 Amber generation Inhibit Inhibit Switch - Data erratic,
Switch intermittent or incorrect
Anti-Lock Braking Anti-Lock Braking (ABS) Ac-
4215 T 563 31 None
(ABS) Active tive - Condition Exists
Aftertreatment 1
Diesel Exhaust
4243 T 3515 10 Amber haust Fluid Temperature 2 -
Fluid Temperature
Abnormal Rate of Change
2
Diesel Exhaust haust Fluid Dosing Tempera-
4249 T 4337 10 Amber
Fluid Dosing Tem- ture - Abnormal Rate of
perature Change

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment 1
Diesel Exhaust
4251 T 5798 10 Amber Fluid Dosing Unit
er Temperature - Abnormal
Heater Tempera-
Rate of Change
ture
4259 T/S 5742 11 Amber
Filter Temperature sor Module - Root Cause Not
Sensor Module Known
Aftertreatment Se-
lective Catalytic
Sensor Module - Root Cause
perature Sensor
Not Known
Module
4262 T/S 5571 3 Amber
Fuel Pressure Re- Voltage Above Normal, or
lief Valve Shorted to High Source
4263 T/S 5571 4 Amber
Fuel Pressure Re- Voltage below normal, or
lief Valve shorted to low source
High Pressure
High Pressure Common Rail
Common Rail
4265 S 5571 11 Amber Fuel Pressure Relief Valve -
Fuel Pressure Re-
Root Cause Not Known
lief Valve
Aftertreatment 1
Diesel Exhaust
4277 T/S 3364 10 Amber Fluid Quality - Abnormal Rate
Fluid Tank 1 Qual-
of Change
ity
Desired Engine Desired Engine Fueling State
4284 S 5793 9 Amber
Fueling State - Abnormal Update Rate
J1939 Network #4 J1939 Network #4 - Data er-
4437 T 1668 2 None
- Data erratic ratic, intermittent or incorrect
Aftertreatment 1
Outlet NOx Sen-
4452 S 3226 7 Amber Sensor Closed Loop Opera-
sor Closed Loop
tion - Condition Exists
Operation
Engine Air Shutoff - Mechani-
4484 T/S 3667 7 Red Engine Air Shutoff cal System Not Responding
or Out of Adjustment

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Vehicle Identifica- Vehicle Identification Number
4517 T 237 13 Amber
tion Number - Out of Calibration
Brake Pedal Position - Data
Brake Pedal Posi-
4526 S 521 2 Amber erratic, intermittent or incor-
tion
rect
Diesel Oxidation dation Catalyst Outlet Gas
4533 T 4766 3 Amber Catalyst Outlet Temperature Sensor Circuit -
Gas Temperature Voltage above normal, or
Sensor Circuit shorted to high source
4534 T 4766 4 Amber Catalyst Outlet Temperature Sensor Circuit -
Gas Temperature Voltage below normal, or
Sensor Circuit shorted to low source
Aftertreatment 1
Diesel Exhaust
4572 T/S 3031 9 Amber haust Fluid Tank Temperature
Fluid Tank Tem-
- Abnormal Update Rate
perature
4584 T/S 3936 14 Red Diesel Particulate late Filter System - Special
Filter System Instructions
Aftertreatment 1 Aftertreatment 1 SCR Cata-
4585 T/S 4792 14 Red SCR Catalyst lyst System - Special Instruc-
System tions
Aftertreatment 1 SAE J1939 Multiplexing PGN
4677 T/S 1761 9 Amber Diesel Exhaust Timeout Error - Abnormal up-
Fluid Tank Level date rate
4724 S 702 5 Amber Auxiliary I/O #02 cuit - Current below normal or
open circuit
4725 S 702 6 Amber Auxiliary I/O #02 cuit - Current above normal or
grounded circuit
Aftertreatment 1
Diesel Exhaust
Fluid Tank Tem-
Sensor - Out of Calibration
perature
Aftertreatment 1
Diesel Exhaust
4732 T 1761 13 Amber haust Fluid Tank Level Sen-
Fluid Tank Tem-
sor - Out of Calibration
perature

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Auxiliary Input/Output 1 -
4734 T/S 701 14 Red Auxiliary I/O #01
Special Instructions
Aftertreatment 1
Diesel Exhaust
Fluid Tank Tem-
- Root Cause Not Known
perature
4739 T/S 1761 11 Amber Diesel Exhaust haust Fluid Tank Level Sen-
Fluid Tank Level sor - Root Cause Not Known
Diesel Exhaust haust Fluid Temperature 2
4743 T 3515 5 Amber
Fluid Temperature Sensor Circuit - Current be-
2 low normal or open circuit
Diesel Exhaust haust Fluid Temperature 2
4744 T 3515 6 Amber
Fluid Temperature Sensor Circuit - Current
2 above normal or grounded
Aftertreatment 1
Diesel Exhaust
4745 T 3515 11 Amber haust Fluid Temperature 2 -
Fluid Temperature
Root Cause Not Known
2
Aftertreatment 1 Aftertreatment Intake Oxygen
4747 S 3217 20 Amber Intake Percent Sensor - Data Not Rational -
Oxygen 1 Drifted High
Aftertreatment 1 Aftertreatment Intake Oxygen
4748 S 3217 21 Amber Intake Percent Sensor - Data Not Rational -
Oxygen 1 Drifted Low
Aftertreatment 1 Aftertreatment Outlet Oxygen
4749 S 3227 20 Amber Outlet Percent - Data Not Rational - Drifted
Oxygen 1 High
Aftertreatment 1 Aftertreatment Outlet Oxygen
4751 S 3227 21 Amber Outlet Percent - Data Not Rational - Drifted
Oxygen 1 Low
4768 T/S 3521 11 Amber Diesel Exhaust haust Fluid Property - Root
Fluid Property Cause Not Known
Aftertreatment 1
haust Fluid Tank Level Sen-
sor - Abnormal Rate of
Fluid Tank Level
Change

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Fan Speed - Data Valid but
4789 T 1639 0 Amber Fan Speed Above Normal Operational
Range - Most Severe Level
4791 T 1639 1 Amber Fan Speed Below Normal Operational
Aftertreatment
4842 T/S 3364 15 None Diesel Exhaust
Fluid Quality
Aftertreatment Se-
lective Catalytic Aftertreatment Diesel Exhaust
4863 T/S 5245 31 Amber Reduction Opera- Fluid Tank Low Level Indica-
tor Inducement tor
Active
High Pressure
Common Rail
4867 T/S 5571 31 Amber Fuel Pressure Relief Valve -
Fuel Pressure Re-
Condition Exists
lief Valve
Maintain ECU Power Lamp -
4951 T 6655 3 Amber ECU Power Lamp Voltage Above Normal, or
Shorted to High Source
4952 T 6655 4 Amber ECU Power Lamp Voltage Below Normal, or
Shorted to Low Source
Alternator 1 Status - Voltage
Alternator 1 Sta-
4953 S 3353 3 Amber Above Normal, or Shorted to
tus
High Source
Alternator 1 Status - Voltage
Alternator 1 Sta-
4954 S 3353 4 Amber Below Normal, or Shorted to
tus
Low Source
Variable Geometry Variable Geometry Turbo-
4956 T/S 6713 13 Red Turbocharger Ac- charger Actuator Software -
tuator Out of Calibration
Variable Geometry Variable Geometry Turbo-
4957 T/S 6713 31 Red Turbocharger Ac- charger Actuator Software -
tuator Condition Exists
VGT Actuator VGT Actuator Driver Circuit -
5177 T/S 6713 9 Amber
Driver Circuit Abnormal update rate

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Fan Blade Pitch Position Sen-
Engine Fan Blade sor Circuit - Voltage Above
5183 T 6799 3 Amber
Pitch Normal, or Shorted to High
Source
Engine Fan Blade sor Circuit - Voltage Below
5184 T 6799 4 Amber
Pitch Normal, or Shorted to Low
Source
Fan Blade Pitch - Mechanical
Engine Fan Blade
5185 T 6799 7 Amber system not responding or out
Pitch
of adjustment
Engine Air Shutoff Status -
Engine Air Shutoff
5221 T 3667 2 Red Data erratic, intermittent or in-
Status
correct
Tachograph Out- Tachograph Output Shaft
5248 T/S 1623 13 Amber
put Shaft Speed Speed - Out of Calibration
5278 T 6802 31 Amber haust Fluid Dosing System
Frozen - Condition Exists
Engine Emergen- Engine Emergency Shutdown
5291 T 520808 31 Amber cy Shutdown Switch Actived - Condition
Switch Actived Exists
Excessive Time
Excessive Time Since Last
Since Last Engine
5292 T/S 520809 31 Amber Engine Air Shutoff Mainte-
Air Shutoff Mainte-
nance Test - Condition Exists
nance Test
Aftertreatment 1
ticulate Filter Ash Load Per-
Mainte- Diesel Particulate
5383 S 3720 15 cent - Data Valid But Above
nance Filter Ash Load
Percent
Least Severe Level
5386 T 4766 2 Amber
Catalyst Outlet Temperature - Data Erratic,
Gas Temperature Intermittent, or Incorrect
Aftertreatment 1
dation Catalyst Outlet Gas
Diesel Oxidation
5387 T 4766 0 Red Temperature - Data Valid But
Catalyst Outlet
Gas Temperature

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment 1 dation Catalyst Outlet Gas
Diesel Oxidation Temperature - Data Valid But
5388 T 4766 16 Red
Catalyst Outlet Above Normal Operating
Gas Temperature Range - Moderately Severe
Level
Aftertreatment 1
dation Catalyst Outlet Gas
Diesel Oxidation
5389 T 4766 15 Amber Temperature - Data Valid But
Catalyst Outlet
Gas Temperature
Aftertreatment
Aftertreatment Diesel Oxida-
Diesel Oxidation
tion Catalyst Temperature
5391 T 6882 9 Amber Catalyst Tempera-
Sensor Module - Abnormal
ture Sensor Mod-
Update Rate
ule
Aftertreatment
Diesel Oxidation
Sensor Module - Bad Intelli-
ture Sensor Mod-
gent Device or Component
ule
Aftertreatment Aftertreatment Diesel Oxida-
Diesel Oxidation tion Catalyst Temperature
5393 T 6882 3 Amber Catalyst Tempera- Sensor Module - Voltage
ture Sensor Mod- Above Normal or Shorted to
ule High Source
Aftertreatment Aftertreatment Diesel Oxida-
Diesel Oxidation tion Catalyst Temperature
5394 T 6882 4 Amber Catalyst Tempera- Sensor Module - Voltage Be-
ture Sensor Mod- low Normal or Shorted to Low
ule Source
Aftertreatment
Diesel Oxidation
Sensor Module - Root Cause
ture Sensor Mod-
Not Known
ule
Aftertreatment
Diesel Oxidation
Sensor Module - Data Valid
But Above Normal Operating
ture Sensor Mod-
ule
Level

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Engine Air Filter Differential
Engine Air Filter 1
Pressure - Data Valid But
5576 T/S 107 15 Amber Differential Pres-
sure
High Pressure
Fuel Pressure Relief Valve -
Common Rail
5585 T 5571 15 Amber Data Valid But Above Normal
Fuel Pressure Re-
lief Valve
vere Level
5617 T 524286 31 Amber Diesel Oxidation dation Catalyst System- Spe-
Catalyst System cial Instruction
SCR System
SCR System Cleaning Inhibit-
Cleaning Inhibited
5631 T 6928 31 None ed Due to System Timeout -
Due to System
Condition Exists
Timeout
SCR System
Mainte- Cleaning Inhibited
5632 T/S 6918 31 ed Due to Inhibit Switch -
nance Due to Inhibit
Condition Exists
Switch
SCR Operator In- SCR Operator Inducement
5653 T/S 6881 9 Amber ducement Over- Override Switch - Abnormal
ride Switch Update Rate
SCR Operator In- SCR Operator Inducement
5654 T/S 6881 13 Amber ducement Over- Override Switch - Out of Cali-
ride Switch bration
Aftertreatment 1 Aftertreatment 1 SCR Con-
5655 S 4364 31 Amber SCR Conversion version Efficiency - Condition
Efficiency Exists
Aftertreatment 1 Aftertreatment 1 Outlet NOx
5689 S 3226 11 Amber Outlet NOx Sen- Sensor - Root Cause Not
sor Known
Diesel Particulate ticulate Filter Differential
5715 S 3251 10 Amber
Filter Differential Pressure - Abnormal Rate of
Pressure Change
Aftertreatment 1
Diesel Particulate
5716 S 3610 10 Amber ticulate Filter Outlet Pressure
Filter Outlet Pres-
- Abnormal Rate of Change
sure

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Diesel Exhaust haust Fluid Pump Command
5864 S 4375 3 Amber
Fluid Pump Drive Circuit - Voltage Above Nor-
Percentage mal or Shorted to High
Diesel Exhaust haust Fluid Pump Command
5865 S 4375 4 Amber
Fluid Pump Drive Circuit - Voltage Below Nor-
Percentage mal or Shorted to Low Source
Fluid Dosing Unit Relay
5866 S 520953 3 Amber Feedback - Voltage Above
Normal or Shorted to High
Source
Fluid Dosing Unit Relay
5867 S 520953 4 Amber
Feedback- Voltage Below
Normal or Shorted to Low
Aftertreatment 1 SCR Feed-
Aftertreatment 1 back Control Status - Me-
5868 S 4339 7 Amber SCR Feedback chanical System Not Re-
Control Status sponding or Out of Adjust-
ment
Electronic Throttle Control
Engine Throttle
Actuator Driver Circuit - Volt-
5879 S 3464 3 Amber Actuator 1 Control
age Above Normal or Shorted
Command
to High Source
Engine Throttle
Actuator Driver Circuit - Volt-
5881 S 3464 4 Amber Actuator 1 Control
age Below Normal or Shorted
Command
to Low Source
Aftertreatment 1
haust Fluid Pressure - Me-
Diesel Exhaust
5935 S 4334 7 Amber chanical System Not Re-
Fluid Doser 1 Ab-
sponding or Out of Adjust-
solute Pressure
ment
Aftertreatment 1
haust Fluid Pressure - Data
Diesel Exhaust
5936 S 4334 15 Amber Valid But Above Normal Op-
Fluid Doser 1 Ab-
erating Range - Least Severe
solute Pressure
Level

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Diesel Particulate Diesel Particulate Filter 1
Filter 1 Conditions Conditions Not Met for Active
5938 T/S 3750 14 Amber
Not Met for Active Regeneration - Condition Ex-
Regeneration ists
Machine Constrained Opera-
tion- Abnormal Update Rate.
No Communication or an in-
valid data transfer rate has
5939 T/S 520968 9 Amber
been detected on the J1939
data link between the ECM
and the machine electronic
control unit.
Machine Constrained Opera-
tion- Received Network Data
5941 T/S 520968 19 None in Error. The received J1939
datalink message was not
valid.
Battery Potential /
6256 T/S 168 15 None But Above Normal Operating
Power Input 1
Battery Potential / But Below Normal Operating
6257 T/S 168 17 None
Level
Electric Lift Pump for Engine
Engine Electric
Fuel Supply Circuit - Voltage
6258 T 1075 3 None Lift Pump for En-
gine Fuel Supply
high source
Electric Lift Pump for Engine
Engine Electric
Fuel Supply Circuit - Voltage
6259 T 1075 4 None Lift Pump for En-
gine Fuel Supply
low source
6263 T/S 647 3 None 1 Output Device above normal, or shorted to
Driver high source
6264 T/S 647 4 None 1 Output Device below normal, or shorted to
Driver low source
Aftertreatment 1
ticulate Filter System - Me-
6265 T 3936 7 None Diesel Particulate
chanical system not respond-
Filter System
ing or out of adjustment

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Crankcase Breather Filter
Crankcase breath- Heater Circuit - Voltage
6336 T 862 3 None
er Heater Circuit above normal, or shorted to
high source
Crankcase Breather Filter
Crankcase breath- Heater Circuit - Voltage below
6337 T 862 4 None
er Heater Circuit normal, or shorted to low
source
Engine (Compres- Engine Brake Actuator Driver
6418 T 1072 3 None sion) Brake Out- 1 Circuit - Voltage above nor-
put #1 mal, or shorted to high source
Engine (Compres- Engine Brake Actuator Driver
6419 T 1072 4 None sion) Brake Out- 1 Circuit - Voltage below nor-
put #1 mal, or shorted to low source
Engine (Compres-
Output 2 Circuit - Voltage
6421 T 1073 3 None sion) Brake Out-
put #2
high source
Engine (Compres-
Output 2 Circuit - Voltage be-
6422 T 1073 4 None sion) Brake Out-
put #2
source
6456 T/S 5484 3 None 2 Output Device Circuit - Voltage above nor-
Driver mal, or shorted to high source
6457 T/S 5484 4 None 2 Output Device Circuit - Voltage below nor-
Driver mal, or shorted to low source
Aftertreatment 1
6458 T 3216 20 None Sensor - Data not Rational -
Intake NOx
Drifted High
Aftertreatment 1
Intake NOx
Drifted High
Aftertreatment 1
Outlet NOx
Drifted High
Aftertreatment 1
Outlet NOx
Drifted High

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment 1
6464 T 3226 2 None Sensor - Data Erratic, Inter-
Outlet NOx
mittant, or Incorrect.
6467 T/S 1639 15 None Fan Speed Above Normal Operational
6468 T/S 1639 17 None Fan Speed Below Normal Operational
Fan Speed - Data Erratic, In-
6469 T 1639 2 None Fan Speed
termittent, or Incorrect
Engine Fan Blade sor Circuit - Voltage Above
6471 T/S 6799 3 None
Pitch Normal, or Shorted to High
Source
Engine Fan Blade sor Circuit - Voltage Below
6472 T/S 6799 4 None
Pitch Normal, or Shorted to Low
Source
Engine Fan Blade Fan Blade Pitch - Data Errat-
6473 T 6799 2 None
Pitch ic, Intermittent, or Incorrect
Diesel Exhaust haust Fluid Tank Heater - Me-
6475 T/S 3363 7 None
Fluid Tank 1 Heat- chanical system not respond-
er ing or out of adjustment
Aftertreatment 1
Diesel Exhaust
6476 T/S 3363 18 None ta Valid But Below Normal
Fluid Tank 1 Heat-
er
ly Severe Level
6477 T/S 5491 3 None
Relay shorted to high source
6478 T/S 5491 4 None
Relay shorted to low source
6479 T/S 3363 3 None
Fluid Tank 1 Heat- Voltage above normal, or
er shorted to high source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
6481 T/S 3363 4 None
Fluid Tank 1 Heat- Voltage below normal, or
er shorted to low source
6482 T 4340 5 None
6483 T 4342 5 None
6484 T 4344 5 None
Fluid Line Heater Current below normal or open
3 State circuit
Electronic Throttle
Actuator Driver Circuit-Volt-
6493 T 3464 3 None Control Actuator
Driver Circuit
to high source
Electronic Throttle
Actuator Driver Circuit-Volt-
Driver Circuit
to low source
Electronic Throttle
Actuator Driver Circuit- Cur-
rent Below Normal or Open
Driver Circuit
Circuit
Engine Intake Engine Intake Throttle Actua-
Throttle Actuator tor Position Sensor Circuit-
6497 T/S 51 3 None
Position Sensor Voltage above normal, or
Circuit shorted to high source
Engine Intake Engine Intake Throttle Actua-
Throttle Actuator tor Position Sensor Circuit-
6498 T/S 51 4 None
Position Sensor Voltage above normal, or
Circuit shorted to low source
ECU Power Output Supply
ECU Power Out-
Voltage 1 - Data Valid But Be-
6499 T/S 3597 17 None put Supply Volt-
low Normal Operating Range
age #1
- Moderately Severe Level
6511 T/S 6655 3 None ECU Power Lamp Voltage Above Normal, or
Shorted to High Source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
6512 T/S 6655 4 None ECU Power Lamp Voltage Below Normal, or
Shorted to Low Source
6513 T 5745 17 None
Fluid Dosing Unit er - Data Valid But Below
Heater Normal Operating Range
Aftertreatment 1 Conversion Efficiency - Data
6517 T 4364 17 None SCR Conversion Valid But Below Normal Oper-
Efficiency ating Range - Moderately Se-
vere Level
Aftertreatment Outlet NOx
Aftertreatment
Sensor Circuit- Voltage below
6521 T 3226 4 None Outlet NOx Sen-
normal or shorted to low
sor Circuits
source
Engine Coolant
6522 T/S 111 3 None cuit - Voltage above normal,
Level
Engine Coolant
6523 T/S 111 4 None cuit - Voltage below normal,
Level
Engine Oil Temperature Sen-
Engine Oil Tem- sor 1 Circuit - Voltage above
6524 T 175 3 None
perature 1 normal, or shorted to high
source
Engine Oil Temperature Sen-
Engine Oil Tem- sor 1 Circuit - Voltage below
6525 T 175 4 None
perature 1 normal, or shorted to low
source
Aftertreatment 1
Diesel Exhaust
6526 T/S 1761 13 None haust Fluid Tank Level Sen-
Fluid Tank Tem-
sor - Out of Calibration
perature
Aftertreatment 1
Fluid Return Valve - Mechani-
6527 T 4376 7 None Diesel Exhaust
Fluid Return Valve
out of adjust
Aftertreatment 1
Diesel Exhaust
6529 T 5746 3 None er Relay - Voltage Above Nor-
Fluid Dosing Unit
mal, or Shorted to high
Heater Relay
source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
6531 T/S 4340 3 None
6532 T/S 4340 4 None
6533 T/S 4342 3 None
6534 T/S 4342 4 None
6535 T/S 4344 3 Amber
3 State shorted to high source
6536 T/S 4344 4 Amber
3 State shorted to low source
Diesel Exhaust haust Fluid Line Heater Relay
6537 T 5491 7 None
Fluid Line Heater - Mechanical system not re-
Relay sponding or out of adjustment
Diesel Oxidation dation Catalyst Intake Tem-
6539 T 4765 2 None
Catalyst Intake perature - Data erratic, inter-
Temperature mittent or incorrect
Aftertreatment
Diesel Particulate
6551 T 3610 3 None Sensor Circuit - Voltage
Filter Outlet Pres-
sure
high source
Aftertreatment
Diesel Particulate
6552 T 3610 4 None Sensor Circuit - Voltage be-
Filter Outlet Pres-
sure
source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment Aftertreatment 1 Diesel Par-
Diesel Particulate ticulate Filter Outlet Pressure
6553 T 3610 2 None
Filter Outlet Pres- - Data erratic, intermittent or
sure incorrect
Engine Exhaust
Gas Recirculation
6555 T 2791 7 None Mechanical system not re-
1 (EGR1) Valve
sponding or out of adjustment
Control
Engine Intake Air
6556 T/S 729 3 None Circuit - Voltage above nor-
Heater Driver #1
Engine Intake Air
6557 T/S 729 4 None Circuit - Voltage below nor-
Heater Driver #1
6559 T 3031 4 None
Fluid Tank Tem- Sensor - Voltage below nor-
perature mal, or shorted to low source
6562 T 1761 11 None Diesel Exhaust haust Fluid Tank Level Sen-
Fluid Tank Level sor - Root Cause Not Known
Auxiliary Intermediate (PTO)
PTO Governor Speed Switch Validation - Da-
6563 T/S 976 2 None
State ta erratic, intermittent or in-
correct
Aftertreatment 1
6565 T 3226 10 None Sensor - Abnormal rate of
Outlet NOx
change
Aftertreatment Re- Aftertreatment Regeneration
6568 T/S 3695 2 None generation Inhibit Inhibit Switch - Data erratic,
Switch intermittent or incorrect
6569 T 4363 3 None
let Gas Tempera- Voltage above normal, or
ture shorted to high source
6571 T 4363 4 None
let Gas Tempera- Voltage below normal, or
ture shorted to low source

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment 1
Outlet Gas NOx
6581 T 5031 10 None Sensor Heater - Abnormal
Sensor Heater
rate of change
Ratio
Auxiliary Temper- Auxiliary Temperature Sensor
6583 S 441 14 Amber
ature 1 Input 1 - Special Instructions
Auxiliary Pressure Auxiliary Pressure Sensor In-
6584 S 1388 14 Amber
#2 put 2 - Special Instructions
Engine Speed - Root Cause
6595 S 190 11 None Engine Speed
Not Known
Diesel Particulate
Diesel Particulate Filter Active
Filter Active Re-
Regeneration Inhibited Due to
6596 T/S 3713 31 Amber generation Inhibit-
System Timeout - Condition
ed Due to System
Exists
Timeout
SCR System
Cleaning Inhibited
6597 T 6928 31 Amber ed Due to System Timeout -
Due to System
Condition Exists
Timeout
Engine Cranks Slowly - Con-
6599 S 521002 31 None
dition Exists
Engine Starter Motor Relay
Engine Starter
Control Circuit - Voltage
6611 S 6385 3 Amber Motor Relay Con-
Above Normal or Shorted to
trol
High Source
Engine Starter Motor Relay
Engine Starter
Control Circuit - Voltage Be-
6612 S 6385 4 Amber Motor Relay Con-
low Normal or Shorted to Low
trol
Source
SCR Monitoring
SCR Monitoring System Mal-
6613 S 5842 14 Amber System Malfunc-
function - Special Instructions
tion
Parking Brake Switch - Data
Parking Brake
6618 S 70 2 None Erratic, Intermittent, or Incor-
Switch
rect
Aftertreatment 1
Diesel Exhaust
6619 T/S 3515 10 None haust Fluid Temperature 2 -
Fluid Temperature
Abnormal Rate of Change
2
Aftertreatment 1
6621 T 3216 10 None Sensor - Abnormal rate of
Intake NOx
change

Cummins
J1939 J1939 J1939 SPN
SPN FMI Description
Code
Aftertreatment 1 Aftertreatment 1 SCR System
SCR System Con- Conditions Not Met for Active
6634 T 7848 14 Amber
ditions Not Met for Cleaning - Special Instruc-
Active Cleaning tions
6726 T/S 4796 31 None Diesel Oxidation dation Catalyst Missing -
Catalyst Missing Condition Exists
Aftertreatment 1
Diesel Exhaust
6752 T/S 3364 18 None Below Normal Operating
Fluid Tank 1 Qual-
ity
Level
Aftertreatment Aftertreatment System As-
6771 S 521032 14 Red
System Assembly sembly - Special Instructions
Desired Engine Desired Engine Fueling State
6938 S 5793 9 None
Fueling State - Abnormal Update Rate
Engine Start Re- Engine Start Request - Ab-
6939 S 7745 9 None
quest normal Update Rate
Engine Start Re- Engine Start Request - Out of
7133 S 7745 13 Amber
quest Calibration
Engine Start Consent - Out of
7134 S 7746 13 Amber
Calibration
Engine Turbocharger Speed -
Engine Turbo- Data Valid But Above Normal
7135 S 103 15 Amber
charger 1 Speed Operating Range - Least Se-
vere Level
Engine Protection Engine Protection Torque De-
7285 S 1569 14 Amber
Torque Derate rate - Special Instructions
Engine Start Re- Engine Start Request - Ab-
7393 S 7745 9 Amber
quest normal Update Rate
Aftertreatment 1
Diesel Particulate
7453 S 3242 15 None ture - Data Valid But Above
Filter Intake Gas
Temperature
Least Severe Level
Aftertreatment 1
Diesel Particulate
7454 S 3246 15 None ture - Data Valid But Above
Filter Outlet Gas
Temperature
Least Severe Level

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Original instructions

Drill carrier C400, C900

This page is intentionally left blank

2 Safety and Environmental Instructions........................ 11

4 Hydrostatic transmission, steering and braking system

5 Operator's Maintenance Procedures............................ 97

6 Periodic Maintenance Procedures..............................105

7 Lubrication specifications and filling capacities.......159

This page is intentionally left blank

Copyright © Sandvik 9 (180)

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10 (180) Copyright © Sandvik

2 SAFETY AND ENVIRONMENTAL INSTRUCTIONS

WARNING! HIGH PRESSURE INJECTION HAZARD!

WARNING! PERSONAL INJURY HAZARD!

2.2 Servicing safety precautions

Copyright © Sandvik 11 (180)

• Inspect equipment daily for signs of failure or beginning of failure.

2.3 Hydraulic system safety precautions

12 (180) Copyright © Sandvik

PROPERTY DAMAGE RISK!

• Do not change the pressure setting of any hydraulic valves unless

Copyright © Sandvik 13 (180)

2.4 Lubrication safety and other precautions

• Avoid mixing lubricants. Please use recommended oils or oils with

14 (180) Copyright © Sandvik

1 Diesel engine 2 Drive train

3.1.1 Diesel engine

Cummins QSB4.5 Tier3

1 Fuel pre-filter 2 Air filter

Copyright © Sandvik 15 (180)

13 Hydrostatic transmission (HST) pump

Cummins QSB4.5 Tier4F

16 (180) Copyright © Sandvik

Cummins QSB6.7 Tier4F

1 Fuel pre-filter 2 Air filter

Copyright © Sandvik 17 (180)

21 Hydrostatic transmission (HST) pump

Cummins B4.5 Stage5

18 (180) Copyright © Sandvik

Cummins B6.7 Stage5

1 Fuel pre-filter 2 Air filter

Copyright © Sandvik 19 (180)

3.1.2 Drive train

3.1.3 Hydraulic oil receiver

1 Oil receiver 2 Return filter clogging indica-

20 (180) Copyright © Sandvik

3.1.4 Fuel tank

1 Fuel level sensor

3.1.5 Rear axle

1 Planetary gear units

Copyright © Sandvik 21 (180)

3.1.6 Front axle

1 Planetary gear units

3.1.7 Aftertreatment system (with Tier4)

Aftertreatment system QSB4.5

22 (180) Copyright © Sandvik

Aftertreatment system QSB6.7

DEF/AdBlueR = urea-water solution

Copyright © Sandvik 23 (180)

This page is intentionally left blank

24 (180) Copyright © Sandvik

4 HYDROSTATIC TRANSMISSION, STEERING AND

Red Pressure line