ADT ‘C’ SERIES

AXLES AND BRAKES

DIFFERENTIALS

LIMITED SLIP BIAS ON ZF DIFFERENTIALS

The limited slip differential is a useful device for improving traction under adverse
conditions. The Bell range of ADT’s from B17C through to the B30C have been fitted with
ZF limited slip differentials with a 25% bias ratio. The bias ratio is the amount of torque
that can be transmitted by the limited slip unit expressed as a percentage of the crown
wheel torque. The limited slip unit will always tend to transmit as much torque as possible
to the wheel with the most traction.
The limited slip differential does however put extra stress on the drive train components
when it is used in conditions of generally good traction.

Operation
The locking effect is due to the internal friction of the differential. It is produced by two
multiple disc brakes arranged symetrically in the differential cage. In the case of a
conventional differential, one wheel can be braked or held in position when the vehicle is
jacked up, the engine is running and the gear is engaged. The other wheel will then turn
correspondingly faster. However, with a self locking differential, the above procedure will
be considerably more difficult with increasing input torque.

This behaviour is caused because the torque acting on the differential cage is transmitted
to the differential axles via two pressure rings, which are unable to turn radially but can
move axially, whereas with a conventional differential the torque is transmitted directly to
the differential axles. The contact surfaces between the pressure rings and the
differential axles are arranged against each other on the pressure rings at an angle of 90º
or 120º. Outward axial forces are caused by the reaction at those surfaces when torque
is transmitted, resulting in increased pressure on the discs. Since the outer discs engage
with the differential cage and the inner discs with the axle bevel gears, relative motion
between axle shafts and differential cage is rendered more difficult.

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Due to the outward forces, a load dependent locking torque is produced in the multiple
disc clutches which is always directly proportional to the input torque. The locking effect
therefore adapts itself to the variable engine torque, and also the torque increase in the
gear speeds. This is especially useful for heavy off-road operations when large torque’s
must be transmitted. This characteristic considerably improves the safety of powerful
Machinery.

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REPLACING OILSEALS ON THE THRU-DRIVE DIFFERENTIAL

( REAR SEAL STRIP AND ASSEMBLY )
Once oil has been drained. Remove bolts
from Thru-drive adapter casing .

Make sure all the bolts are removed.

Remove Thru-drive adapter casing

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Remove diff carrier assembly from banjo

housing.

NOTE: Make sure that you remove the

four internal bolts.

Remove all the bolts .

Remove the diff carrier assembly.

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Remove snap ring from the thru-drive

shaft.

Remove thrust washer from the thru-drive

shaft.

Press out the shaft through the bearing

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Remove the Thru-Drive shaft

Remove the rear seal from the housing

Remove front & rear circlips from either

side of bearing. (If bearing is damaged)
and needs to be replaced. Remove and
replace

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Press the bearing out.

REPLACING SEALS ON THE THRU-DRIVE (REAR SEAL ASSEMBLY )

Fit inner circlip into thru-drive rear housing.

Fit bearing into housing.

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Fit bearing puller from special tool kit P/N

280053 and pull bearing into housing.

Pull bearing into housing until it comes up

against the circlip .

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Once in fit external circlip.

Put sealant (loctite 5699) around new seal,

(p\n 280111).

Press new seal into housing with puller.

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Press seal in until it is flush with housing.

Heat bearing to 60° C or 140° F

Fit thru-drive shaft through bearing, making

sure that the seal cover is mounted
securely on the shaft.

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Make sure the thru-drive shaft is pushed

right up against the bearing and then fit the
thrust washer. (Make sure internal chamfer
on thrust washer faces outwards)

Fit snap ring to keep thrust washer in

place.

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REPLACING SEALS ON THE THRU-DRIVE. (FRONT SEAL REMOVAL)

Remove the nut from the input shaft of the
thru-drive adapter casing using special
socket P/N 280216.

Fit the adapter plate from special tool kit,

P/N 280053, to the casing and secure with
four fastening bolts.

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Fit dolly into input shaft from special tool

kit, P/N 280053.

Bolt jack to adapter plate from special tool

kit P/N 280053 and press out input shaft
with grease.

Remove taper bearing.

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Remove the spacer .

Remove the spacer from the input shaft of

the thru-drive adapter assembly.

Remove all bolts from bearing adapter

plate if the bearing cup (runner) is
damaged.

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Screw two jacking bolts into the two holes

machined into the plate and jack out
bearing adapter plate.

Remove bearing adapter plate from thru -

drive adapter casing.

DO NOT USE THESE JACKING BOLTS

TO REMOVE THE INPUT SHAFT FROM
THE THRU - DRIVE ADAPTER CASING
AS YOU WILL BREAK THE BEARING
ADAPTER PLATE.

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Fit puller clamp from special tool kit, P/N

280053, to input shaft to pull bearing off the
shaft.

Fit dolley from special tool kit, P/N 280053,

to input shaft.

Fit grease press from special tool kit,

P/N 280053, to the input shaft.

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Press bearing off with grease gun.

Once the bearing has been removed, you

can access the seal.

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Remove front seal.

Remove and replace dust cover If

damaged.

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REPLACING SEALS ON THRU-DRIVE (FRONT SEAL ASSEMBLY)

Fit new seal to input shaft.

Press bearing onto the input shaft.

Use a press.

Smear a thin film of sealant, P/N 280111 -

loctite 5699, around the outside of the oil
seal and fit spacer.

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Fit transfer gear and bearing adapter

plate back to thru-drive adapter casing
applying loctite 243 ,P/N 280085, to the
faces.

Insert bolts and torque the bolts to 46 Nm.

Fit the other spacer into thru-drive adapter

casing.

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Fit the bearing to the thru-drive adapter

casing.

Fit input shaft to thru-drive adapter casing

and fit nut.

Tighten nut with loctite 277 ( P/ N 280039)

,using socket, P/N 280216, and torque to
750 Nm and then lock the nut in the shaft
groove provided.

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Fit diff carrier assembly to banjo housing

applying, loctite 518, on the banjo face.
Apply, loctite 277, to the bolts and torque
all the bolts including the four internal ones
to 210 Nm.

Do not forget the four internal bolts.

Apply, loctite 518 P/N 280107, to the face

of thru-drive adapter or diff carrier
assembly and then install.

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Apply loctite 277 to threads.

Torque the bolts to 86 Nm.

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BRAKES

The brake system must be bled every time that any maintenance or repair is performed
on the brake system, which could cause air to enter the hydraulic system.

The following procedure must be used to bleed the brake system when brake bleeding
equipment is not available (in-field):

1. Ensure that the hydraulic fluid level is correct.

2. Ensure that the park/emergency brake is applied
3. Start the engine and allow to idle during the bleeding procedure.

4. Attach a clear plastic pipe to the bleed nipple (1) on one of the brake calipers.
5. Direct the other end of the pipe into a 1 litre container.
6. Depress the brake pedal fully.
7. Open the bleed screw on the brake caliper approximately one quarter turn.
8. When clean, air-free fluid flows from the bleed nipple through the plastic tube, close
the bleed nipple.
9. Follow the bleeding procedure on each of the brake calipers on all wheels.
10. Inspect the bleed screws on the brake calipers for leaks
11. Check the hydraulic fluid level and replenish if necessary.

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CHANGE THE SERVICE BRAKE PADS

The service brake pads should be changed if there is 2 mm of pad left.

1. Remove the wheel from the axle.

2. Remove the locking bolts (1) from one end of the brake caliper and remove the
retaining bracket.
3. Remove the brake pads (2) from the brake caliper.
4. Install the new brake pads into the brake caliper.
5. Install the brake pad retaining brackets.
6. Tighten the locking bolts to 210 Nm(154 ft lb.).
7. Install the wheel onto the axle and tighten the wheel nuts to 650 Nm (369 ft lb).

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CHECK THE SERVICE BRAKE DISC

The service brake disc must be changed when it reaches a minimum wear limit of 12.7
mm (0.5”)

CHANGE THE PARK/EMERGENCY BRAKE PADS

The park/emergency brake pads must be changed when the pads reach a minimum wear
limit of 5.1 mm (0.2”)

CAUTION
Replace both pads at the same time to ensure brake performance.

1. Raise the bin and install the bin prop.

2. Chock all the wheels securely.
3. Remove the adjuster plug and washer (1) from the air chamber bracket.

CAUTION
Use an Allen key to increase the disc clearance. When resistance is felt it indicates
that the adjuster pistons are fully retracted, DO NOT turn the Allen key beyond the
resistance point.

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4. Use a 6 mm Allen key to increase the pad-to-disc clearance, by turning the Allen key
Counter-clockwise.
5. Stop turning the Allen key when resistance is felt.

Note: A ‘clicking’ sound will be heard and a ‘pulsing’ sensation will be felt during
adjustment of the clearance.

6. Remove the split pin (1).

7. Remove the stabiliser bar pin (2).

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8. Hinge the stabiliser bar (1) out of the way.

9. Remove the retaining clip (1).

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10. Remove the rear brake pad (1).

11. Remove the other retaining clip (2).
12. Slide the caliper outward and remove the front brake pad (3).

Note: If the caliper moves past its working position and jams on the slide pins, use a
rubber mallet to move the caliper back to its working range.

13. Check the calipers for damage and ensure that the contact surfaces are clean.
14. Slide the caliper outward and install a new front brake pad.
15. Slide the caliper inward and install a new rear brake pad.
16. Reduce the pad-to disc clearance to ZERO by turning the Allen key clockwise.
17. Set the initial clearance by turning the Allen key back (counter-clockwise) NINE clicks.
The pad-to-disc clearance is then set correctly.
18. Install the adjuster plug and washer.
19. Hinge the stabiliser bar back in position and secure with the stabiliser bar and split
pin.
20. Perform the park/emergency brake Holding Test as described earlier in this Chapter.

Note: The park/emergency brake pads are automatically self-adjusting.

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21. If the park/emergency brake Holding Test is unsuccessful, check the adjusted
chamber stroke length. Refer to next instruction.
F000950

CHECK THE ADJUSTED CHAMBER STROKE LENGTH

Checking the adjusted chamber stroke length is an in-service check on the push rod
travel.
Check the adjusted chamber stroke length if the park/emergency brake holding test is
unsuccessful after new pads have been installed.

1. Chock the wheels to avoid the machine moving when the park/emergency brake is
released.
2. Switch OFF the engine.
3. Ensure that the air pressure in the reservoir is 620 to 689 KPa (90 to 100 psi).

4. Measure the distance from the bottom of the air chamber to the centre of the clevis pin
while the park/emergency brake is RELEASED.
5. APPLY the park/emergency brake.
6. Measure the distance from the bottom of the air chamber to the centre of the clevis pin
again.

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7. The difference between the two measurements is the push rod travel (adjusted
chamber stroke).
8. The push rod travel must not be greater than 50.8 mm (2”).
9. If the push rod travel is greater than 50.8 mm (2”), re-check the measurements after
twenty park/emergency brake applications.

CHECK THE PARK BRAKE DISC

The park brake disc must be changed when it reaches a minimum wear limit of 19 mm
(0.75”)

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