317 Training Manual 0704

Service Training
Service
Linde IC Engined Truck
ruck
C 80
Type 317
317 804 2401.0704
C02 / Chapter 1
This training material is only provided for your use and remains the exclusive property of
LINDE AG Werksgruppe Flurförderzeuge und Hydraulik
Table of Content
Ser vice Training
Service Page 1
IC-ENGINED TRUCK C 80,TYPE 317

TRUCK
1 Diesel engine 1
1.1 Engine specifications - C 80 1
1.2 Engine specifications - C 80 - option 2
1.3 Explanation of the engine number 3
1.4 Adjusting the valve clearance 4
1.5 Crank assembly 5
1.5.1 Checking and adjusting the alternator belt tension 5
1.6 Cylinder head 6
1.6.1 Removing the cylinder head 6
1.6.2 Installing the cylinder head 6
1.7 Installing the intake manifold 9
1.8 Installing the turbocharger 9
1.9 Engine timing and torque leadings 10
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1.10 Injection nozzles 11

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1.10.1 Injection nozzle malfunctions 11

1.10.2 Removing and installing the injection nozzle with tightening nut 11
1.10.3 Repairing the injection nozzles 13
1.10.4 Cross section of injection nozzle 13
1.10.5 Checking the injection nozzle opening pressure 14
1.10.6 Checking the injection nozzle for leaks 14
1.11 Removing and installing the fuel injection pump, version with timing pin 15
1.12 Mechanical cold start timing advance unit (KSB) 19
1.13 Fuel injection pump 21
1.14 Special tools 22
2 Hydrodynamic travel drive 1

2.1 Schematic diagram of the power train 1
2.2 Full view of power shift transmission 2
2.2.1 Power shift transmission type 13.6 HR 24315 and 12.7 HR 28337 3
2.2.2 Torque converter 3
2.2.2.1 Purpose of the torque converter 3
2.2.2.2 Basic design of the torque converter 4
2.2.2.3 How a torque converter operates 5
2.2.3 The power shift transmission 6
2.2.3.1 Clutch and gear arrangement 7
Table of Content
Page 2 Ser vice Training
Service
2.2.3.2 Oil flow in the power shift transmission 8
2.2.3.3 Oil flow path through the range selector 12
2.2.3.4 Transmission dump system 19
2.2.3.5 Upshift inhibitor 19
2.3 Troubleshooting 20
2.3.1 Pressure test and connections 20
2.3.2 Aids for measurements 21
2.3.3 CLARK power shift transmission 24000/28000 22
2.3.3.1 Pressure check points on 24000 power shift transmission 25
2.3.3.2 Pressure check points on 28000 power shift transmission 26
2.4 Drive axle 27
2.4.1 Specifications for D 81 PL 478 - NLB 28
2.4.2 Axle drive settings 28
2.4.3 Torques for screws and nuts 29
2.4.4 Utilisation of liquid glue 30
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2.4.5 Assembly of wheel side 32
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2.4.5.1 Assembly of wheel hub 32
2.4.5.2 Assembly of ring gear 32
2.4.5.3 Assembly of the face seal 33
2.4.5.4 Installing the spacer 38
2.4.5.5 Installing the wheel hub 38
2.4.5.6 Adjusting the wheel bearings 39
2.4.5.7 Adjusting the drive shaft end play 39
2.4.5.8 Installing the planetary housing 40
2.4.5.8.1 Repairing the planetary hub 41
2.4.5.9 Axle drive 43
2.4.5.9.1 Installing and adjusting the spiral bevel gear 43
2.4.5.9.2 Adjusting the contact pattern 44
2.4.5.9.3 Adjusting the spiral bevel gear taper roller bearing 45
2.4.5.9.4 Assembly of differential 46
2.4.5.9.5 Assembly of axle carrier 47
2.4.5.9.6 Adjustment of contact pattern of Gleason type gear teeth 48
2.4.6 Special tools 50
3 Truck body 1
3.1 Cabin 1
3.1.1 Repairing the cabin glass pane 1
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Ser vice Training
Service Page 3
3.1.2 Repairing the cabin window pane (glass-to-glass) 2

3.1.3 Repairing the cabin window pane with aluminium frame (sliding window) 3
3.1.4 Repairing thr roof window without frame or channels 4
3.1.5 Cabin installation 5
4 Series 310 steering axle 1

4.1 Description 1
4.2 Explanation of the steer axle number 1
4.3 Stub axle 2
4.3.1 Removing the king pin 2
4.3.2 Installing and adjusting the swivel pin 3
4.4 Wheel hub 5
4.4.1 Adjusting the wheel bearing 6
4.5 Adjusting the inner steering stop 7
4.6 Adjusting the outer steering stop 8
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4.7 Removing and installing the steering cylinder 9

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4.8 Sealing the steering cylinder 10
5 Braking System 1
5.1 Braking system circuit diagram 2
5.1.1 Description of the Hydraulic Braking System 3
5.1.2 Schematic Diagram of the Braking System 4
5.2 Construction of the Wet Multi-Disc Brake 10
5.2.1 Checking the Wear of the Lining 11
5.2.2 Installation of the Piston Cups 12
5.2.3 Installation of the Piston into the Brake Anchor Plate 13
5.2.4 Checking the Air gap 14
5.2.5 Leakage Test Specification for the Hydraulic Braking System and the Cooling Oil Compartment
15
5.2.6 Final Assembly 16
5.2.7 Parking Brake 17
5.2.8 Mechanical Floating Caliper Disc Brake 18
5.2.9 Parking Brake Assembly 19
5.2.10 Replacement of the Brake Lining 20
5.2.11 Instructions for Assembly of the Disc Brake 22
5.2.12 Brake Disc 25
5.2.13 Accumulator charging valve 27
Table of Content
Service
5.2.13.1 Adjustment Instructions 28
5.2.13.2 Fault remedy 30
6 Electrical system 1
6.1 Electric circuit wiring diagram 1
6.2 Relay box 10
7 Hydraulics 1
7.1 Functional description of the hydraulic system 2
7.2 Hydraulic diagram 6
8 Lift mast 1
8.1 Installation of mast and spreader 4
8.2 Adjusting the angle of tilt 6
8.3 Lift cylinder 8
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8.3.1 Sealing the lift cylinder 9
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8.4 Tilt cylinder 10
8.4.1 Sealing the tilt cylinder 11
8.5 Spreader 13
8.5.1 Valve block and hydraulic circuit diagram of spreader 14
8.5.2 Circuit diagram Spreader 18
8.5.3 A1 Box on Spreader 23
8.5.4 A2 Box on truck 23
10 Miscellaneous 1
10.2 General torques for series 317 trucks 1
Section 1
Ser vice Training
Service Page 1
1 DIESEL ENGINE
1.1 ENGINE SPECIFICATIONS - C 80
Engine type Perkins 1006-60 T (turbocharged)

Build list no. YK 36150
No. of cylinders 6
Cubic capacity 6000 cc (5985 cc)
Stroke 127 mm
Power 112 kW /152 HP at 2500 rpm
Max. torque 504 Nm at 1200 rpm
Injection pressure Set/ operating pressure 250/235 bar - 6 hole nozzle
Start of delivery 17.5° BTDC
Compression ratio 17.25 : 1
Compression pressure Rating 35 bar
Wear limit 21 bar
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Max. adm. difference in pressure 3 bar

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Lower idling speed 800 rpm

Upper idling speed 2500 rpm
Rated speed 2300 rpm
Valve clearance Inlet 0.20/ Exhaust 0.45 mm
Firing order 1-5-3-6-2-4
Min. oil pressure 2.1 bar (2500 rpm)
Injection pump Bosch Part No. 0 460 426 275
Schedule No. U 2643 J 633
Soot density value (Bosch) < 2.3 (density figure)
Section 1
Service
1.2 ENGINE SPECIFICATIONS - C 80 - OPTION
Engine type Perkins 1006-60 TW (turbocharged)

Build list no. YK 50692
No. of cylinders 6
Cubic capacity 6000 cc (5985 cc)
Stroke 127 mm
Power 135 kW /184 HP at 2500 rpm
Max. torque 636 Nm at 1500 rpm
Injection pressure Set/ operating pressure 250/235 bar - 6 hole nozzle
Start of delivery 17.5° BTDC
Compression ratio 17.25 : 1
Compression pressure Rating 35 bar
Wear limit 21 bar
Max. adm. difference in pressure 3 bar
Lower idling speed 800 rpm
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Upper idling speed 2500 rpm
Rated speed 2300 rpm
Valve clearance Inlet 0.20/ Exhaust 0.45 mm
Firing order 1-5-3-6-2-4
Min. oil pressure 2.8 bar (2800 rpm)
Injection pump Bosch Part No. 0 460 426 267
Schedule no. U 2643 J 630
Soot density value (Bosch) < 2.3 (density figure)
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Service Page 3
1.3 EXPLANATION OF THE ENGINE NUMBER
The engine number is stamped on a plate mounted on the left side (A2).
Further identification plates:
- Exhaust gas plate (A3)

- Part No. of fuel injection pump (A1)
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A typical engine number is
YK 50692 U 676757 D
Year built
Engine series number
Country of manufacture
Build list no.
Engine type = six cylinder engine
Turbocharged engine (charge cooler)
Section 1
Service
1.4 ADJUSTING THE VALVE CLEARANCE
The valve clearance is measured between the valve

stem end and rocker arm. On a warm or cool engine
the valve clearance is 0.20 mm at the inlet valves and
0.45 mm at the exhaust valves.
The position of the inlet and exhaust valves are shown

in the illustration 35801-03.
CAUTION: The first cylinder is located on the water

pump side.
Ignition sequence: 1 - 5 - 3 - 6 - 2 - 4
Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6
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Crankshaft position I
Crankshaft position II
I = Inlet valve Valve position

E = Exhaust valve (Exhaust valve not yet closed. Intake valve
just opening.)
Not adjustable Adjustable

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Service Page 5
CAUTION: When installing the rocker arm cover,

the cap nuts are screwed onto the rocker
arm bearing fastening nuts. During the
installation of the rocker arm cover the
rocker arm bearing fastening nuts can
become loose.
Therefore, tighten the rocker arm bear-
ing fastening nuts evenly and to the
correct torque depending on the type of
material the rocker arm holders are
made of each time the rocker arm cover
is removed..
1 Cap nut torque = 20 Nm

2 Rocker arm bearing torque: aluminium 40 Nm
cast iron 75 Nm
sintered steel 75 Nm
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1.5 CRANK ASSEMBLY
1.5.1 CHECKING AND ADJUSTING THE ALTERNATOR BELT TENSION
CHECKING THE BELT TENSION
The condition and the tension of the V-belt should be

checked at the specified service intervals. The belt
should be checked for a tension of 355 N with belt
tension gauge WM 26 (3). If no gauge is available,
depress the belt in the centre of the longest free length
with approx. 45 N and measure the deflection. The
deflection with a moderate thumb pressure of about
45 N is 10 mm.
ADJUSTING BELT TENSION
- Loosen the mounting screws (1) and adjusting

screws (2) on the adjusting bracket for the alterna-
tor.
- Change the position of the alternator until the cor-
rect belt tension is achieved.
- Tighten the alternator screws and adjusting bracket
screws and check belt tension.
- Recheck the belt tension after approx. 20 service
hours.
Section 1
Service
1.6 CYLINDER HEAD
1.6.1 REMOVING THE CYLINDER HEAD
- Unscrew the cylinder head bolts uniformly and in

stages in the reverse order of the sequence given in
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the schematic 35801-06 (32 to 1).
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- Check the cylinder head bolts for deformation of the
shank (2) with a ruler (1).
- Check the bolts strait edge for a visible reduction of
the thread gauge in the vicinity of the bolt shank (3).
- Replace deformed or elongated bolts if the inspec-
tion of the cylinder head bolt shows that they are not
in order (35801-07).
ATTENTION! Do not use a prying tool to separate

the cylinder head from the block.
1.6.2 INSTALLING THE CYLINDER HEAD
- Clean the cylinder head and the cylinder block.

There should be no remnants of sealant on the
sealing surfaces.
- Inspect the cylinder head for distortion (35801-08).
ATTENTION: The sealing surfaces of the cylinder
head must be re-worked in the follow-
ing cases:
- Twist and distortion of the cylinder head
1 0.13 mm
2 0.25 mm
3 0.25 mm
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Ser vice Training
Service Page 7
- Check gauge:
(A)
Original cylinder head height = 103.59 mm
Grind plane to max. = 102.48 mm
Inlet valves:
Original valve seat = 1.70 mm
Max. valve seat = 1.95 mm
Exhaust valves:
Original valve seat = 1.80 mm
Max. valve seat = 2.05 mm
- Fit a new cylinder head gasket without any other

sealant (B)
NOTE: Clean the tapped holes in the engine

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block before assembly of the cylinder

head.
- Screw in two ½ UNF studs into the cylinder block (C)

so that the cylinder head gasket retains the correct
position when installing the cylinder head.
Section 1
Service
- Oil the cylinder head tapholes, install bolts and torque to 110 Nm as shown in the schematic 35801-06.
- Retighten the cylinder head bolts in the order given
in the illustration 35801-06 and according to their
length:
Short bolts (S) are tightened a further 150°.
Medium-sized bolts (M) are tightened a further
180°.
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Long bolts (L) are tightened a further 210°.
- If an angle gauge (1) is not available, mark the

position of each bolt on the cylinder head at a
corner (A).
- Mark the correct angle of each bolt on its side
(clockwise) according to its length (S, M or L).
- Then tighten the bolts in the correct sequence until
they are aligned with the marks on the cylinder
head.
NOTE: It is not necessary to tighten the cylin-

der head bolts when the engine is warm
or after 50 service hours.
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Service Page 9
1.7 INSTALLING THE INTAKE MANIFOLD
NOTE: The manifold gaskets are installed

without sealant.
- Install the centre gasket (B2) so that both locating

tongues (B4) point downward to the oil sump.
- The two outer gaskets (B1) and (B3) are identical
and can be installed either at the front or rear.
NOTE: The exhaust manifold can be dam-

aged if not properly aligned and tight-
ened.
- Install the intake and exhaust manifold.

- Tighten the manifold screws step by step uniformly
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to 33 Nm according to the sequence in (C).
NOTE: New guide bushings (C2) are neces-

sary if the exhaust manifold is removed
and refitted.
1.8 INSTALLING THE TURBOCHARGER
- Install the gasket on the turbocharger flange.

- Install the turbocharger, screw on the nuts and
tighten to 44 Nm.
Section 1
Service
1.9 ENGINE TIMING AND TORQUE LEADINGS
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1 Camshaft 78 Nm
2 Fuel injection pump 80 Nm
3 Auxiliary power takeoff (option) 130 Nm
4 Intermediate shaft 44 Nm
5 Crankshaft 115 Nm
Section 1
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Service Page 11
1.10 INJECTION NOZZLES
1.10.1 INJECTION NOZZLE MALFUNCTIONS
NOTE: Defective injection nozzles can cause the following malfunctions:
- Misfires
- Knocking in one or more cylinders
- Engine overheating
- Drop in performance
- Too much black smoke
- High fuel consumption
- Too much blue smoke during cold starts
CHECKING FOR A FAULTY INJECTION NOZZLE
Operate the engine at fast idle speed and loosen the union nuts of the high-pressure pipe one after the other.
If the engine speed remains constant after loosening a union nut, check the injection nozzle.
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1.10.2 REMOVING AND INSTALLING THE INJECTION NOZZLE WITH TIGHTENING NUT
Consumables:
POWERPART atomiser thread sealant
REMOVAL
CAUTION
CAUTION:: Take care that no dirt gets into the fuel system. Before loosening the connections,
thoroughly clean the area around the connection. After the removal of a component
seal the opening left open in the appropriate manner.
- Disconnect the leakage oil line at connection (2).
- Remove the union nuts of the injection pipe from the injection nozzle and from the fuel injection pump.
Do not bend the pipe. If necessary, remove the pipe clamps. Seal the fuel inlet with a plastic cap (1).
- Slacken the threaded ring (3) and take the injection nozzle as well as the threaded ring out of the cylinder
head.
Section 1
Service
INSTALLATION
- Thoroughly clean the thread of the threaded ring (3)

and the thread of the cylinder head.
CAUTION: Do not allow any thread sealant to

get under the threaded ring
ring.
- Make sure that the retaining ring (4) is in the install

position. Apply a string of POWERPART atomiser
thread sealant 2 mm thick on the first two threads of
the threaded ring. The sealant should be about 6 mm
around each thread. Take care that the sealant does
not come in contact with the injection nozzle holder.
CAUTION
CAUTION:: Remove and discard the old sealing
washer (6). If the original sealing
washer remains in the hole for the
injection nozzle, the projection of the
injection nozzles will be incorrect if a
new sealing ring is added.
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- Insert a new sealing washer (6) in the hole of the
cylinder head.
- Position the injection nozzle and make sure that the

positioning ball (7) engages correctly in the groove
(5). Cautiously screw the thread of the threaded ring (3) into the thread of the cylinder head.
CAUTION
CAUTION:: Do not turn the threaded ring after tightening it to the specified torque as this could
destroy the sealing of the sealant
sealant.
- Tighten the nut in steps and uniformly to 30 Nm. When the nut is being tightened, the injection nozzle will
turn clockwise, whereas the positioning ball in the groove moves; this is acceptable. Remove any
excess thread sealant.
CAUTION
CAUTION:: Do not tighten the union nuts of the injection pipes to more than the recommended
torque.
- Remove the plastic cap (1) and install the injection pipe. Torque the union nuts (3) to 22 Nm.
- Renew the sealing washer and install the leak-off pipe on the leak-off pipe connection (2). Tighten the
banjo bolt to 9.5 Nm.
- Operate the engine and check for leakage of fuel and air.
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Ser vice Training
Service Page 13
1.10.3 REPAIRING THE INJECTION NOZZLES
- Clamp the top part of the nozzle holder in a vice and unscrew it.
- To prevent the parts from falling apart, clamp the lower part of the injection nozzle and disassemble the
injection nozzle.
- When disassembling the injection nozzle, take care that the individual parts are not interchanged. Torque
for the top and lower part of the injection nozzle = 80 Nm
1.10.4 CROSS SECTION OF INJECTION NOZZLE
1 Fuel inlet
2 Fuel leak-off
3 Threaded ring
4 Nozzle holder (atomiser)
5 Pressure adjustment shims
6 Compression spring
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7
8 Shim (adaptor)
9 Injection nozzle
10 Injection nozzle tightening nut
11 Sealing washer
Section 1
Service
1.10.5 CHECKING THE INJECTION NOZZLE OPENING PRESSURE
WARNING!
WARNING!When checking injection nozzles, take care that the fuel jet does not hit the hands as, due to
the high pressure, the fuel can penetrate the skin and cause severe injuries.
- Install the injection nozzles and test gauge.

- Slowly push the lever down. Read the pressure at the start of
ejection. Correct the pressure, if necessary, by exchanging
the adjusting discs.
Desired pressure
Original injection nozzles 245 ... 250 bar
Test pressure 250 bar
Thicker disc = increases the ejecting pressure

Thinner disc = lowers the ejecting pressure
Increasing the pre-load by 0.05 mm increases the ejecting

pressure by approx. 5 bar
NOTE: When repairing injection nozzles, set the ejecting pressure to the original value and look for
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a uniform fuel jet during the check.
1.10.6 CHECKING THE INJECTION NOZZLE FOR LEAKS
- Slowly push the lever down and apply approx. 250 bar pressure for 10 - 15 seconds. No fuel should be
ejected from the nozzle openings during this time.
Section 1
Ser vice Training
Service Page 15
1.11 REMOVING AND INSTALLING THE FUEL INJECTION PUMP, VERSION WITH TIMING
PIN
GENERAL DESCRIPTION
CAUTION: Never loosen the nut (A6) on the fuel

injection pump shaft. The fuel injec-
tion pump hub is mounted on the
shaft in the factory in order to en-
sure that the fuel injection pump is in
the correct timing position. A re-
moval of the hub would require the
hub to be remounted exactly on the
pump with special tools.
The hub (A2) is permanently mounted on the drive

shaft by the pump manufacturer so that the start of
delivery can be set exactly during the course of main-
tenance services.
To prevent the incorrect adjustment of the engine

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timing due to the fuel injection pump being turned, the

mounting flange is provided with holes instead of slots.
The exact adjustment of the pump on the engine is

performed with a timing pin (C5) used to align the fuel
injection pump gear (C3) and the hub (C1)/(A3) on a
hole in the pump housing (C2). The gear is slid over the
pin and screwed to the hub.
CAUTION: New fuel injection pumps are possibly

delivered with a blocked pump drive
shaft. The shaft may only be turned
if the spacer (B3) is installed under
the setscrew (B2).
The fuel injection pump has a setscrew (A4)/ (B2) and

a spacer (B3). The setscrew prevents the drive shaft
from turning.
There is an O-ring (B1) in a groove in the pump flange.

The O-ring is installed instead of a gasket between the
fuel injection pump flange and the timing housing.
Section 1
Service
REMOVAL
- Disconnect the battery before dismantling the fuel injection pump from the engine.
- Crank the engine to TDC of the compression cycle of cylinder 1.
CAUTION: When loosening the union nuts at the fuel injection lines, secure the pump outlets
with a second spanner to prevent
them from twisting.
- Disconnect the lines, Bowden cables and leads

for the cold start advance unit and the electric
shutoff device from the fuel injection pump.
- Drain the coolant and remove the coolant hoses.
- Remove the water pump.
- Remove the four screws (A1) with special tool

(A2), Part No. 27610122, and take the fuel injec-
tion pump gear from the fuel injection pump hub.
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- Remove the nuts (B1) at the fuel injection pump
flange and take off the fuel injection pump.
NOTE
NOTE:: Use special tool 21825608 to loosen the
bottom M8 nut at the fuel injection pump
flange.
CAUTION: When loosening the union nuts at the fuel injection lines, secure the pump outlets
with a second spanner to prevent them from twisting.
Section 1
Ser vice Training
Service Page 17
INSTALLATION
CAUTION: Before the pump can be installed,

the engine must be cranked to TDC
of the compression cycle of cylin-
der 1.
The pump drive shaft may only be
rotated if the spacer (A3) under the
fastening screw (A2) is installed.
Turning the drive shaft with a tight-
ened setscrew would damage the
drive shaft.
- Inspect the O-ring (A1) in the pump flange and

install a new O-ring, if necessary.
- Apply a light film of clean engine oil to the O-ring and

place the fuel injection pump on the timing housing.
- Position the fuel injection pump on the three studs

and screw on the flange nuts.
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- Install the supporting mount screw and nut. Fit the

supporting mount without tightening it.
- Torque the flange nuts at the fuel injection pump to

28 Nm.
- Position the fuel injection pump gear on the fuel

injection pump hub. Place the injection pump gear
screws (C4) in the centre of the elongated holes so
that any backlash can be eliminated. Tighten the
screws finger-tight.
NOTE: The fuel injection pump gear can only be

installed in one position. The letters C
and M are on the face of the gear.
- Insert the timing pin (C5) through the cutout (C3) in

the fuel injection pump gear and the cutout in the
hub (B2) until it can be pushed completely into the
hole (B3) in the fuel injection pump housing. If the
timing pin can not be pushed into the pump housing,
check if the engine has been properly rotated to
TDC of cylinder 1.
Section 1
Service
- During installation carefully turn the gear anti-clockwise by hand until the backlash between the
intermediate gear and the fuel injection pump gear is eliminated. Do not rotate the crankshaft or the fuel
injection pump shaft. Tighten the screws at the fuel injection pump gear to 28 Nm.
- Withdraw the timing pin.
- Install the coolant pump.
- Connect all lines. Fit the throttle linkage to the fuel injection pump. Connect the Bowden cables and leads
to the cold start timing advance unit and install the electric shutoff device on the fuel injection pump.
During the installation of the fuel injection lines, secure the pump outlet fitting with an open-end spanner
to prevent the lines from twisting and torque the union nuts to 22 Nm.
- Reconnect the battery.
- Eliminate any air in the fuel system.
- Install the rocker arm cover.
- Operate the engine and check for leaks. After the engine has reached its normal operating temperature,
check if the idling and stall speeds are as specified.
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Section 1
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Service Page 19
1.12 MECHANICAL COLD START TIMING ADVANCE UNIT (KSB)

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1 Clamp 10 Slot
2 Bowden cable 11 Pump housing
3 Stop 12 Roller race
4 Leg spring 13 Rollers
5 KSB adjustment lever 14 Injection timing piston
6 Expansion element (depending on coolant 15 Pin
temperature) 16 Sliding block
7 Lever 17 injection timing spring
8 Adjustment window 18 Shaft
9 Ball end
CONSTRUCTION
The cold start timing advance unit is mounted on the pump housing (11). The stop lever (5) is connected
via shaft (18) with the inner lever (7) which has an eccentric ball end (9) engaging in the roller race (12). The
initial position of the stop lever is determined by the stop (3) and the leg spring (4). The Bowden cable (2)
is fastened to the top end of the stop lever, making a connection to the automatic regulator (expansion
element (6)).
The actuating force on the cable causes the stop lever (5), the shaft (18) and the inner lever (7) to turn with
ball end (9). This rotation changes the position of the roller race (12) and the start of fuel delivery is advanced.
The ball end is engaged in a slot (10) in the roller race so that the injection control plunger (14) can only move
the roller race further in the direction of "advance injection" when a specific speed is reached.
Section 1
Service
OPERATION
When the coolant temperature is below 50 °C, the start of injection is advanced automatically by about
7 degrees. This improves the cold start characteristics of the engine at low ambient temperatures and
prevents the formation of white smoke.
When the coolant temperature goes over 50 °C, a temperature sensor is activated and the expansion
element is supplied with power. The cold start timing advance unit now sets the start of delivery to the
specified desired value.
For this reason the cold start timing advance unit must be in operation for the adjustment of the injection
pump, otherwise the injection timing will be incorrect (refer to "Checking and adjusting the injection pump
start of delivery").
Adjustment instructions for cold start timing advance unit
- Apply 24 V to the expansion element (6) and wait approx. 2 - 3 minutes until the Bowden cable (2) has
moved out.
- Push the lever (5) against the stop (3).
- Move the clamp (1 ) snugly against the lever (5) and tighten it.
- Remove the power from the expansion element. The lever must move to the rear.
NOTE: When the engine temperature reaches approx. 50 °C, the expansion element is supplied with
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power via a temperature switch.
Section 1
Ser vice Training
Service Page 21
1.13 FUEL INJECTION PUMP
REMOVAL
- Disconnect the fuel lines from the fuel injection

pump.
- Loosen the four fastening screws (3) and remove the
fuel injection pump along with both lock washers. In
some cases the fuel injection pump may be difficult
to remove. In this case turn the crankshaft until the
cam on the camshaft disengages the fuel pump
rocker arm.
INSTALLATION
- Before installing the fuel pump make sure that the cam on the camshaft is in the minimum fuel position.
- Clean the mating surfaces on the fuel pump and the cylinder block.
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- Install the fuel pump (using a new gasket) with the lock washers (2) and tighten the four fastening screws
(3) to 22 Nm.
- Connect the two fuel lines.
- Loosen the vent screw on top of the fuel filter.
- Operate the priming lever (1) on the fuel pump to eliminate any air between the fuel pump and filter. Fuel
free from air must come from the vent point.
- Tighten the vent screw.
- Start the engine and check for fuel and air leaks.
Section 1
Service
1.14 SPECIAL TOOLS
Part Number Description
000 941 87 24 Gauge for tightening the cylinder head (1/2" socket)
000 941 91 08 Timing pin for fuel injection pump, Ø 9.5 mm
276 10 122 Torx key for fuel injection pump gear
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218 25 608 Special spanner for fuel injection pump flange 87 25
Section 2
Ser vice Training
Service Page 1
2 HYDROD
HYDRODYNAMIC TRA
ODYNAMIC VEL DRIVE
TRAVEL
The drive is designed as one unit consisting of the following components:
- Perkins 1006-60 T or 1006-60 TW direct injection diesel engine

- torque converter
- 3-speed power shift transmission 13.6 HR 24315 or 12.7 HR 28337 with a hydraulic pump mounted for
the working and steering hydraulics
- universal propshaft
- drive axle type D 81 NLB with differential and planetary hub reduction gears
2.1 SCHEMATIC DIAGRAM OF THE POWER TRAIN

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1 Hydraulic pump 23 cm³/rev, braking system 7 Universal propshaft

2 Perkins engine 8 Parking disc brake
3 Torque converter 9 Drive axle
4 Working hydraulics pump 44 cc/rot. 10 Planetary hub reduction gear
5 Steering pump and working hydraulics pump 11 Disc brake
44 cc/rot. 12 Drive wheels
6 Power shift transmission
Section 2
Service
2.2 FULL VIEW OF POWER SHIFT TRANSMISSION
13.6HR24315
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12.7HR28337
1 Oil pump
2 Oil filter
3 Oil dipstick
4 Control valve
5 Solenoid valve
Section 2
Ser vice Training
Service Page 3
2.2.1 POWER SHIFT TRANSMISSION TYPE 13.6 HR 24315 AND 12.7 HR 28337
The transmission assembly consists of the torque converter and the power shift transmission. It is mounted
directly to the engine as a unit.
EXPLANATION OF THE TRANSMISSION NUMBER
12.7 HR 28 3 3 7 xx
Identification number
Transmission ratio
Basic design (long, short)
Number of gears
Model
Type of transmission
Diameter of converter in inches, e.g. 12" = 304 mm
Torque factor = 7
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2.2.2 TORQUE CONVERTER
2.2.2.1 PURPOSE OF THE TORQUE CONVERTER
A torque converter is a device for transmitting power and motion from an engine to a transmission using
hydraulic oil. There are only two types of systems that transmit energy hydraulically.
1 Hydrostatic
2 Hydrodynamic
Hydrodynamic systems are based on the principle that a fluid in motion exerts power. The torque converter
works on the same principle as a hydraulic clutch, but it employs an additional element called a stator. With
the stator, the converter can multiply the torque at a ratio of 1:3. If the torque of an engine is 100 kN, for
example, the converter can multiply the torque to 300 kN through the stator.
Section 2
Service
2.2.2.2 BASIC DESIGN OF THE TORQUE CONVERTER
The torque converter is a closed and sealed unit, filled with oil from the transmission. It transmits the rotational
power from the engine to the transmission and can multiply the engine's torque to provide a smooth take-
up of power without the need for foot-operated clutches.
The torque converter consists of the following components:
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1 Pump drive flange 5 Stator

2 Front cover 6 Turbine
3 Stator shaft 7 Transmission input shaft
4 Impeller 8 Drive housing
The drive housing (8) driven by the engine is connected directly to the impeller (4) which transmits the engine's
rotational power to the torque converter components. The turbine (6), which is the driven member of the
torque converter, is connected to the transmission input shaft (7) and transmits the drive to the transmission
components. The stator (5) is connected to the transmission casing through the stator shaft (3). The stator
(5) is fixed and cannot rotate.
Section 2
Ser vice Training
Service Page 5
2.2.2.3 HOW A TORQUE CONVERTER OPERATES
When the engine is running, it drives the housing (8) and the impeller (4). The impeller blades drive the oil
inside the unit and apply force to the oil. The oil is passed centrifugally to the turbine (6), the force in the oil
is transmitted to the turbine, which rotates in engine direction, driving the transmission.
Oil returning to the impeller from the turbine must strike against the blades of the stator (5). The stator blades
are curved to direct the oil to move in the direction that the impeller (4) is turning. In this way the force remaining
in the oil is not dissipated against the impeller, but instead is complemented and increased by the impeller
in its next rotation to the turbine (6).
The engine torque is then multiplied by the ever increasing speed and force of the oil.
As the turbine speed approaches that of the impeller (5), the oil cannot be further accelerated, therefore the
effective torque multiplication is reduced. Torque multiplication is at its highest when the engine and the
impeller (4) are rotating at a low speed. Torque multiplication reduces as the turbine speed increases.
The torque converter is most efficient during take-up of power and acceleration.
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Section 2
Service
2.2.3 THE POWER SHIFT TRANSMISSION
The transmission consists of a torque converter and a multi-speed transmission. It is mounted directly to
the engine.
A control valve mounted on the side of the transmission casing is used to divert pressurised oil to the selected
direction of travel and speed clutches. The power flow in the transmission can be interrupted with the inching
dump switch.
The speed and directional clutch groups are located inside the transmission casing. They are connected
to the output shaft of the torque converter directly through the gears. The purpose of these clutches is to
direct the flow of power through the transmission at the selected speed and in the selected direction of travel.
With the engine running, the torque converter charging pump draws oil from the transmission pump through
the removable suction screen and directs it though the pressure regulating valve and oil filter. The pressure
regulating valve maintains the pressure supply to the transmission control valve for the operation of the
directional and speed clutches. Only a small quantity of oil from the total system is required for this.
The pressure regulating valve consists of a hardened spool sliding in a bore with a tight fit. To keep the valve
in the closed position, the spool is spring-loaded. After a certain pressure is reached, the spool pushes against
the pressure of the spring until a passage is opened at the side of the bore. This cycle ensures the correct
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pressure in the system.
The remaining oil flow is directed through the torque converter to the oil cooler and returns to the transmission
through the pressurised lubrication system.
Oil entering the converter casing is directed through the stator support shaft to the converter impeller and
turbine. At the passageway between the turbine shaft and stator shaft, the oil flows out of the converter into
the oil cooler.
Oil leaving the oil cooler is returned to the transmission. It then flows through a number of pipes and drilled
passageways and so lubricates the transmission bearings and clutches before it finally returns to the
transmission oil sump.
Chapter 2
Ser vice Training
Service Page 7
2.2.3.1 CLUTCH AND GEAR ARRANGEMENT
24000 SERIES 3-SPEED TRANSMISSION
Forward
1st gear
2nd gear
Output
Re-
verse
Input
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Reverse
C02 / Chapter 1
3rd gear
Intermediate Gear
3rd gear 1st gear
Reverse
Output
Input
2nd gear
Forward
Section 2
Service
2.2.3.2 OIL FLOW IN THE POWER SHIFT TRANSMISSION
Series 24000 28000
1 Suction filter Metal Metal

2 Oil pump 75 L/min at 2000 rpm 75 L/min at 2000 rpm
3 Oil filter with bypass valve 20 microns - 1.6 bar 20 microns - 1.7 - 2 bar
4 Pressure control valve 16 - 19 bar 16.5 - 20.7 bar
5 Pressure relief valve 9.5 - 12 bar 8.9 - 11.7 bar
6 Torque converter diam. 330 mm diam. 330 mm
7 Oil cooler
8 Lubrication system
9 Transmission oil sump
10 Forward modulation valve
11 Reverse modulation valve
12 Forward spool
13 1st and 2nd gear spool
14 Forward clutch
15 3rd gear clutch
16 Reverse clutch
17 2nd gear clutch
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18 1st gear clutch
19 Reverse spool
20 3rd gear spool
A Forward solenoid valve

B Reverse solenoid valve
C 2nd gear solenoid valve
D 1st gear solenoid valve (in conjunction with solenoid valve C)
3 SPPED DIAGRAM
Forward Reverse Neutral
1 2 3 1 2 3 1 2 3
B X X X
A X X X
C X X X X X X
D X X X
X = clutches pressurised
Service Training
HYDRAULIC CIRCUIT DIAGRAM SERIES 31
Service Training
ER SHIFT TRANSMISSION 28000
Section 2
Ser vice Training
Service Page 11
To transmission
lubrication
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1 Cooler
2 Control valve
3 Filter
4 Pump
5 Suction filter
6 Pressure control valve
7 Pressure relief valve
8 Torque converter
Section 2
Service
2.2.3.3 OIL FLOW PATH THROUGH THE RANGE SELECTOR
NEUTRAL
Directional lever is in neutral, 2nd gear solenoid is energized.
Oil flows from the transmission pump through the pressure regulator valve to the range selector. Oil at
regulated pressure is delivered to the supply port in the range selector to all the solenoid valves and to the
2nd gear clutch. As oil cannot reach either directional clutch, the unit is in neutral and no drive exists.
The electronic selection equipment gives indication of the machine's status. In neutral, the LED N illuminates
red to show the unit is in neutral. LED 2 is also red. LED 8 will be green, indicating that self-diagnosis is
continuing.
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Feed
F = Forward
R = Reverse
Section 2
Ser vice Training
Service Page 13
FORWARD, 2ND GEAR
When the travel direction lever is operated, the 2nd gear solenoid remains energised; only the forward
solenoid is energised in addition. The 2nd gear LED is illuminated green. As soon as the truck starts, LED
8 extinguishes.
If the truck is not driving over 7.5 km/h, the transmission remains in 2nd gear until this speed is reached.
Then the EGS automatically shifts into 3rd gear.
The energised forward solenoid (A) operates the forward spool (12) and pressure oil goes to the forward
clutch (14).
The 2nd gear solenoid (C) operates the 3rd gear spool (20) and pressure oil goes through the 1st and 2nd
gear spool (13) to the 2nd gear clutch (17) so that the truck drives in 2nd gear.
To Forward Clutch
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To 2nd Gear Clutch

Section 2
Service
FORWARD, 1ST GEAR
When the travel direction lever is shifted to the forward position and the lever button is turned back and
released, the forward solenoids for 1 st and 2nd gear are energised when truck speed is below 3.5 km/h.
If forward is selected, LED N is extinguished and LED 1 is illuminated green.
The forward clutch remains engaged. The solenoids for 1st gear (D) and 2nd gear (C) operate the 3rd gear
spool (20) and pressure oil goes to the 1st gear clutch (18) via the spool (13) for 1st and 2nd gear.
The pressure of the 3rd gear clutch and 2nd gear clutch is relieved to the tank. The truck drives forward in
1st gear. As soon as the truck starts up, LED 8 is extinguished, indicating that the speed sensor signal in
the transmission was received.
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To Forward Clutch
To 1st Gear Clutch

Section 2
Ser vice Training
Service Page 15
FORWARD, 3RD GEAR AND REVERSAL OF DIRECTION
When the 3rd gear is selected, the 2nd gear solenoid valve is de-energized. The pilot feed to the 2nd gear
spool is cut off and the spool returns to its at rest position. This opens the passageway to the 2nd gear clutch
and the supply is opened to the 3rd gear clutch. The truck will travel in the 3rd gear range.
If the direction of travel is reversed during forward travel, the reverse solenoid valve is energized. The EGS
system will indicate the selected change in the direction of travel, but it will not allow the travel direction to
be reversed as long as the truck is driving at a speed over 1 km/h.
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To 3rd Gear Clutch
Feed
To Reverse Clutch
Section 2
Service
MODULATION VALVE
A modulation valve is installed between the transmission housing and control valve to achieve gentle, smooth
starting and shifting in the forward and reverse direction of travel. The clutch pressure is increased gradually
(see diagram).
24000
Pressure
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Time
28000
1 Housing
2 Inner spring (not all models)
3 Outer spring
4 Valve
5 Spool stop plug O-ring
6 Spool stop plug
7 Control spring
8 Control spool
9 Converter housing to modulation valve seal
Section 2
Ser vice Training
Service Page 17
ELECTRICAL CONTROL OF 3-SPEED 24000 TRANSMISSION
Clutch Pressure
Inlet
To Clutch From Clutch

Return Line To Tank
Energised Not Energised

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1P 1st gear pilot pressure

2P 2nd gear pilot pressure
2C 2nd gear clutch pressure
3C 3rd gear clutch pressure
FP Forward pilot pressure
RP Reverse pilot pressure
FC Forward clutch pressure
RC Reverse clutch pressure
Direction Energised Cable Number Clutches

and Speed Solenoids and Colour pressurised
Forward - 1 st gear W-Y-Z 4 - yellow, 5 - green, 6 - blue Fwd - 1st
Forward - 2nd gear W-Y 5 - green, 6 - blue Fwd - 2nd
Forward - 3rd gear W 6 - blue Fwd - 3rd
Reverse - 1 st gear X-Y-Z 4 - yellow, 5 - green, 7 - brown Rev - 1st
Reverse - 2nd gear X-Y 5 - green, 7 - brown Rev - 2nd
Reverse - 3rd gear X 7 - brown Rev - 3rd

Section 2
Service
ELECTRICAL CONTROL OF 3-SPEED 28000 TRANSMISSION
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Direction and Speed Clutches pressurised
Forward - 1 st gear F 1 2
Forward - 2nd gear F 2
Forward - 3rd gear F
Reverse - 1 st gear R 1 2
Reverse - 2nd gear R 2
Reverse - 3rd gear R

Section 2
Ser vice Training
Service Page 19
2.2.3.4 TRANSMISSION DUMP SYSTEM
The transmission dump system is electronically controlled by a normally open, hydraulic-operated switch
on the left-hand side brake pedal. This supplies, when operated, a negative signal to the EGS system. EGS
will electronically disconnect either the forward or reverse clutch only, disconnecting the transmission drive.
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1 Earth link 5 Left footbrake pedal

2 Dump switch 6 Accelerator pedal
3 Gear change solenoids 7 Microswitch
4 EGS selector switch 8 Handbrake switch
2.2.3.5 UPSHIFT INHIBITOR
A microswitch is installed on the accelerator pedal. It closes when the accelerator pedal is operated and sends
a negative signal to the EGS system.
If the accelerator pedal is not depressed, the transmission does not shift up into the next gear.
Example: If 1 st or 2nd gear was selected before a slope, truck speed increases if the accelerator pedal
is not depressed; but as the transmission remains in the selected gear, the truck is braked a
result.
Section 2
Service
2.3 TROUBLESHOOTING
2.3.1 PRESSURE TEST AND CONNECTIONS
Forward Pilot Pressure
Forward Clutch Pressure
3rd Gear Clutch Pressure
2nd Gear Pilot Pressure
2nd Gear Clutch Pressure

Reverse Clutch Pressure
Reverse Pilot Pressure
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1st Gear Pilot Pressure
C02 / Chapter 1
Test Pressures
24000 Series 16.5 - 19.3 bar
Clutch Pressures
1st Gear Clutch Pressure

Section 2
Ser vice Training
Service Page 21
2.3.2 AIDS FOR MEASUREMENTS
Order Number Description
WM 1.12 Low pressure gauge 0 - 40 bar
WM 172 M10 x 1 adaptor
WM 173 1/8″ NPTF adaptor

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C02 / Chapter 1
WM 174 1/4″ NPTF adaptor

Section 2
Service
2.3.3 CLARK POWER SHIFT TRANSMISSION 24000/28000
To locate and to repair a malfunction in the transmission it is necessary to perform four checks.
1. Oil level and condition check

2. Mechanical and electric transmission assemblies check
3. Stall test
4. Transmission pressure tests
1. OIL LEVEL AND CONDITION CHECK
Transmission oil smells burned: Clutch slips (discs)

Transmission oil contains aluminium shavings: Oil pump or converter malfunction
Transmission oil contains bronze shavings: Clutch discs faulty
Transmission oil contains steel shavings: Bearings, shafts or gears damaged
2. ELECTRIC TRANSMISSION ASSEMBLIES CHECK
Electric faults: Check cable plugs, cables, solenoid valves (apply power and earth directly to the
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solenoids).
Check the microswitch on the accelerator pedal and pressure switch on the left foot brake
valve.
3. STALL TEST
Lack of power: Check the engine, transmission.
The stall test is performed if the fork truck shows lack of power when driving in order to quickly localize the
faulty assembly (engine or transmission).
Test conditions: Engine speed at upper idle, 2500 RPM

Transmission oil temperature 80 to 90°C
Safe braking system
Fork truck chocked against rolling
Engine speed meter installed on engine
Select forward travel, apply the parking brake, accelerate the engine speed to approx. 2500 RPM and
maintain this speed. Shift through 1 st, 2nd and 3rd gear and record (enter on the check sheet) the drop in
engine speed for each gear.
NOTE: The engine speed should drop to approx. 1800 RPM in each gear.
Select reverse and repeat the above procedure.
CAUTION: Do not overheat the torque converter, monitor the temperature (max. 121 °C). Waiting period
between forward and reverse test at least 1 to 2 minutes (test duration approx. 30 seconds).
Section 2
Ser vice Training
Service Page 23
TEST SHEET
OIL LEVEL AND OIL CONDITION
Oil level ___________________________

Oil condition _______________________
Contaminants in the oil ___________________________________________________________
SYSTEM TEST
The condition of both the engine and transmission can be quickly estimated by carrying out a stall test. The
test is carried out by preventing the truck from moving and measuring the revolutions that the engine can
achieve when any speed range or direction is selected. The engine should achieve 1800 rpm in all speeds.
If the engine will not achieve this speed an engine fault is indicated. If more than 1800 revolutuions are
achieved there is a fault is in the transmission speed clutch or direction clutch in which the high revolutions
are reached, or possibly in the torque converter if the high revolutions are reached in ALL speeds and
directions.
An oil pressure test should be carried out and used in conjunction with the result of this test.
Engine RPM
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1800
Under 1800 rpm Over 1800 rpm
Engine condition poor Transmission condition poor
F1 F1 F1
F2 F2 F2
F3 F3 F3
F4 F4 F4
R1 R1 R1
R2 R2 R2
R3 R3 R3
R4 R4 R4
To carry out the test proceed asfollows:-
- Start and warm up the engine.

- Select forward 1st speed, release the handbrake.
- Press hard on the foot brake (not the dump switch) to prevent the truck moving.
- Increase the engine revolutions to the maximum achievable and measure the engine speed.
- Without reducing the engine speed change quickly through all speeds and drections measuring the
engine speed in all.
As this test generates a large increase in the transmission oil temperature the test must be completed
within 30 seconds from start to finish.
CAUTION
After this test leave the engine at idle speed for at least 2 - 3 minutes to drop the oil
temperature.
Section 2
Service
4. TRANSMISSION PRESSURE TESTS
Pressure losses in transmission: Faulty clutches, torque converter, piston seals.
Apply the parking brake, start the engine and run it until the operating temperature of the transmission oil
of approx. 80 to 90 °C is attained.
Unscrew the appropriate blanking plug on the transmission or control valve, and connect a low pressure
gauge.
With an engine speed of 800 RPM, check the travel direction clutches and all gear clutches. Write down
all the indicated clutch pressures (see table).
Repeat the procedure with the engine running at 1200 RPM.
The specified clutch pressure is 12.5 to 15.5 bar and this pressure should be reached at least at an engine
speed of 1200 RPM. The pressures should not deviate more than 0.5 to 0.7 bar from each other.
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TEST PRESSURE TABLE
Forward 800 RPM 1200 RPM Reverse 800 RPM 1200 RPM
F R
F-1 R-1
F-2 R-2
F-3 R-3
24000 28000
Input pressure of torque converter 16.5 - 20.7 bar 16.5 - 20.7 bar
Output pressure of torque converter 1.7 - 4.8 bar 1.72 - 4.8 bar
Directional clutches and gear clutches 16.5 - 20.7 bar 16.5 - 20.7 bar
Control pressure 16.5 - 20.7 bar 16.5 - 20.7 bar

Section 2
Ser vice Training
Service Page 25
2.3.3.1 PRESSURE CHECK POINTS ON 24000 POWER SHIFT TRANSMISSION
Check point 'C' converter outlet pressure 1.76 bar minimum pressure at 2000 rpm engine
speed and a maximum of 4.9 outlet pressure with engine operating at no load governed
speed.
Pressure regulator valve.
Check point 'D' converter outlet temperature red line 250°F. [121°C] 1/2 N.P.T.F. port
size - may use Clark no. 234033 (Ref.) or SAE no 2 temperature pick-up.
Lube (construction hole only).
Converter out.
To lube from cooler.

Drain.
Checkpoint 'A' clutch pressure 1/4 N.P.T.F. clutch pressure 12.7 to 15.5 bar.
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Check point for forward modulated clutch pressure 12.7 to 15.5 bar.
3rd.
Transmission fwd. clutch pressure port (1/8" N.P.T.F.).
2nd.
Transmission rev. clutch pressure port (1/8" N.P.T.F.).

These ports are provided for installation of back-up warning light pressure switch or horn.
1st (low).
Sump screen.
Check point 'H' lube pressure 1/8 N.P.T.F. 1.1 to 1.7 bar at 2000 RPM & 180° - 20° F
[82 - 93 °C] at converter outlet.
To lube from cooler.
Hose line operating requirements:
1. Pressure lines: Ambient to 250 °F [121°C] for continuous operation. Must

withstand 300 psi [2068 kPa] continuous operation with 21.1 bar
surge pressure. Ref. SAE 100 Fl hydraulic hose.
2. Oil specifications: MIL-L2104C - SAE 10.
3. All hose lines used must conform to SAE spec. no. SAE J1019 tests & procedures
for high-temperature transmission oil hose, lubricating oil hose & hose assemblies.
Section 2
Service
2.3.3.2 PRESSURE CHECK POINTS ON 28000 POWER SHIFT TRANSMISSION
Forward clutch pressure check port

16.5 - 20.7 bar
First clutch pressure check port
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16.5 - 20.7 bar
Reverse clutch pressure check port

16.5 - 20.7 bar
Converter inlet pressure check port

8.9 - 11.7 bar
Regulated pressure check port

16.5 - 20.7 bar
First clutch pressure check port

16.5 - 20.7 bar
Oil level plugs

Lube pressure check port
1.03 - 1.72 bar
Section 2
Ser vice Training
Service Page 27
2.4 DRIVE AXLE

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Section 2
Service
2.4.1 SPECIFICATIONS FOR D 81 PL 478 - NLB
Axle drive ratio 4.125 : 1

Planetary hub reduction gear ratio 4.364 : 1
Total ratio 18.0 : 1
Max. input torque 2970 Nm
Max. output torque 53500 Nm
Results in a tractive force of 12.00 - 20.11 tonnes
Lubricant capacities:
Drive axle approx. 18 - 20 L
Planetary hub reduction gear box approx. 1.5 L
Oil specification Hypoid gear oil to MIL-L-2105 B/API/GL5
EXPLANATION OF THE TRANSMISSION NUMBER
D 81 PL 4 78 - NLB
Oil-bathed disc brake

Width of axle
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4 planetary gears
Planetary gear
Type
Drive axle
2.4.2 AXLE DRIVE SETTINGS
- Rolling resistance of spiral pinion mounting

without shaft seal ring (all axles) 1.1 - 2.3 Nm
- Backlash at pinion drive minimum 0.3 - 0.4 mm
- Rolling resistance of differential mounting

(all axles) 2.9 - 4 Nm
- Rolling resistance of wheel bearings

(with new bearings) 11 - 17 Nm
- End play between fully floating shaft and

setscrew in planetary hub reduction gear 0.3 - 0.4 mm
Section 2
Ser vice Training
Service Page 29
2.4.3 TORQUES FOR SCREWS AND NUTS
WHEEL NUTS
Wheel nut with pressure plate (for rims with centring in the middle)
Dimension M22 x 1.5 650 Nm
UNIVERSAL PROPSHAFT FLANGE
Drive-in nut on drive flange 850 - 900 Nm

Fastening screw on drive axle 8.8 - 600 Nm
10.9 - 930 Nm
MOUNTING BOLTS TO CHASSIS.
8 off M24 X 380 long to Din 931 (10.9) 950 Nm

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Section 2
Service
2.4.4 UTILISATION OF LIQUID GLUE
The following applications and glues can occur when securing high stress joints in the drive axle.
- For low screw security: (wheel hub nut)

e.g with Loctite 243 (blue)
Liquid glue with a controlled friction index.
- For general screw security:

e.g with Loctite 262 (red)
Liquid glue with a controlled friction index.
Preferred for securing and sealing screws, nuts up to M36.
- For raising the friction index:

e.g. with Loctite 270 (green)
Preferred for raising the friction index of screwed surfaces (ring gear, etc.)
- The parts to be joined should be clean and free of grease. Regreasing cold cleaners and washing primer
reduce the strength of glued joints. Cold cleaners should be preferred.
The different axle joints are secured with liquid glue depending on the stress, axle version and service.
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C02 / Chapter 1
For repairs, however, it is recommended to always secure the following joints with a liquid glue.
Location Joint Loctite
Axle Differential casing Screw joint 262

toric gear Screw joint 262
toric gear Joint face 270
U-bolt Screw joint 262
Lockwasher/adjusting nut Screw joint 262
Bevel gear drive casing Screw joint 262
Wheel side Securing of ring gear In planetary hub reduction gear 270
Setscrew and adjusting nut In planetary hub reduction gear 270
Thrust washer In flared tube of axle 270
Wheel hub nut 243
Section 2
Ser vice Training
Service Page 31
WHEEL END OF DRIVE AXLE

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Section 2
Service
2.4.5 ASSEMBLY OF WHEEL SIDE
2.4.5.1 ASSEMBLY OF WHEEL HUB
5 Wheel bolt
1 Lockscrew 6 Inner taper roller bearing
2 Wheel hub nut 7 Ring
3 Outer taper roller bearing 8 Spacer
4 Wheel hub 9 Shaft seals
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- Press the wheel bolt (5) into the wheel hub (4) and tighten it.
- Press the outer ring of the taper roller bearing (3) and (6) into the wheel hub. Fill the inner taper roller bearing
(6) with grease.
- Put the spacer (8) in place and press in the shaft seal (9) with the dust lip facing out.
ATTENTION: Special tool No. 038.007.0-4 must be used for driving in the shaft seals.
2.4.5.2 ASSEMBLY OF RING GEAR
1 Outer taper roller bearing (wheel bearing)

2 toric gear carrier
3 toric gear
4 Screws
5 Rtaining plate
6 Oil equalising hole
- Heat to approx. 100°C and slide the taper roller

bearing and inner ring (1) on the ring gear carrier (2)
as far as possible.
- Position the ring gear (3) on the ring gear carrier and
secure with the retaining plate (5) and screws (4).
Use Loctite as specified in section "Utilisation of
liquid glue".
NOTE: When installing the ring gear carrier,
be sure that the oil equalising hole (6)
is at the bottom.
Section 2
Ser vice Training
Service Page 33
2.4.5.3 ASSEMBLY OF THE FACE SEAL
1 Seal ring
2 Rubber toric ring
3 Housing retaining lip
4 Housing ramp
5 Seal ring housing
The seal rings, rubber toric rings and housings must be

absolutely clean and free of any oil film, pieces of lint or
dust particles.
Use a solvent that evaporates quickly, leaves no residue
and is compatible with the rubber toric rings. The
recommended solvent is Isopropanol.
Rings and housings should be wiped with a solvent-
soaked, lint-free cloth or paper towel.
- After all components have been wiped clean, the toric

rings should be installed on the metal seal rings so that
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they rest in the radius on the tail of the metal ring.
- Ensure that the toric rings are not twisted by inspecting

the mould flash line on the outside diameter of the toric
rings for true circumferential tracking around the seal.
- Twisted torics will cause a non-uniform face load that
can result in leakage of lubricant or the ingress of
debris past the torics.
- If a twist is apparent, it can be eliminated by gently

pulling a section of the toric radially away from the
metal seal ring and letting it snap back into the correct
position.
- Repeating this in several places around the ring will

eliminate any twist in the toric ring.
- Put the toric ring (2) on the seal ring (1) at the bottom
of the seal ring ramp (7) and against the retaining lip
(8).
Section 2
Service
- The toric ring (2) can twist if it is not wet all around
during installation or if there are burrs or fins on the
retaining lip (3) of the housing (5).
- To prevent twisting, gently pull a section of the toric

ring (2) away from the seal ring (1) and let it snap back.
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Place the installation tool on the seal ring and dip these
into a pan of Isopropanol solvent to lubricate the toric
ring.
It is essential to lubricate the toric with Isopropanol so
that it will slip past the housing retaining lip and seal
uniformly into the housing nose radius. Insufficient
lubrication can cause non-uniform loading resulting in
twisted torics or cocked seals.
The use of solvents other than Isopropanol can leave a
residue on the toric rings or seal ring ramps and allow
the toric to slide rather than roll into seat.
Non-uniform loading can also result in poor seal per-
formance.
Put the installation tool (9) on the seal ring (1) with the
toric ring (2). Lower the rings into a container with
Isopropanol until all surfaces of the toric are wet.
Section 2
Ser vice Training
Service Page 35
Toric ring sliding on the retaining lip ramp.
Toric ring caught on the housing retaining lip.
Toric ring sliding on the seal ring ramp.
- Shake the excess solvent from the seal assembly after

dipping it in the solvent and immediately pop the seal
into the housing with a firm push of the installation tool.
- Remove the installation tool.
- Verify the standout height of the sealing ring. If the seal
does not meet the height specification, inspect the
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toric ring for twists or obvious bulges.
- After lubricating the surfaces of the toric ring (2) with

Isopropanol, use the installation tool (9) to position the
seal ring (1) and the toric ring (2) squarely against the
housing (5).
- Use a sudden and even pressure to pop the toric ring
(2) under the retaining lip (3) of the housing (5).
- The seal can be adjusted by gently pushing the toric
into position by hand or by using a self-made adjust-
ment hook.
- If small adjustments are necessary, do not push

directly on the seal ring (1).
- Use the installation tool (9) to push down or the hook
(11) to pull up.
Section 2
Service
- A thin film of light oil should be applied to the seal face
before assembly. Use a disposable tissue or a clean
finger to distribute the oil evenly.
- Take care not to get any oil on the rubber toric ring.
- Be sure that there is no visible debris on either of the

seal faces - even a small piece of lint can hold the seal
faces apart and cause leakage.
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- After installation, wait for one minute for the Isopropa-
nol to dry.
- Only then assemble the two seals halves in the final
position. This delay will allow any excess solvent to
evaoporate so that the toric rings roll rather than slide
into the housing as the face load is increased.
- If the toric rings slide into the housing, this can produce
a non-uniform loading that can result in leakage.
Section 2
Ser vice Training
Service Page 37
RESULTS OF INCORRECT ASSEMBLY
Points 'A' and 'B' remain stationary.
Points 'X' and 'Y' rotate 180°.
This causes high pressure at 'A' /'Y' and possible galling.
When rotated, points 'B' / 'X' have low pressure so that

leakage is possible.
Original Rotated 180°

assembled
position
After the unit to be sealed is assembled, a post-assem-

bly leakage test can be performed to ensure that the seal
is properly installed.
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A vacuum check is recommended rather than a pres-

sure check as vacuum checks are more sensitive.
Generally, users find this an easy check to combine with
a vacuum fill technique for the lubricant.
It is recommended that the compartment be filled to the
correct level with oil and then rotated slowly several
revolutions to seat the seals.
The vacuum test will detect big seal damage such as

broken seal rings or cut toric rings that may be caused
in the last phases of assembly.
As the Duo-Cone seals are not designed to seal air,
some leakage can be expected using this procedure.
Following these guidelines and recommendations should

ensure optimum performance of the Duo-Cone seals.
Section 2
Service
2.4.5.4 INSTALLING THE SPACER
- Apply Loctite 572 to the seat of the spacer on the

axle flare.
- Heat the spacer to approx. 100°C and mount on the
axle flare by tapping it lightly (there should be no
corrosion on the axle flare).
- Apply a film of oil on the sealing surface.
2.4.5.5 INSTALLING THE WHEEL HUB
- Heat the taper roller bearing to approx. 100°C and

slide on the axle flare as far as possible.
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- Install the floating ring seal in the brake carrier and
wheel hub.
- Slide the wheel hub on the shaft stub .
- Slide the preassembled ring gear carrier into the
wheel hub.
Section 2
Ser vice Training
Service Page 39
2.4.5.6 ADJUSTING THE WHEEL BEARINGS
Screw on the wheel mounting nut, adjust and secure:
- Torque the wheel mounting nut to approx. 450 Nm.

- Tap on the wheel hub with the plastic hammer and
rotate it.
- Tighten the wheel mounting nut, repeating the proce-
dure until no further tightening is possible. Then turn
back the nut approx. 30° and secure it.
- Check the rolling resistance.
Specified value 11 - 17 Nm.
CAUTION: Secure the wheel hub nut (1) and screw

(3) with Loctite 243 (according to section
"Utilisation of liquid glue").
2.4.5.7 ADJUSTING THE DRIVE SHAFT END PLAY
- Drive the thrust washer (1) into the axle housing.

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- Insert the drive shaft into the axle housing.

- Slide the sun gear (3) onto the drive shaft and install
the circlip (2) (grind side inwards, see arrow).
- Slide the drive shaft in until the circlip contacts the sun
gear and the sun gear the thrust washer.
- Mount the planetary hub reduction gear casing (4) on
the wheel hub using an O-ring.
Section 2
Service
2.4.5.8 INSTALLING THE PLANETARY HOUSING
- Install the O-ring in the planetary housing recess.

- Install the preassembled planetary housing and se-
cure it.
ADJUSTMENT OF AXIAL PLAY
- The axial play between axle shaft and setscrew (5)

in the planetary housing should be 0.3 - 0.7 mm.
- The adjustment is performed by screwing the set-
screw in until it contacts thrust surface of the axle
shaft.
- Turn the screw back from the tightened position
about 72° - 170° (equals approx. 0.3 - 0.7 mm axial
play).
- Secure the setscrew and locknut with Loctite 270.
ATTENTION When tightening the locknut (6), hold the setscrew (5) to prevent it from turning.
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Section 2
Ser vice Training
Service Page 41
2.4.5.8.1 REPAIRING THE PLANETARY HUB
- Remove the planetary hub reduction gear casing from the wheel
hub.
- Drive in the retaining pins (heavy type dowel pins) at the sun gear
shaft.
- Press out the planetary gear shaft inwards.
ATTENTION: Due to the difference of 0.1 mm in diameter, the
planetary gear shaft must not be pressed out
outwards as this would destroy the hole in the
planetary hub reduction gear casing.
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Section 2
Service
- Take the planetary gears with thrust washers and bearings out of
the planetary hub reduction gear casing.
INSTALLING THE PLANETARY HUB REDUCTION GEAR
- Slide the bearing (1) into the planetary (2) gear.

- Insert the planetary gears with bearings and thrust washers (3)
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into the planetary hub reduction gear casing (drum in horizontal
position).
- Put the O-rings (7) for the planetary gear shaft (4) into the
reduction gear casing (5).
- Press the shaft (4) in.
Section 2
Ser vice Training
Service Page 43
CAUTION Due to the difference in diameter, always press the

shaft from the outside in.
Be sure that the drilled hole in the planetary gear shaft
and drum coincide.
- Secure the planetary gear shaft with retaining pin (6).
2.4.5.9 AXLE DRIVE

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2.4.5.9.1 INSTALLING AND ADJUSTING THE SPIRAL BEVEL GEAR
1 Spiral bevel gear 5 Shim (C)

2 Taper roller bearing 31314 6 Taper roller bearing 31312
3 Shim (S) 7 Drive flange
4 Spiral bevel gear casing 8 Drive-in nut
Section 2
Service
2.4.5.9.2 ADJUSTING THE CONTACT PATTERN
- In order to achieve a correct flank contact pattern,

the axial position of the spiral bevel gear must be
corrected with the shim (S). The required thickness
is determined by measurement.
A = Measured clearance from centre of differen-
tial to shim
B = Dimension for correct position of spiral bevel
gear. This dimension is scribed in 1/100 mm
on the face of the spiral bevel gear. It states
the deviations from the theoretical clear-
ance (A).
C = Width of taper roller bearing
- The shim thickness used for the original adjust-
ment must be changed as indicated by the differ-
ence.
- Insert the shim and press in the outer races of the
bearing.
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Theor. dimension -A- in mm 204
Theor. dimension -S- in mm 3
Theor. dimension -C- in mm 38
- Calculation example:
Theor. shim thickness -S- 3 mm

Dimension -B- on spiral bevel gear face from 0 -0.15 mm
Theor. dimension -A- 204 mm
Theor. width -C- of taper roller bearing 38 mm
Measured dimension -A- 203.95 mm (0.05 mm less than theor. dimension)
Theor. shim -S-

3.00 mm
- 0.05 mm
2.95 mm
Measured taper roller bearing 37.95 + 0.05 mm

3.00 mm
On spiral bevel gear face - 0.10 mm

Recorded dimension -B- + 10 2.90 mm shim thickness -S-
ATTENTION: The original shim -S- is only available with a thickness of 3.5 mm. In this example, 0.6 mm
must be ground off the shim -S-.
Section 2
Ser vice Training
Service Page 45
2.4.5.9.3 ADJUSTING THE SPIRAL BEVEL GEAR TAPER ROLLER BEARING
- Press both outer races of the bearing into the drive

housing.
- Make a rough estimate of the thickness (C) of the
shim. Place both inner rings of the taper roller bearing
into their outer rings (bearing bushings).
Measure dimension (A).
Measure dimension (B) on the spiral bevel gear.
Required shim thickness is:
C=A-B
- Heat the taper roller bearing on the spiral bevel gear

side to 80°C and fit on the spiral bevel gear (drive on
further after it has cooled).
- Place the shim on the spiral bevel gear.
- Insert the spiral bevel gear into the spiral bevel gear
housing. Heat the inner race with the roller cages to
80°C and drive onto the spiral bevel gear using a
sleeve.
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- Slide the drive flange on the spiral bevel gear.

- Tighten the locking nut firmly by turning the bearing
bushing continuously.
Torque: 850 - 900 Nm
- Measure the pre-tension of the bearing with a spring dynamometer. Correct a deviation of 1 - 2 Nm pre-
tension from the specification by changing the thickness of the shim.
- After the adjustment of the bearing, unscrew the locknut from the spiral bevel gear and remove the flange.
- Press in the shaft seal and fill the space between the sealing lips with friction bearing grease (1).
- Slide on the drive flange.
- Screw on the retaining nut, coat the mating surface with sealant (2) and torque to 850 Nm.
- Secure the nut by hitting in the collar at the groove on the bevel pinion.
Section 2
Service
2.4.5.9.4 ASSEMBLY OF DIFFERENTIAL
NOTE: During assembly, all bevel gears and thrust wash-

ers must be oiled well.
- Place the differential side gear with thrust washer into the
differential case.
- Install the spider with assembled differential pinions and

thrust washers.
- Put differential side gear and thrust washer into place.
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- Position the differential case, paying attention to the match-
ing marks. Tighten the fastening screws to 200 Nm.
Secure with Loctite 262.
- Check the differential pinions for ease of movement.
- Place the crown wheel on the differential case and drive it on

with light blows. Torque the crown wheel screws to 200 Nm.
Coat the mating surface with Loctite 270.
- Heat both tapered roller bearings to 80°C and drive on along

with the sleeve.
Section 2
Ser vice Training
Service Page 47
2.4.5.9.5 ASSEMBLY OF AXLE CARRIER
- Place the differential and outer bearing races on the upright

axle carrier with the bevel pinion already installed.
- Install the bearing caps and align with the adjustment rings.
- Be sure that the mark on the bearing cap matches the one
on the axle carrier.
(Do not interchange the bearing caps).
- Tighten the bearing cap screws by hand. By turning the

adjustment nuts against each other, move them until the
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backlash is approx. 0.3 - 0.4 mm.
- Hold the bevel pinion at the drive flange.
- Check the backlash with the dial gauge by turning the crown
wheel.
(Check the contact pattern, refer to "Adjustment of contact
pattern of Gleason type gear teeth").
- Tighten the bearing cap screws. Torque: 310 Nm. Secure

with Loctite 262.
- Screw on the lock plates for adjusting nuts.
- Screw on the lock plates for adjusting nuts.

Torque for screws: 25 Nm
Section 2
Service
2.4.5.9.6 ADJUSTMENT OF CONTACT PATTERN OF GLEASON TYPE GEAR TEETH
The following figures show faulty contact patterns. The text beside them gives tips for improving the contact
patterns. The dark arrows in the schematic representation of crown wheel and bevel gear indicate the
direction in which the gear in question must be pressed first. The light arrows indicate the direction in which
it must be hit during the second correction.
Ideal contact pattern.
Press drive bevel gear to crown wheel, then correct backlash.
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Press drive bevel gear away from crown wheel, then correct backlash.
Reduce backlash. If reduction is not sufficient, press drive bevel gear to crown
wheel.
Section 2
Ser vice Training
Service Page 49
Increase backlash. If reduction is not sufficient, press drive

bevel gear away from crown wheel.
Press drive bevel gear to crown wheel, increase backlash.

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Press drive bevel gear away from crown wheel, decrease

backlash.
Press drive bevel gear to crown wheel, increase backlash.
Press drive bevel gear away from crown wheel, decrease

backlash.
Section 2
Service
2.4.6 SPECIAL TOOLS
Part No. Description
038.004.0-4 Spanner for retaining nut (M26x1.5)
038.005.0-4 Spanner for adjusting nut size 1 (M1 12x1.5)
038.003.0-4 Spanner for wheel retaining nut (M26x1.5)
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038.007.0-4 Driver for seal ring, specify diameter
056.010.0-4 Assembly tool for toric seal ring
038.674.0-3 Assembly tool for wheel hub seal ring
When ordering tools, specify the axle type and send the order to:
Kessler & Co. GmbH

Hüttlinger Straße 18–20
73453 Abtsgmünd
Section 3
Ser vice Training
Service Page 1
3 TRUCK BOD
TRUCK Y
BODY
3.1 CABIN
3.1.1 REPAIRING THE CABIN GLASS PANE
With adhesive tape With polyurethane glue

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- Prepare and clean the new glass pane (1 ) and pane channel (2).
- Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use
solvents.
- Cut the new window pane channel and drill a 3 mm hole for metal screw (3) 25 mm from each corner of
the channel.
- Fit the channel to the glass pane.
- Affix double-sided tape (5) (2 x 20 mm) or apply Purflex glue (5a) or a similar material 5 - 6 mm thick
continuously to the channel (2).
- Remove the protective strip on the back of the tape, install the lower channel first in the frame (4) and
press the glass pane firmly against the frame.
- Fasten the channels with metal screws (3).
- Seal the inside and outside of the mitre sections, the outside of the channels on (6) with black Purflex
polyurethane. Apply transparent Purflex polyurethane or a similar sealant at (7).
- The sealant is firm after 1 hour and completely dry after 12 hours.
Section 3
Service
3.1.2 REPAIRING THE CABIN WINDOW PANE (GLASS-TO-GLASS)
- Affix crepe tape to the outside and inside of the new glass panes on both sides (not the edges).
- Install the glass pane so that there is a gap of 1 - 4 mm at the inner edges.
- Press transparent silicone sealant continuously into the joint from the top down, making sure that both
joint edges are fully covered. The silicone bead (1 ) should be about 8 - 10 mm thick.
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- Smoothen the silicone bead within 10 minutes and eliminate any faults (commercial silicone remover).
- After complete hardening of the silicone sealant (approx. 12 hours), remove the crepe tape.
Section 3
Ser vice Training
Service Page 3
3.1.3 REPAIRING THE CABIN WINDOW PANE WITH ALUMINIUM FRAME (SLIDING WINDOW)
NOTE: Windows for direct bonding are provided with channels without fastening holes.
- Prepare and clean the new glass pane (3) and channel (2).
solvents.
- Install channel (2) to glass pane (3).
- Affix double-sided tape (4) (2 x 20 mm) to the flange surface (4) of the channel.
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- Remove the protective strip on the back of the tape and insert the glass pane into the door frame with
the lower side first.
- Press the glass pane firmly against the door frame.
- Seal the channel on the outside of the door frame with Purflex polyurethane sealant or a similar material.
Section 3
Service
3.1.4 REPAIRING THR ROOF WINDOW WITHOUT FRAME OR CHANNELS
solvents.
- Affix a continuous piece of tape (diameter 6 mm) to the roof channel (3).
- Remove the protective strip and position the roof pane above the opening and press on firmly.
- The remaining joints can be sealed with silicone, if desired. Hardening time about 12 hours.
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Section 3
Ser vice Training
Service Page 5
3.1.5 CABIN INSTALLATION
NOTE: During transport, the cabin is mounted on the counterweight with a transport frame.
- Park the truck on level ground and ensure that there are
no obstacles over the cabin.
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- Disconnect the various hoses and cable protective

packagings.
- Remove the four fastening screws connecting the

transport frame with the cabin.
Section 3
Service
- Open both cabin doors.
- Route a suitable strap through the cabin, attach and secure the crane hook. The cabin weighs 1000 kg.
- Remove the cabin fastening bolts and nuts from the cabin
elevating frame.
- Remove the steel bar from the cabin elevating frame.

(2 bolts, washers and nuts)
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- Lift the cabin from the transport frame and position it on the
cabin elevating frame.
- Ensure L/H side door is within hand rail area when
lowering cabin onto frame.
ATTENTION
Carefully position the hoses and electric cables
beneath the frame in order to prevent damage and
squeezing.
Section 3
Ser vice Training
Service Page 7
- Lower the cabin onto the rubber mounts and fasten it with
the previously removed bolts and nuts.
- Fasten the steel bar on the cabin elevating frame with the
bolts, washers and nuts.
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- Ensure that all hoses and cables are routed over the steel
bar.
Section 3
Service
- Remove the nuts and bolts from the centre of the steel
bar.
- Position the hoses with the clamping steel bar, fasten at

the top end of the steel bar carrier and fasten with the
previously removed nuts and bolts.
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- Route the hoses along the left and right vertical duct and
place them in the cut-outs provided.
Section 4
Ser vice Training
Service Page 1
4 SERIES 310 STEERING AXLE
4.1 DESCRIPTION
The rear wheels are steered by the action of a single double-ended hydraulic cylinder connected to fixed
length track rods which operate on a stub axle pivoted on swivel pins. Movement of the steering wheel
actuates the hydraulic steer hand pump which regulates the flow of oil to the steer cylinder. The oil is
supplied via an engine mounted geared pump which incorporates a priority flow valve to control the rate
of flow and the oil pressure.
The axle housing is supported in the chassis by spherelastic bearings, which allow full articulation of the
axle when operating on uneven ground.
The steer cylinder is attached to the housing by dowels spacers and four bolts.
The track rod link arms have press-fit spherical bearings in each end. One end of each link is connected
to the steer cylinder by a press fitted pin and roll pin assembly. Two dust covers are fitted top and bottom
of the link arms. The other end of the link is connected to the stub axle with a press-fit pin and roll pin
assembly.
These links are of fixed length and do not require adjustment to maintain correct tracking.
Above both swivel pins are plates sealed

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with gaskets and each secured by four

bolts and spring washers. A cover below
each swivel pin is secured by four bolts
and spring washers. Grease nipples are
fitted in each cover and each track rod link
end.
4.2 EXPLANATION OF THE STEER AXLE NUMBER
310 D 07 0002 LL
Manufacturer (Linde-Lansing)
Series number
Production month
Production year
Type of axle
Section 4
Service
4.3 STUB AXLE
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1 Bushing 6 Spacer
2 Felt washer with back-up ring 7 Shims
3 Stub axle 8 Taper roller bearing
4 Swivel pin 9 Thrust washer
5 Bushing with O-ring 10 Nut
4.3.1 REMOVING THE KING PIN
- Jack up the truck and secure the steer axle with blocks of wood.
- Remove the wheel.
- Press out the track rod pin and remove the track rod.
- Take off the top and bottom cover and remove any grease.
- Free the staked edge of the nut (10) from the groove in pin (4), loosen and remove the nut.
Section 4
Ser vice Training
Service Page 3
- Remove the washer (9).

- Install a jack under the king pin (4) and apply vertical pressure to the pin.
- Heat the stub axle gently until the king pin is loosened from the stub axle.
- Pull the king pin up and out.
- Pull the stub axle out to the side.
4.3.2 INSTALLING AND ADJUSTING THE SWIVEL PIN
- Soak the felt washer (2) in oil and install with the back-up ring in the axle housing and pull the plastic foil
up tightly. Insert the stub axle (3) and pull the plastic foil out.
- Insert the swivel pin (4) without the taper roller bearing (8), shims (7), spacer (6) and bushing (5).
Dummy Bearing
Part No. 310 451 31 00
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Thrust Washer
Part No. 310 451 29 00
- Insert the dummy bearing and thrust washer, screw the nut (10) on the swivel pin and torque it to 1000
Nm.
- Remove the nut (10), dummy thrust washer and bearing.
- Insert the bushing with the O-ring (5) into the axle.
NOTE: The short end of the bushing (5) must face the threaded end of the swivel pin.
- Put the spacer (6) into the axle, then drive in the outer race of the taper roller bearing (8).
- Fit shims (7) with a total thickness of 0.7 mm on the swivel pin (4).
- Insert the bearing (8) and thrust washer (9) and tighten the nut (10) to 815 Nm.
- Install a dial gauge with a magnetic holder on the swivel pin and zero the gauge.
- Lift the stub axle with a tyre lever and measure the end play of the swivel pin.
Section 4
Service
End play: 0.00 mm
NOTE: Maximum end play 0.12 mm
Example:
Installed shim thickness = 0.7 mm
Measured end play = 0.5 mm
Final shim thickness = 0.2 mm
- Remove the nut (10) and take off the thrust washer (9) and bearing (8) again.
- Correct the shim thickness as shown in the example.
- Refit the bearing (8) and thrust washer (9) and torque the nut (10) to 815 Nm.
- Recheck the end play.
- Drive the edge of the nut with a blunt drift into the groove on the swivel pin.
- Fit the connecting plates with seals and grease nipples and lubricate the stub axle.
NOTE: The spanner size for the nut (10) is 70 mm.
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Section 4
Ser vice Training
Service Page 5
4.4 WHEEL HUB

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1 Wheel hub 6 Thrust washer

2 Inner taper roller bearing 7 Adjusting nut
3 Sealing ring 8 Cover
4 Race 9 Lock screw
5 Outer taper roller bearing 10 Retaining ring
Section 4
Service
4.4.1 ADJUSTING THE WHEEL BEARING
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- Take out the retaining ring (10) and remove the cover (8).
- Remove any grease.
- Remove the lock screw (1).
- Tighten the adjusting nut (2) until the end play is removed.
- Using a hammer, drive the wheel hub toward the adjusting nut so that the tension on the wheel bearings
is relieved.
- Position the dial gauge with the magnetic holder on the wheel hub. Set the dial gauge to zero and
determine the end play.
Maximum end play is 0.10 - 0.15 mm.
- Fit lockscrew and tighten to 49 Nm.
- Fill the grease cap half with grease and install the cover (8) and secure ring (10).
- Tighten the screws to 40 Nm.
Section 4
Ser vice Training
Service Page 7
4.5 ADJUSTING THE INNER STEERING STOP
In order to prevent damage to the hydraulic steering cylinder, the inner and outer steering stops must be
checked and adjusted after repairs on the stub axle, track rod or steering cylinder.
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1 Pin (steering cylinder)

2 Steering cylinder
3 Inner steering stop
4 Shims
X Setting 31 mm
CHECKING THE STEERING STOP
- Turn the wheels to the right or left until the steering stop screw (3) contacts the stub axle.
- Check dimension X, 31 mm, at the steering cylinder.
If dimension X is too large or too small, adjust the inner stops as follows:
- Lift the truck so that the steer axle wheels are clear of the ground.
- Operate the steering cylinder until dimension X is 31 mm.
- Adjust the stop screw (3) with the washers (4) so that the correctly adjusted stop screw dimension
X = 31 ± 0.5 mm is obtained when the steering is operated (maximum pressure is reached).
NOTE: Always check the inner and outer steering stop and adjust, if necessary. Torque for the stop
screw (3) is 180 Nm.
Section 4
Service
4.6 ADJUSTING THE OUTER STEERING STOP
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1 Outer steering stop
2 Stop screw
3 Shims
4 Fastening nut
CHECKING THE STEERING STOP
- Turn the wheels to the left or right as far as the stop. Maximum steering pressure must be obtained.
- There must be a clearance of 1 mm between the stop screw (2) and the outer steering stop (1).
- If the clearance is too small or too large, remove the fastening nut (4), take out the stop screw (2) and
adjust the outer steering stop with shims (3).
NOTE: Check both outer steering stops and adjust, if necessary. Torque for the stop screw (2) is
180 Nm.
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Ser vice Training
Service Page 9
4.7 REMOVING AND INSTALLING THE STEERING CYLINDER
REMOVAL
- Jack up the truck at the rear so that the wheels are free to turn and secure the truck with blocks.
- Move the steering cylinder rod (2) until the pin (1) aligns with the hole (5) in the axle housing.
- Shut off engine and operate levers/steering to remove residial pressure from system.
- Remove the retaining pin (7) in the mounting pin (1).
- Using a suitable lift jack and ejector pin (6) (diam. 29 mm, 150 mm long), press out the pin (1) until the
track rod (8) can be disconnected from the piston rod (2).
- Press out the second pin (at opposite end).
- Disconnect the two hose lines (3) at the steering cylinder.
- Unscrew the four steering cylinder fastening screws (4) and remove with spacer sleeves.
- Remove the steering cylinder, paying attention to the centring sleeves.
- Now drive the pin (1) fully out at the piston rod.
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INSTALLATION
- Fit centering sleeves into the steer cylinder mounting lugs.

- Lift the steering cylinder into the steer axle, paying attention to the centring sleeve alignment.
- Install the four M20 x 120 10.9 screws (4) with spacer sleeves and Loctite 270 and torque to 580 Nm.
- Move the steering cylinder piston rod (2) until the drilled hole (5) in the steer axle housing aligns with the
hole in the piston rod for the pin (1).
- Swing the track rod (8) into the fork on the piston rod.
- Insert the centring pin.
- Insert the pin (1) into the drilled hole (5) in the steer axle housing from below and press upwards into the
piston rod (2) with a suitable lift jack and ejector pin (diam 29 mm).
NOTE: Install the pin (1) in such a way that the drilled holes for the retaining pins (7) are at a right angle
to the piston rod (2).
- Drive the retaining pins (7) centred into the mounting pin (1).
Section 4
Service
- Press in the second pin and secure with retaining pins.
- Connect the two hose lines (3) to the steering cylinder and tighten them.
- Start the engine and bleed the air out of the system by turning the steering wheel fully left and right
approximately ten times.
- Inspect the steering cylinder for leaks.
- Lower the truck.
4.8 SEALING THE STEERING CYLINDER
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1 Piston rod 6 Cylinder tube
2 Wiper 7 Packing ring
3 Retaining ring 8 Guide bushing
4 Seal 9 Sealing ring
5 Guide ring 10 Bore
- Remove the steering cylinder and clamp it in a vice.

- Extend the piston rod (1) on one side out as far as the stop.
- Drive the guide bushings (8) back a little with a few blows of the hammer and loosen the retaining ring
(3). With a 2 mm drift punch through the bore (10) and remove it with a screwdriver.
- Slide the piston rod in the direction of the removed retaining ring and drive it out along with the guide
bushing (8) with light blows (plastic mallet) on the opposite end of the piston rod.
- Pull the piston rod out of the cylinder tube and remove the guide bushing (8) from the piston rod.
- Inspect the piston rod for scoring, traces of pitting end rust.
- Remove the wiper (2), seals (4), (9) and guide rings (5) from the guide bushing (8).
- Install new seals, guide rings and wipers in the guide bushing, ensuring that the position and direction
of the individual sealing elements is correct.
- Remove the packing ring (7) from the piston rod.
- Install a new packing ring (7) on the piston rod.
- Remove the second retaining ring (3).
- Remove the second guide bushing (8) and replace the sealing elements.
- Inspect for scoring, traces of pitting end rust.
- Coat the guide bushing lightly with grease and install in the cylinder tube. Be sure that its position is aligned
with retaining ring hole.
- Insert the retaining ring.
- Carefully introduce the piston rod into the cylinder tube from the opposite end and slide it as far as possible
through the guide bushing (8), being careful not to damage the sealing lips of the sealing elements.
- Insert the second greased guide bushing, slide it in as far as possible and secure with the retaining ring.
- Move the piston to a central position.
Section 5
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Service Page 1
5 BRAKING SYSTEM
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Section 5
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5.1 BRAKING SYSTEM CIRCUIT DIAGRAM
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A Valve block 12 Pressure warning switch (hand brake
B Foot-operated brake valve (right) pressure)
C Foot-operated brake valve (left) 13 Accumulator 2000 cm³ (foot brake)
D Sliding caliper disc brake (parking brake) Accumulator pressurisation 80 - 115 bar
E Multi-disc brake (nitrogen)
14 Check valve
1 Tank 15 Foot brake pedal (right)
2 Suction filter 16 Control valve
4 Hydraulic pump 23 cm³/rev 17 Brake pedal (left)
5 Pressure filter 18 Brake plunger
6 Change-over valve (130 bar) 19 Feeder valve
7 Change-over valve (160 bar) 20 Oil tank
8 Solenoid valve hand brake 21 Disengaging switch (gearbox)
9 Check valves 22 Brake light switch
10 Pressure warning switch (warning buzzer 23 Spring-type cylinder
lamp) 24 Brake oil filter switch
11 Accumulator 2000 cm³ (hand/foot brake) 25 Cooler
Accumulator pressurisation 80 - 115 bar 26 Foot brake cylinder
(nitrogen) 27 Multi-disc brakes
Section 5
Ser vice Training
Service Page 3
Pressing the right foot brake pedal (15) will activate the control valve (16). The pressure-reduced control
pressure of 160 bar is transported proportionally via the control valve (16) to the brake plungers (26) of the
multi-disc brake with a maximum pressure of up to 110 bar.
Depending on the pedal travel, the reduced control pressure is supplied to the brake plunger via the control
valve, so that a metered braking is made possible. As soon as the brake pedal (15) is released again, the
control valve (16) will switch back to its neutral position, and the brake pressure to the tank will be reduced.
Whenever the left brake pedal (17) is pressed, a brake plunger (18) generates a pilot pressure which actuates
the control valve (16) hydraulically. Depending on the pedal position, the control valve (16) will be activated
again, and a metered control pressure will be supplied to the brake plungers (26).
Pressing the left brake pedal will cause a pressure switch (21) to disengage the travelling gear.
If the hydraulic storage pressure drops to less than 100 bar, an indicator lamp and a warning buzzer will be
triggered, and the spring-type cylinder (23) belonging to the hand brake will close. The pressure reservoir
permits the vehicle to be braked approx. 15 - 20 more times.
5.1.1 DESCRIPTION OF THE HYDRAULIC BRAKING SYSTEM
The gear pump (4) is driven directly by the internal combustion engine.
A suction filter (2) draws in the oil from the pump. This oil is supplied to the accumulators (11) and (13) via
a pressure filter (5).
As soon as the accumulators (11) and (13) are filled, and the maximum pressure of 160 bar is obtained, the
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change-over valve (6) and (7) will actuate, and the volume flow will be delivered via the cooler (25) to the
laminated plates belonging to the service brake. Whenever the operating pressure drops to 130 bar, the
change-over valve (7) will close. This process actuates the change-over valve (6), and the operating pressure
will rise again. The oil rinses and cools the multi-disc brakes (27), and flows back to the tank.
Whenever the switch for releasing the parking brake is pressed, the solenoid valve (8) will be actuated, and
the hydraulic storage pressure triggers the spring-type cylinder (23) which opens the parking brake.
Whenever the parking brake is closed, a switch will actuate the solenoid valve (8), and the spring-type cylinder
will reduce the pressure to the tank via valve (8), so that the spring package can close the parking brake.
Section 5
Service
5.1.2 SCHEMATIC DIAGRAM OF THE BRAKING SYSTEM
The legend is listed under "Braking System Circuit Diagram".
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Section 5
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Service Page 5
SCHEMATIC DIAGRAM OF THE BRAKING SYSTEM, SERIES 317

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Section 5
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Section 5
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BRAKING SYSTEM RETURN LINE TO TANK

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Section 5
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COOLING AND FLUSHING OF THE BRAKING SYSTEM
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BRAKING SYSTEM PRESSURE TAPS
SYSTEM PRESSURE MEASUREMENT
- Remove the pressure switch (10) at the valve block (A) and install fitting WM 172 (M10 x 1).
- Connect a high-pressure gauge and perform the pressure measurement.
Specified value: min. 130 bar
max. 160 bar
BRAKE PRESSURE MEASUREMENT
- Remove the stop light switch (22) at the foot brake valve (B) and install fitting WM 172.
- Connect a high-pressure gauge and slowly depress the brake pedal through its full stroke.
Specified value: 0 - 80 bar
PARKING BRAKE PRESSURE MEASUREMENT
- Remove the pressure warning switch (12) at the valve block (A) and install fitting WM 172.
- Connect a high-pressure gauge and perform the measurement.
Section 5
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Service Page 9
- Operate the parking brake button.

Specified value: brake applied 0 bar
brake released min. 110 bar
max. 160 bar
TOOLS FOR THE MEASUREMENTS
Order No. Description
WM 1.13 High-pressure gauge 0 - 600 bar
WM 172 Fitting M10 X 1

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BRAKING SYSTEM OIL SUPPLY

Section 5
Service
5.2 CONSTRUCTION OF THE WET MULTI-DISC BRAKE
Brake Type: 5 340
Outer diameter of the plates
Number of laminated plates
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1 Brake anchor plate 13 Gasket set

2 Brake housing 14 Gasket set
3 Piston 15 Spring
4 Inner plate 16 Screw
5 Outer plate 17 Gasket ring
6 O - ring 18 Screw plug
7 Screw 19 O - ring
8 Screw plug 20 Slide ring seal
9 Gasket ring 21 Screw
10 Gasket ring 22 Tube
11 Sleeve 23 Bushing
12 Bleeder 24 Screw
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Service Page 11
5.2.1 CHECKING THE WEAR OF THE LINING
- Remove the stopper (17) belonging to the control dimension bore.

- Press the brake pedal (close the brake).
- Use a depth gauge to measure the distance from the housing to the brake plunger.
NOTE: The control dimension "new" is stamped into the housing, below the bore.
- Whenever this dimension is greater than the max. wear dimension, the brake plates should be replaced
in the near future.
NOTE: If the wear dimension is reached, the following must be checked:
Control dimension:
- Max. oil temperature (cooling system)

- Specified oil quality
- Oil rinsing (filters)
- Wear
Dimension: 2.8 mm
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Lining thickness for each plate: 2 x 1 mm.

Section 5
Service
5.2.2 INSTALLATION OF THE PISTON CUPS
Position the pistons on the plane surface of the larger diameter. Make sure that the correct order of the sealing
parts is observed during installation. Mount the O-rings without twists and bulges.
Fitting of the O-ring and supporting ring
1. Large supporting ring

2. Large O-ring
3. Small O-ring Pressure
4. Small supporting ring
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Fit the supporting rings on the side which is opposite to the pressure side!
INSTALLATION OF THE OMEGAT GASKET SET
1. Large O-ring
2. Small O-ring
3. Large PTFE profile ring Pressure
4. Small PTFE profile ring
Install the PTFE profile rings with the small diameter facing the pressure side! Mounting bands may be used
as assembly devices.
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Service Page 13
5.2.3 INSTALLATION OF THE PISTON INTO THE BRAKE ANCHOR PLATE
Oil the piston bearing surfaces of the brake anchor plate, wet the threaded bores with Loctite 262, then insert
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and screw in the bushing. Place the piston on to the brake anchor plate without tilting it (note the correct
C02 / Chapter 1
positioning of the bores to the threads!).
Press the piston evenly into the brake anchor plate with temporary screws and without tilting it.
If necessary, hit the piston with light hammer blows to align it with the threaded bores.
First insert the springs (15), then the hose (22) into the piston bores. Screw the hexagon head screws (16)
in with flange.
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Service
5.2.4 CHECKING THE AIR GAP
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Insert the plates into the housing.
How to check the air gap:
Air gap sL = dimension A - dimension B (measured without pressure)

Nominal dimension sL 1.7 ± 0.9 mm
Wear dimension 2.0 mm
Insert the O-ring (6) torsion-free and without twists.

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Service Page 15
5.2.5 LEAKAGE TEST SPECIFICATION FOR THE HYDRAULIC BRAKING SYSTEM AND THE
COOLING OIL COMPARTMENT
CHECKING THE HYDRAULIC BRAKING SYSTEM FOR TIGHTNESS
Before performing the leakage test, bleed the hydraulic braking system.
With a compressive stress of 120 bar, a pressure drop by 2 % to 117.5 bar after 15 minutes is permissible.
Testing agent: Engine oil SAE 10 W corresponds to MIL - L 2104.
CHECKING THE COOLING OIL COMPARTMENT FOR TIGHTNESS
Leagage-testing of the cooling oil compartment is performed after the wheel hub with scraper ring sealing
has been installed, and the wheel bearing has been adjusted.
Connect the pressure gauge with a stop cock.
Pressurise the wheel side with compressed air having a pressure of 1.5 bar.
Spin the wheel side several times.
A pressure drop of max. 0.1 bar after 10 minutes is permissible.
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Section 5
Service
5.2.6 FINAL ASSEMBLY
Place the brake anchor plate (1) on to the housing (2), and align them. Insert and tighten the screws. Screw
in the bleeder (12) with sleeve (11) and (10), as well as the screw plugs (8) with gaskets.
Check the hydraulic braking system for tightness. (Please refer to Leakage Test Specification.)
Insert the O-ring (19) (brake anchor plate/axle funnel, respectively steering stub axle) torsion-free and
without twists.
Measure the distance from the brake anchor plate to the piston plane surface through the wear measurement
bore while the piston is pressurised, and stamp this dimension into the brake anchor plate using stamp
numbers.
Place the entire braking system on to the axle and screw it in. (Coat the parting plane with Loctite 270.)
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5.2.7 PARKING BRAKE

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1 Brake caliper
2 Bolt
3 Backing plate
4 Backing plate
5 Disc spring package
6 Piston
7 Grub screw
8 Push rod
9 Ring
10 Hydraulic compart-
ment
11 Locknut
Section 5
Service
5.2.8 MECHANICAL FLOATING CALIPER DISC BRAKE
(with manual readjustment)
Type 230 VI-Ö
INTRODUCTION
The hydraulically detachable spring-loaded brake is primarily intended for use as an emergency and parking
brake. The operating force is provided without a mechanical transmission. Instead, this is provided by a disc
spring. Releasing the brakes requires a hydraulic pressure of approximately 100 bar. A hydraulic
accumulator with a storage pressure of 160 bar provides an easily assembled emergency and parking brake
which serves an important safety function. Whenever the hydraulic pressure supply system fails, the vehicle
is automatically stopped and braked.
The brake is installed at the differential input shaft of the driving shaft. The diameter of the brake disc is
380 mm. Correction of the lining wear is performed manually by turning a grub screw.
FUNCTIONAL DESCRIPTION OF THE BRAKING PROCEDURE
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The brake caliper (1) and the two identical backing plates (3) and (4) move freely on two bolts (2) in a mounting
frame. The longitudinal force from the friction lining which is released whenever the brake is engaged, is
supported by one of the bolts (2), depending on the direction of rotation of the brake disc.
The clamping force is provided by the disc spring (5). This slides the backing plate (3) over the piston (6),
the grub screw (7), and the push rod (8) (which is located freely in the piston), and on to the bolt (2) in direction
of the brake disc. As soon as this lining contacts the brake disc, the bearing pressure which is working on
the ring (9) causes the brake caliper (1), the lining carrier (4) and the bolts (2) in the mounting frame to be
displaced until the second lining comes into contact with the brake disc.
The brake is released by pressurising the compartment (10) between the caliper and the piston with oil
pressure. This causes the piston (6) to be displaced against the disc spring force until it contacts the ring
(9).
The caliper is equipped with an eyelet for acceptance of an automatic forced return function which resets
the caliper via spring power as soon as the brake is released.
Whenever the clearance dimension increases due to wear of the brake linings and/or the brake disc, this
reduces the clamping force. Readjustment is performed by turning in the grub screw (7) in the piston (6).
This displaces the push rod (8) out of the piston and compensates any wear.
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Service Page 19
5.2.9 PARKING BRAKE ASSEMBLY

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1 Slotted nut 12 Locknut

2 Split pin 13 Grub screw
3 Brake caliper 14 Circlip
4 Protection cap 15 Ring
5 Brake lining 16 Disc spring package
6 Ring 17 Piston
7 Flat magnet 18 Radial shaft seal
8 Push rod 19 Radial shaft seal
9 O - ring 20 Bleed valve
10 Bolt
11 Protection cap A Mounting bracket
Section 5
Service
5.2.10 REPLACEMENT OF THE BRAKE LINING
GENERAL INFORMATION
Above all, the perfect technical condition of the brake is of crucial importance to safe braking characteristics.
It is for this reason that the brake should be checked in the time intervals as specified by the manufacturer
of the vehicle, and wear parts should be replaced.
The rubber parts should be replaced after 2 years at the latest, or whenever they are damaged. The lining
should be replaced whenever it is worn down. The brake should always be checked whenever linings are
changed.
The brake lining should be replaced whenever the residual brake lining thickness is 2 mm, or whenever these
are burnt or glazed.
Only those lining qualities that are specified by the manufacturer of the vehicle or brakes should be used.
The guide surfaces or parts for the brake linings must be cleaned.
The protection cap for the push rod must be checked for perfect condition.
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When the brake linings are being renewed, the brake disc must also be checked for wear. It must be replaced
whenever the minimum thickness is reached - original thickness minus 4 mm (wear on each side max. 2
mm).
The flat grabbing magnets must be cleaned prior to installation of the new brake linings.
SEQUENCE OF OPERATIONS WHEN CHANGING BRAKE LININGS
- Remove the protection cap (11).

- Loosen the locknut (12) using a spanner with a jaw span of 30.
- Loosen the disc springs by turning the grub screw (13) anti-clockwise using hexagon socket-screw spanner
with jaw span 10.
Alternative: Pressurise the brake with hydraulic pressure, and turn the grub screw (13) anti-clockwise.
- Remove the split pin (2), and unscrew the slotted nut (1) using a spanner with a jaw span of 24.
- Pull out the bolt (10) from the brake caliper (3) so that the backing plates (5) can be removed. Look out
for a possible pivoting of the brake caliper around the other bolt (10)!
- Insert the new backing plates (5), slide the bolt (10) into the brake caliper, screw the slotted nut (1) in, and
secure it with the split pin (2).
- For brake adjustment refer to "Adjustment or Readjustment".
- Mount the protection cap (11) on to the brake caliper.
- If the valve cap was removed from the bleed valve (20), it must be replaced again.
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Service Page 21
ADJUSTMENT OR READJUSTMENT
Whenever the brake is either being newly installed or replaced due to wear of the brake linings and/or brake
disc, the air gap is adjusted by performing the following steps:
- In the event of new installation, the brake must be bled at the bleed valve (20) using a spanner with a jaw
span of 11. Tightening torque 12 + 4 Nm.
- Tighten the disc springs by turning the grub screw (13) clockwise using a spanner with a jaw span of 10
until the stop of the piston (17) can be perceived.
Alternative: Pressurise the brake with hydraulic pressure and turn the grub screw (13) clockwise to its stop.
- Turn the grub screw (13) anti-clockwise to maintain the desired air gap. The required angle of rotation is
determined from the thread pitch and the desired air gap.
Air gap 1.5 - 2 mm
- Tighten the locknut (12) under application of a tightening torque of 150 ± 10 Nm.
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EMERGENCY RELEASE
If the brake has to be released in the event of a failure in the hydraulic pressure supply system, the following
sequence of operations are to be applied:
- Remove the protection cap (11).
- Turn the grub screw (13) anti-clockwise using a hexagon socket-screw spanner with a jaw span of 10 until
the brake is released.
Section 5
Service
5.2.11 INSTRUCTIONS FOR ASSEMBLY OF THE DISC BRAKE
These instructions consist of the sequence of operations listed in partial steps, as well as notes concerning
the complete assembly of the disc brake. Pertaining to the instruction "Grease", Fuchs Renocal FN 745
should be used for normal applications (-50 °C to +120 °C).
The disc brake is dismantled in the reverse order.
Place the radial shaft seal (19) into the annular groove of the brake caliper (3).
NOTE: Insert the radial shaft seal so that it seals the interior of the brake to the outside; i.e., the sealing
lip must point to the interior.
Grease the annular groove prior to inserting it.
- Place the radial shaft seal (18) into the annular groove of the brake caliper (3).
NOTE: Insert the radial shaft seal so that it seals the interior of the brake to the outside; i.e., the sealing
lip must point to the hydraulic compartment.
Grease the annular groove prior to inserting it.
- Slide the O-ring (9) into the annular groove of the push rod (8).
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- Insert the push rod (8) into the piston (17) so that the annular groove points out of the piston.
- Press the piston (17) with the pre-assembled push rod (8) into the brake caliper (3).
NOTE: Grease the piston prior to inserting it, so that it can be pressed through the radial shaft seal
more easily.
- Insert the complete disc spring package (16) into the piston (17).
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Service Page 23
NOTE: Regarding a 6-layer disc spring package, the installation position of the disc spring package
(16) must be as shown in the illustration. The disc spring package may only be installed or
replaced as a whole new or spare part.
Greasing the disc spring package.
- Grease the ring (15), and insert it into the brake caliper (3) so that it encompasses the disc spring package.
- Place the circlip (14) into the annular groove of the brake caliper (3).
- Press the protection cap (4) into the seating of the brake caliper (3) using a fitting tool.
- Slide the sealing bead of the protection cap (4) into the annular groove of the push rod (8).
NOTE: The rubber part must not be damaged, and the seating in the brake caliper must be greased
prior to pressing it in.
- Use a hexagon socket-screw spanner with a jaw span of 10 to screw the grub screw (13) (adjusting screw)
into the piston (17).
- Use a key with a jaw span of 30 to screw the hexagon nut (12) on to the grub screw (13) up to the piston.
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NOTE: The tightening torque for the locknut is 150 ± 10 Nm. This is only performed after the brake has
been installed and the air gap has been adjusted. In this respect please refer to "Adjustment
or Readjustment".
Section 5
Service
With this type of brake, flat grabbing magnets hold the backing plates with the brake linings against the
brake caliper and the push rod, according to the installation position of the brake in the mounting frame.
The following sequence of procedures applies to installation during replacement of the magnets:
- Press the flat magnet (7) with the tolerance ring (6) into the opening of the push rod (8).
- Press the flat magnet (7) with the tolerance ring (6) into the opening of the brake caliper.
NOTE: The flat magnets must be installed using a suitable tool. The magnets must not be damaged
in this process. In their installation position, the magnets must be flush with the push rod or
the caliper.
- Insert the brake caliper (3) into the mounting frame (A).
- Push one bolt (10) (guide pin) into the brake caliper from the engagement side.
- Insert the backing plate with the brake linings, and
- slide the second bolt (10) into the brake caliper from the engagement side.
- Hold the bolt (10) using a spanner with a jaw span of 24, and screw the slotted nuts (1) on to the bolt (10)
using a spanner with a jaw span of 24, and application of a tightening torque of 20 ± 10 Nm.
- Secure both slotted nuts (1) against loosening by using a split pin (2).
- Screw the bleed valve (20) into the opening of the brake caliper (3) using a spanner with a jaw span of
11.
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NOTE: The tightening torque for the bleed valve is 12 + 4 Nm, and is performed after the brake has
been connected to the hydraulic pressure supply, and after bleeding the brake.
- After bleeding the brake, place the valve cap on to the bleed valve (20).
After adjustment of the brakes (please refer to "Adjustment or Readjustment"), the brake caliper is closed
on the engagement side using a protective device.
- Slide the rubber protection cap (11) with the sealing bead into the annular groove of the brake caliper (3).
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Service Page 25
5.2.12 BRAKE DISC
CHECKING THE BRAKE DISC
- When replacing the brake shoes, check for

- cracks
- unevenness
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A Reticular cracks permissible

B Radial cracks not permissible
C Unevenness of the braking areas below 1.0 mm permissible
D Continuous cracks not permissible
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Section 5
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5.2.13 ACCUMULATOR CHARGING VALVE

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1 Lock nut
2 Cap nut
3 Setcrew
4 Lock nut
5 Stop ring
6 Setcrew
Section 5
Service
5.2.13.1 ADJUSTMENT INSTRUCTIONS
NOTE: With the accumulator charging valve with two coaxial setscrews it is possible to adjust the
recharging point and final charging pressure in a variable range of 10-35 % referred to the
recharging pressure.
Setcrew (3) controls the accumulator recharging pressure (minimum pressure).
Setcrew (4) controls the accumulator final charging pressure (maximum pressure).
To reduce the pressures, turn setcrews (3) and (4) clockwise.
RECHARGING PRESSURE ADJUSTMENT
- Remove the cap nut (1).

- Turn in setcrew (3) = pressure reduction.
- Turn out setcrew (3) = pressure increase.
- Desired value: 130 bar.
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- Loosen the lock nut (5).

- Turn in setcrew (4) = pressure reduction.
- Turn out setcrew (4) = pressure increase.
- Tighten lock nut (5).
- Desired final charging pressure: 160 bar.
- Install and tighten the cap nut (1) after the adjustment.
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Service Page 29
BRAKE PRESSURE ADJUSTMENT
- Raise the rubber boot.

- Turn the setcrew (2) clockwise.
(pressure reduction)
- Turn the setcrew (2) anti-clockwise.
(pressure increase)
- Retighten the lock nut (1).
- Desired value: 80 bar.
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PEDAL ANGLE ADJUSTMENT
- Loosen the hex head screw (5).

- Adjust the pedal angle with the socket head
screw (4).
- Retighten the lock nut (3) and screw (5).
- Recommended pedal angle: 40°.
Section 5
Service
5.2.13.2 FAULT REMEDY
MALFUNCTION CAUSE REMEDY
Accumulators do not charge. A foreign object is blocking the Check sliding of all parts, particu-
movement of the priority valve. larly of the valve at the inlet.
Check hydraulic connection.
After overhauling the charging

valve, check if the wire clip on the
piston is correctly positioned in
front of the supply port.
Brakes remain in braking Drain of system S6 not correct. Check if the pedal locking device
position. allows a slight gap between the
Pedal not returning to home posi- reduction gear and control pis-
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C02 / Chapter 1
tion. ton.
System not releasing, and pres- On a horizontal system, remove

sure acting on brakes. any restriction in the chamber
under the pedal through the front
plug.
Indicator lamp on instrument panel Check adjustment of pressure Set the pressure monitor at the
does not come on or lights con- monitor. charging valve to a pressure be-
tinuously. low the minimum accumulator
pressure and which still ensures
3 or 4 brake applications after the
lamp illuminates.
Abrupt braking.
Incorrect pressure setting. Reduce the pressure with the
setscrew beneath the pedal and
check it with the pressure gauge.
Minimal braking action.

Incorrect pressure setting. Increase the pressure with the
setscrew beneath the pedal and
check it with the pressure gauge.
ATTENTION: Do not exceed the
admissible brake pressure val-
ues.
Section 5
Ser vice Training
Service Page 31
MALFUNCTION CAUSE REMEDY
Delayed application and release Insufficient oil flow rate when ap- Check if the diameter of the brake
of the brake. plying and releasing the brake. hoses is not too low in comparison
to the length and oil flow. Hydraulic
oil is too thin.
Braking pressure not constant. Minimum pressure of accumula- Check if the accumulator pressure
tor is lower than maximum brake setting is correct; if required,
pressure. regulate it with the setscrew at the
cylindrical end of the accumulator
charging valve.
Accumulators recharging con- Accumulator nitrogen pressure Check the nitrogen pressure of
stantly. Draining of oil from the is too low or too high. the accumulators after first
accumulator with the aid of a com- draining the oil out of them with a
mercial filling device. suitable device. Recharge accor-
317 804 2401.0900
C02 / Chapter 1
ding to the information in the manu-

facturer's manual.
The nitrogen pressure must be
checked.
Pump does not build up the re- Pump worn. Inspect the pump.
quired pressure.
Valve contaminated. Clean the valve and inspect the

surfaces.
Section 5
Service
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C02 / Chapter 1
Section 6
Ser vice Training
Service Page 1
6 ELECTRICAL SYSTEM
6.1 ELECTRIC CIRCUIT WIRING DIAGRAM
B1 Horn 168 gear selection EGS .............. 10 A 101

B2 EGS sensor (transmission) 115 F12 Fuse
B4 Reverse audio warning central control lever .............. 10 A 134
(buzzer) 178 F13 Fuse
front wiper motor .................. 10 A 159
E1 Light, cab interior 181 F14 Fuse
E2 Beacon, rotating* 228 front wiper switch ................. 10 A 161
E3 Mast floodlights 237,238 F15 Fuse brake pressure ............ 5 A 73
E4 Floodlight 242,243 F16 Fuse
E5 Side light, front left* 248 parking brake switch ............ 10 A 151
E6 Side light, rear left* 249 F17 Fuse
E7 Side light, front left* 251 tilt stop swich ........................ 10A 229
E8 Side light, rear right* 252 F18 Fuse
E9 Left light, main beam/dip beam* 257 rear wiper switch .................. 10 A 269
E10 Right light, main beam/dip beam* 260 F19 Fuse
E11 Reversing light, left* 174 rear wiper motor ................... 10 A 267
E12 Reversing light, right* 176 F20 Fuse top wiper motor
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C02 / Chapter 1
E13 Stop light, left* 185 & top washing system .......... 10 A 227
E14 Stop light, right* 187 F21 Fuse
E15 Indicator light, front left* 203 cab heater ............................ 20 A 233
E16 Indicator light, rear left* 205 F22 Fuse beacon ........................ 10 A 228
E17 Indicator light, front right* 212 F23 Fuse
E18 Indicator light, rear right* 214 mast flood lights ................... 10 A 237
E21 Air conditioning 194-195 F24 Fuse
cab flood lights ..................... 10 A 242
F1 Fuse F25 Fuse
ignition switch ....................... 30 A 14 stop light switch .................... 10 A 185
F2 Fuse F26 Fuse
hazard warning system ........ 15 A 219 hazard indicator switch ........ 15 A 215
F3 Fuse F27 Air condition .......................... 20 A 223
reverse light relay ................. 10 A 174 F28 Elme box/ truck .................... 20 A 234
F4 Fuse
interior light/radio .................. 5 A 181 G1 Alternator 7
F5 Fuse G2 Battery 0
head/side lights .................... 15 A 248
F6 Fuse H1 Charge control light
main beam switch ................ 15 A 258 Thermal element 128
F7 Fuse H2 Engine temperature light 46
relay power supply ............... 10 A 203 H3 Oil pressure light 48
F8 Fuse H4 Low fuel warning light 50
air conditioning ..................... 10 A 191 H5 Emergency warning light 79
F9 Fuse H6 Air cleaner light 52
start inhibit ............................ 5 A 36 H7 Handbrake warning light 61
F10 Fuse H8 Transmission oil warning light 55
engine shut down ................. 10 A 21
F11 Fuse
Section 6
Service
H9 Hydraulic oil temperature S1 Ignition switch 14-16
warning light 58 S2 Engine temperature shut
H10 Brake pressure buzzer 71 down switch (autom.
H11 Main beam light 255 shut-down at 120 °C) 40
H12 Indicator repeater light 208 S3 Engine oil pressure switch 43
H14 Battery charging indicator 30 S4 Low air pressure switch 64
H15 Reverse audio warning S5 Low fuel switch 49
(buzzer) 203 S6 Air filter vacuum switch 52
S7 Handbrake warning switch 61
K1 Ignition relay 32.209 S8 Transmission oil temperature
K2 Relay, neutral EG 14.36 switch 121 °C 55
K3 Relay, start inhibit 10.36 S9 Hydraulic oil temperature
K4 Relay, reversing light 172-174 switch 58
K5 Engine shut down relay 21.41 S10 Cold start switch 50 °C 25
K6 Handbrake relay 153-156 S11 Gearchange switch (EGS) 100-122
K7 Flasher unit relay 216-219 S12 Transmission shutdown 120
K8 Lowering stop 229-131 S13 A Wash/wipe switch, front 160-166
K9 Relay, air conditioning* 189 S13 B Horn button 167-169
K10 Relay, air conditioning* 192 S13 C Main beam switch 255-261
K15 Relay, starter 5.14 S13 D Indicator switch
K16 Timer relay (combined switch) 207-210
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C02 / Chapter 1
S14 Wash/wipe switch, rear 268-274
M1 Starter motor 4 S15 Wash/wipe switch, top 278-284
M2 Fan motor 264 S16 Cab interior light switch 181
M3 Front washer motor 164 S17 Cab heater switch 262-265
M4 Front wiper motor 160 S18 Not used
M5 Rear wiper motor 268 S19 Working lights Spreader 237-239
M6 Rear washer motor 271 S20 Working light switch 242-244
M7 Top wiper motor 278 S21 Headlight switch 247-250
M8 Top washer motor 281 S22 Stop switch 185
S23 Hazard flasher switch 200-220
P1 Hour meter 198 S24 Spreader
P2 Fuel gauge 81-83 Sideshift left 128-129
P3 Voltmeter 86-88 S25 Spreader
P4 Engine oil pressure gauge 91-93 Sideshift right 130-131
P5 Engine coolant temperature S26 Spreader
gauge 96-98 retraction 20 ft 132-133
S27 Spreader
R1 Flame glow plug 16-18 extension 40 ft 134-135
R2 Fuel sender 81 S28 Throttle microswitch 113
R3 Engine oil pressure sender 91 S29 Brake oil pressure switch 70
R4 Engine water temperature S30 Handbrake switch 151-155
sender (coolant) 96 S31 Speed switch
R5 Resistor, heater motor 264 (pressure switch) 148
R6 Resistor, charge control light 41-42 S32 tilt stop swich 140-142
R7 Cold start aid - electr.
heated expansion element 25 V1-V10 Diodes 40-79
R8 Preheating system resistor
24 V to 12 V 16 Y1 Fuel shutoff solenoid 21
R9 Preheating system resistor Y2 Forward solenoid 103
24 V to 12 V 18
Section 6
Ser vice Training
Service Page 3
Y3 Reverse solenoid 105

Y4 1st/2nd gear solenoid 107
Y5 3rd gear solenoid 109
Y6 Handbrake solenoid 156
Y7 Spreader solenoid
Sideshift left 128-129
Sideshift right 130-131
retraction 20 ft 132-133
extension 40 ft 137-135
Y15 speed up solenoid 148
Y16 Pressure supply solenoid
Spreader 230
Y17 tilt stop solenoid forward 140
Y18 tilt stop solenoid reverse 142
Y19 Lowering stop solenoid 229
Y20 Lifting stop solenoid 236
* Optional
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Section 6
Service
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C02 / Chapter 1
Section 6
Ser vice Training
Service Page 5
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C02 / Chapter 1
Section 6
Service
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C02 / Chapter 1
Section 6
Ser vice Training
Service Page 7
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C02 / Chapter 1
Section 6
Service
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C02 / Chapter 1
Section 6
Ser vice Training
Service Page 9
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C02 / Chapter 1
Section 6
Service
6.2 RELAY BOX
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C02 / Chapter 1
Chapter 6
Ser vice Training
Service Page 11
6.3 ELECTRONICALLY CONTROLLED ENGINE FROM 11/02

358 804 2401.0599
V2 / Register 3
Chapter 6
Service
6.3.1 CIRCUIT DIAGRAM, ENGINE
KEY
A ECM on engine, connection pin numbers

B Diagnostic Connector
C Engine interface connector F Engine speed and timing sensor
D Voltage load protection module G Intake manifold temperature sensor
E Fuel pump control unit H Engine coolant temperature sensor
J Intake manifold pressure sensor
K Engine oil pressure sensor
CONNECTIONS
Cable number To
ECM On Use
/colour Pin/s
Orange / L730 Engine oil & manifold pressure sensor (J & Sensor voltage ref +5volt
26 A
358 804 2401.0599

K)
V2 / Register 3
24 Grey / 994 C Engine oil pressure sensor (K) Oil pressure signal
14 Blue / X731 C Intake manifold pressure sensor (J) manifold pressure signal
15 Blue / 995 1 Engine coolant temperature sensor (H) Sensor +ve
32 Blue/ C967 1 Engine manifold temperature sensor (G) Sensor +ve
34 Brown / L731 B&2 All above sensors, (G,H,J,K) Sensor - ve
41 Yellow / E996 2 Crankshaft speed and position (F) Crankshaft +ve
49 Blue / E965 1 Crankshaft speed and position (F) Crankshaft - ve
59 White / 999 8 Fuel pump control (E) Engine position
1 Brown / F770 5 Fuel pump control (E) Fuel shut off VP30
48 Pink / Y 792 2 Fuel pump control (E) CAN+
58 Yellow / Y793 1 Fuel pump control (E) CAN-
Green / 893 Diagnostic connector (B) / engine interface Perkins Datalink (PDL) +
4 4&D
connector (C)
5 Brown / 892 5&E As above Perkins Datalink (PDL) -
52 Yellow 52 & G As above CAN+ J1939
61 Green 61 & F As above CAN- J1939
42 Pink / 325 42 Engine interface connector (C) Fuel pump power control
Chapter 6
Ser vice Training
Service Page 13
Cable number To
ECM On Use
/colour Pin/s
Red / 150 Diagnostic connector (B) / engine Battery +ve
56 56 & A
interface connector (C)
57 Red / 150 57 Engine interface connector (C) Battery +ve
55 Black / 229 55 Diagnostic connector (B) Battery - ve
68 Black / 229 68 Engine interface connector (C) Battery - ve
69 Black / 229 69 Engine interface connector (C) Battery - ve
70 Yellow / 308 70 Engine interface connector (C) Ignition switch input
60 Purple / F706 60 Engine interface connector (C) Starter motor control
50 Pink / F705 50 Engine interface connector (C) Starter motor control return
45 Orange / 997 45 Engine interface connector (C) Sensor voltage ref +5v M
17 Orange / A700 17 Engine interface connector (C) Sensor voltage ref +8v
358 804 2401.0599
V2 / Register 3
44 Brown / 993 44 Engine interface connector (C) sensor common 0v M
16 Green / F702 16 Engine interface connector (C) Throttle 1 PWM input
18 Pink / A746 18 Engine interface connector (C) Throttle 2 input
25 Grey / F703 25 Engine interface connector (C) Throttle 1 analogue input

35 Orange / F713 35 Engine interface connector (C) Passive analog input 3
22 Grey / A710 22 Engine interface connector (C) Switch input 1
36 Purple / 715 36 Engine interface connector (C) Switch input 2
28 White / F716 28 Engine interface connector (C) Switch input 3
20 Yellow / F717 20 Engine interface connector (C) Switch input 4
11 Blue / F718 11 Engine interface connector (C) Switch input 5
19 Brown / F719 19 Engine interface connector (C) Switch input 6
29 Blue / F727 29 Engine interface connector (C) Switch input 7
10 Green / F720 10 Engine interface connector (C) Switch input 8
30 Grey / F721 30 Engine interface connector (C) Switch input 9
21 Orange / F722 21 Engine interface connector (C) Switch input 10
9 Purple / A711 9 Engine interface connector (C) Switch input 11
38 Brown / A712 38 Engine interface connector (C) Switch input 12

Chapter 6
Service
Cable number To
ECM On Use
/colour Pin/s
37 Green / F729 37 Engine interface connector (C) Switch return, inc idle validation
2 Orange / A709 2 Engine interface connector SWB Input 1
3 Pink / F714 3 Engine interface connector SWB Input 2
31 Brown / F710 31 Engine interface connector Digital output 1
12 Blue / F709 12 Engine interface connector Digital output 2
23 Yellow / F708 23 Engine interface connector Digital output 3
13 White / F707 13 Engine interface connector Digital output 4
43 Green / 375 43 Engine interface connector Digital output 5
66 Grey / A 701 66 Engine interface connector Digital output 7
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V2 / Register 3
65 Purple / A 702 65 Engine interface connector Digital output 8
64 Brown / A703 64 Engine interface connector Digital output 9
63 Green / A704 63 Engine interface connector Digital output 10
67 Blue / A705 67 Engine interface connector Digital output 11
54 Grey / A706 54 Engine interface connector Digital output 12
62 Purple / A707 62 Engine interface connector Digital output 13
53 Brown / A707 53 Engine interface connector Digital output 14
46 Pink / E798 46 Engine interface connector Coolant temperature gauge

47 Brown / F701 47 Engine interface connector Oil pressure gauge
39 Blue / F700 39 Engine interface connector Tachometer
VLPM Cable number To

(D)
On Use
/colour Pin/s
1 White / 323 48 Engine interface connector Batt +ve engine
4 Black / 200 58 Engine interface connector Batt - ve engine
3 Black / A276 6 Fuel pump control unit (E) Batt +ve pump
2 Yellow / 329 7 Fuel pump control unit (E) Batt - ve pump

Chapter 6
Ser vice Training
Service Page 15
ECM diagram A
A
K C
B
26
A
J C 24
B
14
1 15
H 2
32
1
G 2 34
2 41
F 1 49
8 59
5 1
4
E 2 48
1 58
3
6 6
7 7
8
27
D 33
40
51
1 4 3 2 4
5
C 52
61
48
58
4
5
52
61
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V2 / Register 3
ABCDEFGHJ
42 42
56 56
57 57
55
68 68
69 69
70 70
60 60
50 50
45 45
17 17
44 44
16 16
18 18
25 25
35 35
22 22
36 36
28 28
20 20
11 11
19 19
29 29
10 10
30 30
21 21
9 9
38 38
37 37
2 2
3 3
31 31
12 12
23 23
13 13
43 43
66 66
65 65
64 64
63 63
67 67
54 54
62 62
53 53
46 46
47 47
39 39
Chapter 6
Service
6.3.2 ELECTRICAL DIAGRAM FROM 11/02
KEY TO DIAGRAM
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V2 / Register 3
V2 / Register 3
358 804 2401.0599
:30 6/504 :30 :30

Ser
4/10/123 :15 :15
:02 1/2/258/474 :02 :02
12 VOLT
5
F1
Service
6/504
124
F28 K1
X10:2 F? F? F? F9
3 Amp
7
17/28/106/107/461
1
30
Pg3:131
58
S1
106
19 (S11:3)
1/2/258
17
K15 50a
K4 K44
0,I
15/54
X18:3
III
18
0
vice Training
X10:6 X1:1 II I
536
536
X10:12
S52
13
28
29
125
124
465
56
57
48
42
70
43
B3 K3 87
X10:8
16 87A
Radio
30
1/478
X10:7
79/65
122/124
18
45
37
58
44
36
10
10
68
69
K2
64
X18:5
16
K1
X1:2
K2
24V
20
G2
M1 G1 K15 p
509
40
130
69
70
B11
:31
Page
1 2 3 4 5 6 7 8 9 11 12 13 14 15 16 17 18 19 21 22 23 24 25 26 27 28 29 31 32 33 34 35 36 37 38 39 41 42 43 44 45 46 47 48 49 50
Chapter
10 20 30 40
17
6
Page
:30
Chapter
:30 6/504
:15 4/10/123 :15
:02a 1/2/258/474 :02

18
6
103
158
474
161
154
X11:4
221
159
156
155
Pg5:218
157
F21
H12 (F20) H7
H3 H4 H6 H8 H10 H11 H1
217 H9 100/102
32
96
49
X18:8
X12:8
83/119
V11 97 96 V4
118/120
83 V12
35
22/99
120 V8
116/117
101/114
101 V10
99 V3
98 V5
117 V6
X12:4 X12:15 X13:2

X13:1 X13:5
X13:4
22
118
119
114
32
143
95
Ser
S5 S6 S8 S9 S4 S7 S24
23 STOP LAMP
X11:3
213
12 WARNING LAMP
Q -p +t t +p +p +p
24
Service
42
126
150
147
212
51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100
vice Training
V2 / Register 3
358 804 2401.0599
V2 / Register 3
358 804 2401.0599
Ser
:30 6/504 :30
:15 4/10/123 :15
:02 1/2/258 :02
Service
:15 (F30) :15 (F30)
X10:1
F10
Pg1:39 Pg6:252
187
188
(K3:87a) (K5:86)
164
162
X10:9
25
29
62
vice Training
:1 :3 :13
185
163
160
186
B6
P2 P3 P4 P5
I V P t
2
:2 :6 :7 :4 :5 :9 :14 :10 :11 :15
196
199
197
167
166
168
34
133
131
33
X12:14 X12:13 X12:12 X12:11 X12:10
11
X12:6 X12:7
167
176
479
137
434
433
432
431
X13:3 X12:1 X12:3

(K6:87a)
Pg4:194
47
46
S11
169
0000
P1
h Y2 Y3 Y4 Y5 B2
138
R2
Q +p
530
115
195
126
S12
Page
Chapter
101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150
19
6
Chapter 6
Service
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V2 / Register 3
Chapter 6
Ser vice Training
Service Page 21
6.4. ELECTRONIC ENGINE COMPONENTRY
The engine ECM employs sensors to obtain data that permit the ECM to adjust fueling to the optimum
levels for best performance combined with clean exhaust to Euro phase 2 standard. On switching on the
ignition the intake manifold air pressure sensor samples the atmospheric air pressure and informs the
ECM so adjustment can be made to the fuel level for start up. Temperature sensors inform wether cold
start equipment (glowplug)will be required. The system is monitored continuosly and will either reduce
engine output or rpm if a fault occurs, if engine oil pressure is lost or the engine overheats a shutdown will
take place.
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V2 / Register 3
1 Intake air temperature sensor 6 Engine ECM unit

2 Manifold air pressure sensor 7 Engine oil pressure sensor
3 Engine interface connector 8 VP 30 fuel pump control
4 Deutsch 9 pin diagnostic plug 9 Engine water temperature sensor
5 Crankshaft speed position sensor 10 Voltage load protection module
Chapter 6
Service
6.4.4.1 ENGINE HARNESS
The engine harness is of one piece construction with clips to secure it in position, the harness must not
be added to in any way unless authorised by Linde HTD. All connections are made by crimping.
Connections shown as follows:
1 Intake air temperature sensor 6 Engine ECM unit

2 Manifold air pressure sensor 7 Engine oil pressure sensor
3 Engine interface connector 8 VP 30 fuel pump control
4 Deutsch 9 pin diagnostic plug 9 Engine water temperature sensor
5 Crankshaft speed position sensor 10 Voltage load protection
358 804 2401.0599

V2 / Register 3
CAUTION
Unauthorised additions to the harness, welding, or soldering of terminals may damage the ECM
unit and prevent correct operation of the engine.
6.4.4.2 HARNESS PLUG CONNECTIONS
THE ECM CONNECTION SOCKET 1 2 3 4 5 6 7 8 9 10 11 12 13

14 15 16 17 18 19 20 21 22 23
24 25 26 27 28 29 30 31
32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47
48 49 50 51 52 53 54 55 56 57
58 59 60 61 62 63 64 65 66 67 68 69 70
35406_21
Chapter 6
Ser vice Training
Service Page 23
THE ENGINE INTERFACE HARNESS PLUG
57 58 59 60 61 62 63 64 65 66 67 68 69 70
43 44 45 46 47 48 49 50 51 52 53 54 55 56
29 30 31 32 33 34 35 36 37 38 39 40 41 42
15 16 17 18 19 20 21 22 23 24 25 26 27 28
1 2 3 4 5 6 7 8 9 10 11 12 13 14
35406_22
TWO PIN SENSOR SOCKETS, View on pins

2 1
35406_23
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V2 / Register 3
THREE PIN SENSOR SOCKETS, view on pins
B A
C 35406_24
6.4.5 DEVICES
THE ECM MODULE

Chapter 6
Service
SENSORS
Temperature sensors
The temperature sensors are analogue devices that recieve

a positive feed of 5 volts from the ECM unit, being
semiconductors the resistance through the device will
change between the limits of minus 40 to plus 150°C
dependant on the temperature where increasing temperature
will reduce the resistance. (1000 Ω = 20°C). The normal
voltage working range is between 0.2 and 4.8 volts, outside
of this range a fault will be recorded. This is a passive type
sensor, it recieves only a positive feed and the value of the
negative return determines the temperaure, no seperate
positive feed is required.
Pressure sensors
Oil pressure sensors are active sensors inasmuch as they

have a positive feed of 5 volts and a negative return. The
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V2 / Register 3
pressure signal is provided by a built in microprocessor that
will provide the analogue to digital converter within the ECM
with data to convert to a pressure reading within the ECM
internal microprocessor. The signal output voltage will
increase with the pressure sensed. The operating range is
between 0.2 and 4.8 volts.
Speed sensors
Speed sensors are passive sensor that pick up the magnetic

inluence of each passing tooth and provide a sine wave
voltage output that the ECM will use once the signal exceeds
0.4 volts peak to peak (approx 400 rpm). There are two
speed sensors, one on the cranckshaft illustrated and a
second in the injection pump of a more complex design. If
the crank sensor fails the engine rpm will be restricted to
1200rpm (limp home speed) if the injection pump sensor
fails the engine will shut down.
Chapter 6
Ser vice Training
Service Page 25
FUEL INJECTION PUMP SENSOR
Ther sensor in the injection pump at (1) in the illustration. An

engine speed and position sensor as stated that counts the
toothed wheel on the internal rotor.
ANALOGUE THROTTLE
The throttle is a digital / analogue device working from the

5 volt supply at between 0.5 and 4.5 volt limits. A digital
switch provides idle validation, as the pedal is pressed the
switch informs the ECM and EGS that the driver is giving a
"go" signal. The amount of go is varied by the analogue
signal from a variable potentiometer with the throttle.
358 804 2401.0599
V2 / Register 3
An example of the operation is shown where (1) is the

analogue output from the throttle is at 0.5 volts setting the
engine at low idle (2). (3) is the voltage output at 4.5 volts
bringing the engine rpm to High idle (4). Voltages outside of
these ranges will give a fault indication.
Chapter 6
Service
6.4.6 FAULT ANALYSIS
The number of faults that can occur within an electronic system are limited to falling withing three
categories. High resistance to open circuit, shorted to a positive or shorted to a negative. Actual ECM faults
are rare and most commonly caused by physical damage due to interference by untrained or unskilled
personnel. The diagnostic system on the engine will advise which type of fault exists and the area in which
it exists by a number of methods.
METHOD ONE, WARNING LIGHT OPERATION.
There are two warning lights on the electrical system, one red and one yellow. Their operation is as follows:
Bulb Check:
When the ignition is turned on the ECM will illuminate each bulb for 2 seconds and extinguish them
afterwards unless cold start is required.
YELLOW RED
ON for two seconds
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V2 / Register 3
Then off
Cold Start Indication:
Solid amber lamp at start, then will go out when engine is ready to crank.
ON OFF While start aid is operating
Then
Both off
Chapter 6
Ser vice Training
Service Page 27
Engine cranking
When the engine is cranked, the ECM will only illuminate the engine warning lamp if necessary – e.g. lack
of oil pressure after start up delay exceeded, the engine check lamp will not illuminate
YELLOW RED
OFF OFF No problems
OFF ON Oil pressure low
Lamp Status After Engine Cranking, if Engine Failed To Start

358 804 2401.0599
V2 / Register 3
OFF OFF No detected faults
ON OFF Electrical fault detected
OFF FLASH Stop engine fault detected

That will stop the engine
from starting
Chapter 6
Service
Engine running or has shutdown automatically.
YELLOW RED
OFF OFF No detected faults
ON ON Electrical fault warning
FLASH OFF Coolant or boost temperature high,

engine may be derated.
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V2 / Register 3
ON Flash Stop engine fault detected or deate
conditions exceeded.
OFF ON Oil pressure low and electrical fault

warning.
ON FLASH Stop engine fault detected or exceeding

derate conditions and electrical fault
warning.
FLASH OFF The oil pressure is low and the coolant

or boost temp is high. Engine may be
derating
Chapter 6
Ser vice Training
Service Page 29
METHOD TWO, DIAGNOSTIC CODE READER.
The diagnostic code reader is a low cost tool available from either Linde under part number 0019418056
or from Perkins. A simple to operate tool, it will provide a list of active CAN faults under the J1939 protocol
and guide it's user to the area and nature of the fault. The tool, illustrated below is supplied complete with
cables and instructions on it's use.
358 804 2401.0599
V2 / Register 3
The hand held reader will provide a fault parameter code number and a fault mode indicator number.
Reference to the codes and indicators in the chart on the following page will guide the user to the area and
type of fault.
EXAMPLE
The code reader indicates a J0558 fault with the fault mode indicator number 02 as follows.
J0558-02
Reference to the chart will show that J0558 (CODE) is a throttle fault and FMI (fault mode indicator) 02
refers to data erratic, intermittent or out of range. The fault will lie within the throttle idle validation switch
or potentiomer.
To use the reader plug the 9 pin plug ino the engine data plug, switch on and start the engine and follow
the on screen menu instructions.
Chapter 6
Service
List of parameter numbers and fault mode indicators under J1939 protocol.
Parameter numbers Fault mode indicators
CODE DESCRIPTION
CODE DESCRIPTION
0 Data outside normal range (high)
J0091 Throttle position sensor 1 Data outside normal range (low)
J0100 Engine oil pressure 2 Data erratic, intemittent or incorrect
J0102 Boost pressure sensor 3 Voltage above normal or shor ted high
Inlet manifold temperature sensor 4 Voltage below normal or shor ted low
J0105
5 Current below normal or open circuit
J0110 Engine coolant temperature sensor
6 Current above normal or grounded circuit
J0152 ECM software
7 Mechanical system not working or out of adjustment
J0168 Battery voltage
8 Frequency, pulse width or period is not correct
J0172 Inlet manifold temperature sensor
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9 The updated rate is not correct
V2 / Register 3
J0174 Fuel temperature sensor 10 Rate of change is not correct
J0190 Engine speed and timing sensor N°1 11 Fault code not identified
J0234 Personality module 12 Faulty device or component
J0558 Throttle position sensor 13 Out of calibration
5 volt DC sensor power supply 14 Special instruction, (manufacturer specific code)

J0620
31 Not available, (fault canot be described by above)
J0637 Speed/timing sensor
J0639 J1939 data link error
J0678 8 volt DC sensor power supply
J0723 Secondary engine speed sensor
J1077 Fuel injection pump
METHOD THREE, LAPTOP COMPUTER
A third and most accurate method requires a laptop computer to be linked to the engine via a gateway type
interface and two cables. This method is more accurate and precise than the other methods listed and will
also permit it's user to modify specific parameters within the engine protocol and to monitor live data from
the running engine. The computer program and hardware are available from Perkins engines.
Chapter 6
Ser vice Training
Service Page 31
6.2 ELECTRONIC GEARCHANGE SYSTEM
6.2.1 DESCRIPTION OF THE ELECTRONIC GEARCHANGE SYSTEM
The Electronic Gearchange System (EGS) is equipped with an automatic gearchange system. With this
automatic system, the transmission can shift automatically through gears after selection of the direction
of travel.
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When the engine is started, 2nd gear is selected automatically.

V2 / Register 3
When accelerating, upshifting into 3rd gear occurs at 7 km/h.

When slowing down under 7 km/h, the transmission shifts down into 2nd gear.
1st gear can only be selected manually; automatic downshifting into 1st gear occurs at 3.5 km/h when
slowing down and automatic upshifting into 2nd gear takes place when accelerating over 3.5 km/h. (1st
gear can be selected manually, but gearchanging is automatic thereafter.)(Full automatic charge 1-2-3 is
available as UPA.)
The basic circuit is based on the following modules:
1 Battery
2 Speed sensor
3 Transmission range selector
4 Accelerator pedal microswitch
5 Left brake pressure switch
6 Gearchange - EGS
7 Parking brake pressure switch
The Electronic Gearchange System (EGS) obtains the RPM feedback from a speed sensor mounted over
the gear on the transmission output shaft. The EGS operates the appropriate solenoids of the gear
changer, which selects the appropriate gear and direction clutches depending on the direction of travel
selected and the RPM of the output shaft.
The EGS allows changing the direction of travel while driving, but an automatic reversal only takes place
at a speed below 1 km/h.
Should any fault occur, the following procedure should be adopted and followed closely.
Chapter 6
Service
6.2.2 EGS FAULT DIAGNOSIS
Three self-test modes are built into the EGS control programs:
Input test
Speed sensor test and lamp test
Output test
The EGS, furthermore, has the ability to check for possible problems while driving (on-line diagnostics).
Operation of the 'N' and 'T' LEDs (LED 'F', 'N', 'R' are not used)
In normal situations 'T' is always OFF

When error is detected 'T' is ON or BLINKING
In self-test mode 'T' is always ON
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DETAILED OPERATION
Situation 'N' LED 'T' LED
Normal operation ON in neutral OFF

Input fault ON Blinking SLOWLY
Input test Blinking SLOWLY ON
Output test Blinking FAST ON
Speed sensor test OFF ON
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Service Page 33
SELF-TEST
Test conditions:
For all tests:
Select the direction required to enter the desired mode.

Rotate the speed selector knob as directed.
Switch the keyswitch on.
For the sensor check, first jack the truck up and secure it against rolling.
Leaving the self-test mode is done by switching the key to the OFF position.
In all tests N is blinking red. T is illuminated yellow.
NOTE: The truck can NOT be driven in all test modes as all EGS outputs stay off until quitting
the test mode.
Input test
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V2 / Register 3
Mode To select the mode
Input test Move control lever 'forward' and rotate knob

forward and hold it, switch on ignition
Shift Lever Position LED Colour LED Number
Neutral red 4
Turn forward red 5
Turn rearward red 3
Forward green 4
Forward & turn forward green 5
Forward & turn rearward green 3
Reverse yellow 4
Reverse & turn forward yellow 5
Reverse & turn rearward yellow 3
This test is for checking the operation of the gearchange lever.

Chapter 6
Service
speed sensor test
The test begins with a LAMP TEST. LED 'N' shortly lights red, 'T' lights continuously yellow.
Mode To Select the Mode
Lamp test Shift lever to 'reverse' and turn knob forward

and hold it, switch on ignition and start engine
Immediately after starting up, all LEDs 1 - 8 are switched on one by one (first red, then green) in order to
show their operation.
Mode To Select the Mode
Speed sensor test After completion of lamp test, release the knob
and move switch to forward position.
Slowly increase engine speed.
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V2 / Register 3
NOTE: The truck can move during this test!
Jack the truck up.
Speed INDICATION
Transmission Propshafts LED Colour

RPM No.
0 1 blinks green
0 - 249 1 on green
250 - 499 2 on green
500 - 749 3 on green
750 - 999 4 on green
1000 - 1249 5 on green
1250 - 1499 6 on green
1500 - 1749 7 on green
1750 - 1999 8 on green
over 2000 8 blinks green
Any incorrect readings during this test indicate a fault in the transmission speed sensor and/or its wiring.
The sensor output can be read either as AC or Hertz.

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Service Page 35
OUTPUT test (EGS OUTPUT TO TRANSMISSION)
Mode To Select Mode
Output test 'Forward' and turn knob rearward,

switch on ignition.
In this mode driving is not possible as all EGS outputs remain off until the test mode is left.
LEDs 1 - 8 light up sequentially during the output test. The LED numbers correspond to output wires on
the EGS switch as follows:
LED No. Output Wire No. LED Colour Output Function
1 6 green Forward solenoid

2 7 green Reverse solenoid
3 4 green 1st Gear Solenoid
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4 5 green 2nd Gear Solenoid

5 9 yellow Not used Function
6 13 green Relay K4
7 8 yellow Not used Function
8 3 green Neutral start/start inhibitor
The colour of the LED indicates its status:
Colour Status
Green Output OK
Yellow Output not connected or shorted to battery positive
Red Output shorted to ground (or to another output)
Any LED not showing the correct colour indicates what type of fault exists in that part of the circuit.
Chapter 6
Service
6.2.3 ADJUSTMENT OF THE INDUCTIVE SENSOR
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V2 / Register 3
1 Transmission casing
2 Adjusting bush
3 O-ring
4 Inductive sensor
5 Transmission gear
ADJUSTMENT OF THE INDUCTIVE SENSOR
Dimension A - B = C
Dimension C must be 0.55 mm
NOTE: Secure the adjusting bush with Loctite 270. Install the inductive sensor dry.
Chapter 6
Ser vice Training
Service Page 36
6.2.4 EGS WIRING DIAGRAM FOR 24000 TRANSMISSION

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V2 / Register 3
A EGS gearchange switch (S11)

B Speed sensor (B2)
C Valve
K3 Start inhibitor
K4 Back-up warning signal
K6 Parking brake
S12 Pressure switch on left brake pedal

S28 Microswitch on accelerator pedal
X1 15-way connector on EGS

X2 10-way connector under the cabin on the left-hand side
X3 2-way connector under the cabin on the left-hand side
X4 6-way connector (solenoid valves)
X9 2-way connector on speed sensor
X10 Round 5-way connector on control valve
Ser vice Training
Service
Forward
1st gear
2nd gear
Output
Re-
verse
Input
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Reverse
C02 / Chapter 1
3rd gear
Intermediate Gear
3rd gear 1st gear
Reverse
Output
Input
2nd gear
Forward
Section 7
Ser vice Training
Service Page 1
7 HYDRAULICS
HYDRAULICS
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Seite 2 Ser vice Training
Service
7.1 FUNCTIONAL DESCRIPTION OF THE HYDRAULIC SYSTEM
The tandem pump (F) is bolted to the powershift transmission and driven by the engine (22). At maximum
engine speed, the two external gear pumps (20) 41 cm³ and (21) 44 cm³ deliver a total flow of 212 l/min.
NO LOAD OPERATION (WITH ENGINE RUNNING)
In the neutral position of the directional control valves (A) and (B) and with the steering not operated, oil
flows from the hydraulic pump (20) to priority valve (E). A controlled oil pressure reaches the OSPC
through outlet CF and is held at 10 bar. The oil flows through port EF via valve block (B) and the return line
filter (23) to the tank.
The oil flow from pump (21) flows via directional control valve (B) and the return line filter (23) to the tank.
In addition, a controlled oil flow (about 1 l/min) from priority valve (E, port LS) goes to the steering control
valve (D, port LS) and via the port T of the steering control valve back to the tank.
STEERING OPERATED
When the steering is operated, the LS (Load Sensing) line to the tank is closed via steering control valve
(D). A pressure greater than 10 bar builds at priority valve (E), the valve switches to the open position and
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the required oil flow goes from pump (20) via the steering control valve (D) and via shock valve (C) to the
steer cylinder (15).
The residual oil flows to the tank via the directional control valve (A).
CHARGING THE ACCUMULATOR (CONTROL VALVE)
Oil is delivered from hydraulic pump (20) or (21) via the shuttle valve (28) and the pressure accumulator
(26) is held at 30 bar pilot pressure by the pressure regulating valve (27).
The pressure accumulator is always charged by the pump with the higher working pressure. The pressure
relief valve (29) is used as a safety valve.
NOTE: If the pressure accumulator is empty, the steering must be operated so that the required
pressure can build at pump (20).
LIFTING THE MAST
NOTE: If the ignition is switched on and the twistlocks are in the end position, solenoid valve (Y20)
and (Y19) are activated with 24 V and switched to the open position.
Due to the activation of lift control valve L (32), pilot pressure proportional to how far the lever was moved
flows from port "1" via the 3/2 way solenoid valve (Y20) (lift stop) to the spools of directional control valves
(5) and (8).
When the pilot pressure exceeds 18 bar, the spools begin to move and the entire oil flow from pumps (20)
and (21) goes through directional control valves (5) and (8) and the TOCV valves (J) to the lift cylinders,
extending the mast.
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Service Page 3
MAST LIFT STOP (LIFT INTERRUPTION)
If the twistlocks on the mast are not in the end position (improper operation), the current is cut off via relay
K28 (in the box on the spreader). Solenoid valve (Y20) closes, pilot pressure is reduced and directional
control valves (5) and (8) move to the neutral position. (Lift stop).
LOWERING THE MAST
When the lowering control valve (L30) is operated, pilot pressure proportional to how far the control lever
is moved flows from port "3" via the 3/2 way solenoid valve (Y19) (lowering stop) to the spools of directional
control valves (5) and (8) and simultaneously to the locking block valves (J) .
When pilot pressure exceeds 18 bar, the locking block valves (J) open, the spools begin to move and the
entire oil flows from the lift cylinders (1) via directional control valves (5) and (8) back to the tank.
The safe lowering valves (2) control the oil flow and the lowering speed depending on the load. (Mast lift
stop)
NOTE: When the spreader seats on the container, the lowering function is cut off to protect the hoses
and chains.
When the spreader seats on the container, the current is cut off by the seated sensors via relay K8 (in the
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relay box on the truck). Solenoid valve (Y19) closes, the pilot pressure is reduced and directional control
valves (5) and (8) revert to the neutral position. (Lower stop).
TILTING THE MAST
NOTE: If the ignition is switched on and the tilt angle limit switch is not activated, a 24 V current is
applied to solenoid valves (c) and (d), causing them to open.
TILTING THE MAST FORWARD
When the tilt forward control valve (L31) is operated, pilot pressure proportional to how far the control lever
is moved flows from port "4" via the 3/2 way solenoid valve (Y17) (tilt forward stop) to the spool of directional
control valve (9).
When pilot pressure exceeds 18 bar, the spool begins to move and the entire oil flow from pump (21) goes
via directional control valve (9) to the tilt cylinders, causing the mast to tilt forward.
TILTING THE MAST FORWARD STOP
When the mast angle of tilt is 3°, the power supply is cut off by the limit switch (S32). Solenoid valve (Y17)
closes, pilot pressure is removed and directional control valve (9) reverts to the neutral position (tilt forward
stop).
Kapitel 7
Service
TILTING THE MAST BACK
When the tilt back control valve (L31) is operated, pilot pressure proportional to how far the control lever
is moved flows from port "4" via the 3/2 way solenoid valve (Y18) (tilting back) to the spools of the directional
control valves (9).
When the pilot pressure exceeds 18 bar, the spools begin to move and the entire oil flow from pump (21)
goes via directional control valve (9) to the tilt cylinders, tilting the mast back.
TILTING THE MAST BACK STOP
When the mast reaches an angle of 3.5°, the power supply is cut off by limit switch (S32). Solenoid valve
(Y18) closes, pilot pressure is reduced and directional control valve (9) goes to the neutral position (tilt back
stop).
SPREADER OPERATION
When spreader function is initiated by pressing a button on the joystick, a current of 24 V is applied to
solenoid valve (Y16) and the existing pilot pressure (30 bar) is applied to the spool, causing directional
control valve (10) to open. The valve block on the spreader is supplied with hydraulic oil.
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SPEED GOVERNING
The pressure switch (S31) is connected to the directional control valve block (B).
When a working hydraulics function is performed, the pressure rises and pressure switch (S31) activates
solenoid valve (Y15). This allows supply pressure (b) from port "S" on the transmission to operate engine
speed up cylinder K, causing the engine speed to rise.
STEERING AND WORKING HYDRAULICS PRESSURE TEST
Test and adjustment of pressure relief valve (7).
- Connect a high pressure gauge to test port IIII.

- Remove the tilt angle limit switch.
- Tilt the mast back as far as the stop and read the pressure on the gauge.
Desired value: 250 bar
- Refit the tilt angle limit switch.
Test and adjustment of pressure relief valve (6).
- Connect a high pressure gauge to test port I.

- Extend the mast as far as possible and read the pressure on the gauge.
- Desired value: 250 bar

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Ser vice Training
Service Page 5
NOTE: Pressure relief valves (6) and (7) must be set to the identical pressure.
ADJUSTMENT INSTRUCTIONS:
- Prevent the valve shaft from turning (1¼" hex head)

- Loosen the lock nut (1 1/8'' hex head).
- To increase pressure, turn the screw (¼'' socket head) in.
- To decrease pressure, turn the screw (¼'' socket head) out.
- Retighten the lock nut.
Steering pressure test.
- Connect a high pressure gauge to test port IIII.

- Operate the steering to full lock and read the pressure on the gauge.
Pilot pressure test.
- With the engine shut off, operate the central control lever (L) until pilot pressure is available.
- Install test adapter III and connect a low pressure gauge.
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- Start the engine and operate the steering briefly.

- Read the pressure on the gauge.
Lower pilot pressure test.
- Install test adapter IV and connect a low pressure gauge.

- Slowly operate the central control lever (L) for lowering and read the pressure on the gauge.
- Desired value: 18-30 bar
Lift pilot pressure test.
- Install test adapter V and connect a low pressure gauge.

- Slowly operate the central control lever (L) for lifting and read the pressure on the gauge.
- Desired value: 18-30 bar
NOTE: The spool begins to move at 18 bar.
Spreader pressure test.
Connect a high pressure gauge to test adapters VI and VII

VII.
VI Desired value 140 bar
VII Desired value < 60 bar
Kapitel 7
Service
7.2 HYDRAULIC DIAGRAM
A Working hydraulics control valve block 30 3/2 directional control valve, lowering
1 Lift cylinder 31 3/2 directional control valve, tilting fwd
2 Slow lowering valve 30 3/2 directional control valve, lifting
3 Tilt cylinder 33 3/2 directional control valve, tilting back
4 Locking block
5 Directional control valve lifting/lowering M Spreader valve block
6 Pressure relief valve (lifting) 34 Spreader pressure relief valve 140 bar
7 Pressure relief valve (lifting/lowering/ 35 4/3 way solenoid valve (extension)
spreader) 36 4/3 way solenoid valve (twistlocks)
37 4/3 way solenoid valve (sideshifter)
B Working and auxiliary hydraulics 38 Shock valve 80 bar
8 Lifting/tilting directional control valve 39 Shock valve 140 bar
9 Tilting directional control valve 40 Extension cylinder (20 ft - 40 ft)
10 Spreader oil supply valve 41 Hydraulic cylinder (twistlocks)
15 Steer cylinder 42 Hydraulic cylinder (sideshift)
43 Shock valves 80 bar
C Shock valve 44 Locking block valves
16 Pressure relief valve 240 bar 45 Pressure switch for engine speed
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C02 / Chapter 1
D Steering control valve OSPC/LS Y15 3/2 way solenoid valve (engine speed)
17 Steering control valve Y16 3/2 way solenoid valve (spreader oil
18 Pressure relief valve 170 bar supply)
Y17 3/2 way solenoid valve (tilt fwd. stop)
L Pilot control valve (joystick) Y18 3/2 way solenoid valve (tilt back stop)
19 Check valve Y19 3/2 way solenoid valve (lowering stop)
Y20 3/2 way solenoid valve (lifting stop)
E Priority valve OLS 120
I Test point for working hydraulics &
steering pump 20 (test adapter installed)
F Tandem pump
20 Steering and working hydraulics II Test point for working hydraulics
pump 41 cm3 pump 21 (test adapter installed)
21 Working hydraulics pump 44 cm3
22 Perkins engine III Test point for pilot pressure 30 bar
23 Return filter 10 micron (test adapter not installed)
24 Suction filter 20 micron
25 Hydraulic oil tank 305 litres IV Test point for lowering pilot pressure
26 Accumulator (test adapter not installed)
27 Oil temperature switch
28 Shuttle valve V Test point for lift pilot pressure
29 Oil temperature switch (test adapter not installed)
G Valve for pilot pressure VI Test point for spreader working

pressure 140 bar (test adapter installed)
J Mast lower locking block
VII Test point for return line pressure
H Locking block (test adapter installed)
K Control cylinder a Pilot pressure during lowering

b Pressure from port "S" on transmission
c Return line from port "AH" on transmission
Section 7
Ser vice Training
Service Page 7
HYDRAULIC DIAGRAM C80, SERIES 317

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PIPING SCHEMATIC C 80, SERIES 317

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HYDRAULIC CIRCUIT DIAGRAM

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PIPING SCHEMATIC C 80, SERIES 317

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ARRANGEMENT OF CONTROL VALVES PLUMBING

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Service
ARRANGEMENT OF PLUMBING FROM PUMP TO CONTROL VALVES
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ARRANGEMENT OF MAST PLUMBING

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ARRANGEMENT OF PLUMBING FOR TILTING
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ARRANGEMENT OF TANK RETURN PLUMBING

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Section 8
Ser vice Training
Service Page 1
8 LIFT MAST
For identification purposes, a lift mast number (manufacturer’s identification number) is stamped on the
channel of the mast. It is located at a height of about 1.5 m.
A mast type with various heights is available for type 317 C80.
Mast type 174 4 containers high

5 containers high
6 containers high
Example: E1 X 174 K 00001

Serial number
Year built (1999)
Mast series
Reserved
Manufactorer Linde Lansing
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1 Spreader 10 4 side rollers with adjustment plates

2 Chain 11 Lift cylinder
3 Chain anchor, top 12 Inner upright (on truck chassis)
4 Pin 13 Lifting eyes
5 Chain anchor, bottom 14 Tilt cylinder pins (mast)
6 12 mast rollers 15 Tilt cylinder
7 4 wear strips with adjustment plates (on outer 15 a Pointer (tilt angle 0°)
upright) 15 b Marking
4 wear strips with adjustment plates (on 16 Tilt cylinder pins (chassis)
spreader) 17 Retaining plate
8 Hose roller 18 Bearing pin
9 Outer upright (moveable)
Section 8
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Service Page 3
LIFT MAST CROSS SECTION

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Section 8
Service
8.1 INSTALLATION OF MAST AND SPREADER
NOTE: For transport reasons, the truck is delivered with the mast and spreader removed.
PREPARING FOR INSTALLATION
- Crane or mobile crane > 15 t

- Working platform, truck with a cage, lifting height 8 - 10 m
- Lift the mast (own weight 7 tonnes) at the lifting eyes (13) with a crane and deposit on the ground on
squared timbers (lift cylinders facing up).
- Connect the short hoses (26) with fittings on the inner upright bracket (27).
- Fasten both hoses (26) with clamps and angle brackets (22).
- Fit the socket housing (28) to the inner upright and fasten the cable (24) with clamps (23) together with
the hose clamps (22) above the two hose lines (26).
- Insert the plug (25) into the socket (28) and lock it.
- Raise and secure mast sufficiently in order to fasten the cable (30) with cable clamp (29) to the mast
bracket (27) (strain relief).
- Slide the hose roller (8) and the cable (30) and the hoses (31) onto the pin on the outer upright, secure
with a circlip and install the guide plate on the hose roller.
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C02 / Chapter 1
- Slip the chains (2) over the left and right chain rollers and fasten to the chain anchors (3) with pins (4).
- Install the tilt cylinders (15) with the pins (16) on the truck intermediate frame and connect the hydraulic
hoses to the tilt cylinders.
NOTE: Install with the white marking on the tilt cylinder showing inward.
- Lift up both tilt cylinders about 45° and fasten with ropes.
- Lift the mast at the lifting eyes (13) with the crane and put it in a vertical position.
- Drive the truck slowly to the mast mounting points.
- Install the mast with the pivot pins (18) on the truck chassis and secure with the plates (17).
NOTE: Install the angle bracket for the tilt angle limit switches on the right-hand side seen in the
direction of travel (see "Adjusting the angle oft tilt", item 1).
- Position the tilt cylinders (15) at the mounting points on the mast and fasten them with the pins (14).
- Fasten the angle bracket on the tilt cylinder with the white marking.
- Insert the plug (19) into the socket on the truck and lock it.
- Remove the sealing plugs (20) and (21) on the hydraulic hoses (26) and install on the fittings on the truck.
- Pick up the spreader (1) (own weight 4.8 tonnes) at the lifting eyes with the crane and position it on a 20'
container available for this purpose.
- Fasten a rope on the cable (30) and the hoses (31) and keep them taut when lifting the mast.
- Lift the mast and drive the truck to the spreader until the outer upright (9) is in position in relation to the
rollers on the spreader.
- Slowly lower the mast until the rollers on the spreader are completely engaged in the outer upright (9).
- Fasten both chains (2) on the chain anchors (5) with pins (4) and secure them.
- Remove the caps from the hoses (31) and install the hoses on the spreader (1).
- Insert the cable plug (33) into the socket on the spreader (1) and lock it.
- Tensions the cable (30) and secure it with a clamp (32).
- Check all spreader functions, operate the mast through the full cycle several times and then bleed the
lift cylinders (11).
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Section 8
Service
8.2 ADJUSTING THE ANGLE OF TILT
There is a limit switch (32) mounted on the right-hand side in the direction of travel. This cut off the control
pressure to the way valves when the maximum angle of tilt is reached, thus limiting the angle of tilt.
In order to prevent the truck from tipping over during tilting, stops (1) and (2) must be checked and adjusted.
- Position the mast in mid position (see the marking (9) on the tilt cylinder).
- Place the angle measuring device (6) on the mast channel, adjust to 3° and fasten with a screw (8). Tilt
the mast forward until the bubble (7) in the water level is level.
- Loosen the nuts (3) and slide the stop (1) towards the lever (5) until the limit switch is operated.
- Tighten the nuts (3).
- Proceed as for tilting back, place an angle meter (6) on the mast channel, adjust to 3.5° and tighten it with
screw (8).
- Loosen the nuts (4) and move the stop (2) towards the lever (5).
- After the adjustment, recheck the angle of tilt.
Desired value: Tilting forward 3°
Tilting back 3.5°
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Section 8
Service
8.3 LIFT CYLINDER
1 Wiper ring
2 Groove ring
3 Bleed screw (torque 20 Nm)
4 Ball (Ø 6 mm)
5 Guide band
6 Cylinder head (torque 500 Nm)
7 Cylinder tube
8 Retaining ring (Ø 95 mm)
9 Piston rod
10 Guide ring
11 Sealing ring
12 Retaining screw (Loctite 243, torque 20 Nm)
13 Support ring
14 O-ring
15 Piston head (torque 500 Nm)
16 Fitting (slow lowering valve)
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8.3.1 SEALING THE LIFT CYLINDER
SEALING THE CYLINDER HEAD
- Heat the retaining screw (12) (secured with Loctite) and remove it.
- Remove the cylinder head by screwing it off the cylinder tube (7) with a hook wrench. Renew the wiper
(1), groove ring (2), guide band (5), O-ring (14), support ring (13) and sealing ring (11).
NOTE: If the lift cylinder is only leaking at the cylinder head, the repair can be carried out without
removal of the lift cylinder.
RENEWING THE GUIDE RINGS
- Pull out the piston rod (9) and check the guide rings (10) for wear, renewing them if required.
- Insert the piston rod (9) into the cylinder tube (7).
SEALING THE PISTON HEAD
- Heat the retaining screw (12) on the piston head (15) (secured with Loctite) and remove it.
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C02 / Chapter 1
- Clamp the cylinder tube (7) in a vise and remove the piston head (15) by screwing it off the cylinder tube
(7) with a hook wrench.
- Renew the sealing ring (11), O-ring (14) and support ring (13), oiling them lightly.
- Screw the piston head (15) into the cylinder tube (7) and tighten to 500 Nm.
- Install the retaining screw with Loctite and tighten to 20 Nm.
MOUNTING THE CYLINDER HEAD
- Slide the cylinder head (6) over the piston rod (9), screw it into the cylinder tube (7) and tighten to 500
Nm.
- Install the retaining screw (13) on the cylinder head with Loctite and tighten to 20 Nm.
NOTE: After the installation of the lift cylinder, loosen the bleed screw (3) and allow hydraulic oil to flow
until all the air is eliminated.
Section 8
Service
8.4 TILT CYLINDER
1 Wiper
2 Guide bushing (torque 500 Nm)
3 O-ring
4 Groove ring
5 Support ring
6 O-ring
7 Cylinder tube
8 Piston rod
9 Piston (torque 750 Nm)
10 Piston rod seal
11 Packing
12 Guide band
13 Retaining screw (torque 20 Nm)
14 Fitting
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C02 / Chapter 1
Section 8
Ser vice Training
Service Page 11
8.4.1 SEALING THE TILT CYLINDER
The tilt cylinder does not need to be removed for sealing.
- Start the engine and tilt the mast fully forward.

- Remove the tilt cylinder pin at the mast.
- Tilt the mast back slowly until the piston rod of the tilt cylinder to be sealed is retracted from the mast.
- Support the tilt cylinder and stop the engine.
- Remove the lock ring out of the guide bushing groove.
- Loosen the guide bushing (2) with a hook wrench (125.180 FACOM) and screw it out of the cylinder tube
(7).
- Pull the piston rod (8) and piston (9) out of the cylinder tube (7).
- Clean the inside of the cylinder tube (7) and inspect for damage such as scoring, traces of pitting and
corrosion.
- Place the piston rod and piston in a soft jawed vice.
- Heat the M8x125 screw (13) and remove it.
- Remove the piston (9) from the piston rod with a hook wrench.
- Remove the piston rod seal (10) and the packing (11) from the cylinder.
- Install a new packing (11) and piston rod seal (10) on the piston and lubricate it with hydraulic oil.
- Fit the piston (9) on the rod (8) and tighten it to 750 Nm.
- Install screw (13) with Loctite 243 and tighten it.
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C02 / Chapter 1
- Slide the piston rod (8) and piston (9) into the cylinder tube (7).
- Renew the support ring (5), O-ring (6), groove ring (4), wiper (1) and O-ring (3) on the guide bushing (2).
- Install the groove ring (4) with the sealing lip facing the pressure side.
- Coat the seals with hydraulic oil.
- Screw the guide bushing (2) into the cylinder tube and tighten it to 500 Nm with a hook wrench (125.180
FACOM).
- Install the lock ring in an appropriate groove on the guide bushing.
- Start the engine and extend the tilt cylinder slowly. Install the tilt cylinder pin at the mast.
- Check the tilt cylinder for leaks.
NOTE: Ensure that the tilt cylinders are synchronised, adjusting them if required.
Section 8
Service
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C02 / Chapter 1
Section 8
Ser vice Training
Service Page 13
8.5 SPREADER
TYPE 568
Integrated telescopic side spreader for empty containers

Maximum load capacity 8000 kg
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C02 / Chapter 1
Type plate
For use in: Elme model 568

- Integrated in the mast.
- Built-in sideshift.
Container pick-up at the side with two hydraulically operated twistlocks.
CAN PICK UP
20', 30', 40' dry freight, open top containers, refrigerated containers and flats containers
Section 8
Service
8.5.1 VALVE BLOCK AND HYDRAULIC CIRCUIT DIAGRAM OF SPREADER
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C02 / Chapter 1
1 Pressure relief valve 140 bar 16 Seal
2 4/3-way solenoid valve 17 Fastening screw (torque 20 Nm)
3 Hydraulic cylinder (sideshift) 18 Pressure relief valve setscrew 80 bar (twistlock
4 4/3-way solenoid valve (twistlock) closed)
5 Pressure relief valve 80 bar (twistlock open) 19 Pressure relief valve setscrew 80 bar (twistlock
6 Pressure relief valve 80 bar (twistlock closed) open)
7 Locking valve 20 Pressure relief valve setscrew 80 bar (spreader
8 Hydraulic cylinder (twistlock) extension)
9 4/3-way solenoid valve (container width 21 Pressure relief valve setscrew 140 bar
selection) (spreader retraction)
10 Pressure relief valve 80 bar (spreader
extension) A Pressure port
11 Pressure relief valve 140 bar (spreader B Return port
retraction)
12 Hydraulic cylinder (container width selection) III Spreader boost pressure measuring point
13 Nut (torque 20 Nm) 140 bar
14 Pressure relief valve setscrew, max. 140 bar IV Spreader return pressure measuring point
15 O-rings
Section 8
Ser vice Training
Service Page 15
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C02 / Chapter 1
Section 8
Service
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C02 / Chapter 1
Section 8
Ser vice Training
Service Page 17
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C02 / Chapter 1
Section 8
Service
8.5.2 CIRCUIT DIAGRAM SPREADER
A1 Spreaderbox X1 Endbeam box right side

A2 Electricbox on Chassis X2 Endbeam box left side
A3 Central control lever (Joystick) X3 Plug 16 connector (Mast/Spreader)
A4 Electric box inside the cab X4 Plug 16 connector (Vehicle/Mast)
X5 Connector terminals Working light
F28 Fuse Spreader X6 Connector terminals
F23 Fuse Working light X7 Connector terminals
H21 Indicator light red (on Mast) V11 Diode

H22 Indicator light yellow (on Mast) V12 Diode
H23 Indicator light green (on Mast) V13 Diode
H24 Indicator light Twistlocks green V14 Diode
H25 Indicator light Twistlocks yellow
H26 Indicator light Twistlocks red Y21 Solenoid valve Twistlocks lock
H27 Working light on Spreader left Y22 Solenoid valve Twistlocks unlock
H28 Working light on Spreader right Y10 Solenoid valve Spreader open to 40 "
H29 Indicator light for Working light Y9 Solenoid valve Spreader close to 20 "
Y7 Solenoid valve Sideshift left
K21 Relay Twistlock Lock Y8 Solenoid valve Sideshift right
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C02 / Chapter 1
K22 Relay Twistlock Unlock Y16 Solenoid valve Spreader oil supply
K23 Relay Boom Extension Y19 Solenoid valve Lift interrupt, Lower stop
K24 Relay Boom Retraction Y20 Solenoid valve Lift interrupt
K25 Relay Sideshift left
K26 Relay Sideshift right
K27 Relay Spreader oil supply
K28 Relay Lift interrupt
K8 Relay Lower stop
S41 Sensor for Twistlock locked, left side

S42 Sensor for Twistlock locked, right side
S43 Sensor for Twistlock not locked, left side
S44 Sensor für Twistlock not locked, right side
S45 Sensor for Spreader seated, left side
S46 Sensor for Spreader seated, right side
S40 Rockerswitch Twistlock lock/unlock
S19 Rockerswitch Working light
S24 Red button Sideshift left
S25 Red button Sideshift right
S26 Yellow button Beam close to 20 "
S27 Yellow button Beam open to 40 "
S17 Overside switch
Section 8
Ser vice Training
Service Page 19
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C02 / Chapter 1
Section 8
Service
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C02 / Chapter 1
C02 / Chapter 1
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Service Training
Page
Section
21
8
Page
Section
22
8
Service Training
C02 / Chapter 1
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Section 8
Ser vice Training
Service Page 23
8.5.3 A1 BOX ON SPREADER

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C02 / Chapter 1
8.5.4 A2 BOX ON TRUCK

Section 8
Service
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C02 / Chapter 1
Section 10
Ser vice Training
Service Page 1
10 MISCELLANEOUS
"Data sheet for Empty-Container-Trucks".
See also H 100/120/136/150/160, Series 354.
10.2 GENERAL TORQUES FOR SERIES 317 TRUCKS
Item Screws Nm Remark
Engine mounting M16 190 In engine housing

Transmission mounting 3/4" UNC 400 In transmission casing
Drive plate & ring
at torque converter 3/8" special 33
Converter drive plate 3/8" special 33 At flywheel
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C02 / Chapter 1
Cab mounting M12 75

Fastening screw M24 8.8 600
Drive axle M24 10.9 930
Fastening screw
Steering axle 1 1/8" UNF 1050 Spherilastic bearing
Propshaft flange
to drive axle M10 10.9 64
Propshaft flange
to transmission M14 10.9 180
Wheel nuts - drive axle M22x1.5 680
Wheel nuts - steering axle M22x1.5 680
Counterweight M30 1365
Lift cylinder holder M16 180 At mast
Steering cylinder M20x120 (10.9) 540 Fastening screw
Nut - stub axle 1 1/2" UNF 815
stop screw
Steering axle M16 180 Steering stops
Section 10
Service
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C02 / Chapter 1
C02 / Chapter 1
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Service Training
Page
Section
3
10
Page
Section
10
4
Service Training
C02 / Chapter 1
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Index
Ser vice Training
Service Page 1
A1 Box on Spreader 8/23

A2 Box on truck 8/23
Accumulator charging valve 5/27
Aids for measurements 2/21
Air gap 5/14
Alternator belt tension 1/5
Angle of tilt 8/6
Axle carrier 2/47
Axle drive 2/43
Axle drive settings 2/28
Brake Anchor Plate 5/13

Brake Disc 5/25
Brake Lining 5/20
Braking system circuit diagram 5/2
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Braking system schematic diagram 5/4

C02 / Chapter 1
Braking system 5/1
Cabin 3/1
Cabin glass pane 3/1
Cabin installation 3/5
Cabin window pane with aluminium frame (sliding window) 3/3
Cabin window pane (glass-to-glass) 3/2
Circuit diagram Spreader 8/18
Clutch 2/7
Contact pattern of Gleason type gear teeth 2/48
Contact pattern 2/44
Cooling Oil Compartment 5/15
Crank assembly 1/5
Cylinder head 1/6
D 81 PL 478 - NLB 2/28

Diesel engine 1/1
Differential 2/46
Disc Brake 5/22
Drive axle 2/27
Drive shaft end play 2/39
Index
Service
Electric circuit wiring diagram 6/1
Electrical system 6/1
Engine number 1/3
Engine specifications - C 80 - option 1/2
Engine specifications - C 80 1/1
Engine timing 1/10
Face seal 2/33

Fault remedy 5/30
Final Assembly 5/16
Fuel injection pump 1/15, 1/21
Gear arrangement 2/7
Hydraulic braking system 5/3
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Hydraulic Braking System leakage test specifications 5/15
C02 / Chapter 1
Hydraulic circuit diagram of spreader 8/14
Hydraulic diagram 7/6
Hydraulic system 7/2
Hydraulics 7/1
Hydrodynamic travel drive 2/1
Injection nozzles 1/11

Injection nozzle, cross section 1/13
Injection nozzle opening pressure 1/14
Injection nozzle repair 1/13
Injection nozzle with tightening nut 1/11
injection nozzle, checking for leaks 1/14
Inner steering stop 4/7
Intake manifold 1/9
King pin 4/2
Lift cylinder 8/8, 8/9

Lift mast 8/1
Lliquid glue 2/30
Index
Ser vice Training
Service Page 3
Mechanical cold start timing advance unit (KSB) 1/19

Mechanical Floating Caliper Disc Brake 5/18
Outer steering stop 4/8
Parking Brake 5/17, 5/19

Piston cups 5/12
Planetary housing 2/40
Planetary hub 2/41
Power shift transmission 24000/28000 2/22
Power shift transmission 2/2, 2/6
Power shift transmission, oil flow 2/8
Power train schematic diagram 2/1
Pressure check points 2/25, 2/26
Pressure test 2/20
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C02 / Chapter 1
Range selector, oil flow path 2/12

Relay box 6/10
Ring gear 2/32
Roof window without frame or channels 3/4
Spacer 2/38
Special tools 1/22, 2/50
Spiral bevel gear taper roller bearing 2/45
Spiral bevel gear 2/43
Spreader 8/4, 8/13
Steering axle 4/1
Steer axle number 4/1
Steering cylinder 4/9, 4/10
Stub axle 4/2
Swivel pin 4/3
Technical data 10/1

Tilt cylinder 8/10, 8/11
Torque converter operates 2/5
Torque converter 2/3, 2/4
Torque leadings 1/10
Index
Service
Torques for screws and nuts 2/29
Transmission dump system 2/19
Troubleshooting 2/20
Truck body 3/1
Turbocharger 1/9
Upshift inhibitor 2/19
Valve block 8/14

Valve clearance 1/4
Wear of the lining 5/11

Wet multi-disc brake 5/10
Wheel bearing 2/39, 4/6
Wheel hub 4/5, 2/32, 2/38
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Wheel side 2/32
C02 / Chapter 1
Ser vice Training
Service
Forward
1st gear
2nd gear
Output
Re-
verse
Input
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Reverse
C02 / Chapter 1
3rd gear
Intermediate Gear
3rd gear 1st gear
Reverse
Output
Input
2nd gear
Forward
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C02 / Chapter 1
LINDE AG
Werksgruppe Flurförderzeuge und Hydraulik
63701 Aschaffenburg
Postfach 10 01 36
Telefon (0 60 21) 99-0
Telefax (0 60 21) 99-15 70
http://www.linde.de/linde-stapler
eMail: service.training@linde-fh.de 317 804 2401.0704

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Service Training

IC-ENGINED TRUCK C 80,TYPE 317

1.10 Injection nozzles 11

1.10.1 Injection nozzle malfunctions 11

2 Hydrodynamic travel drive 1

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3.1.2 Repairing the cabin window pane (glass-to-glass) 2

4 Series 310 steering axle 1

4.7 Removing and installing the steering cylinder 9

4.8 Sealing the steering cylinder 10

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1.1 ENGINE SPECIFICATIONS - C 80

Engine type Perkins 1006-60 T (turbocharged)

Max. adm. difference in pressure 3 bar

Lower idling speed 800 rpm

Engine type Perkins 1006-60 TW (turbocharged)

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1.3 EXPLANATION OF THE ENGINE NUMBER

Further identification plates:

- Exhaust gas plate (A3)

A typical engine number is

The valve clearance is measured between the valve

The position of the inlet and exhaust valves are shown

CAUTION: The first cylinder is located on the water

Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4 Cylinder 5 Cylinder 6

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I = Inlet valve Valve position

Not adjustable Adjustable

CAUTION: When installing the rocker arm cover,

1 Cap nut torque = 20 Nm

1.5 CRANK ASSEMBLY

1.5.1 CHECKING AND ADJUSTING THE ALTERNATOR BELT TENSION

CHECKING THE BELT TENSION

The condition and the tension of the V-belt should be

ADJUSTING BELT TENSION

- Loosen the mounting screws (1) and adjusting

1.6.1 REMOVING THE CYLINDER HEAD

- Unscrew the cylinder head bolts uniformly and in

317 804 2401.0900

ATTENTION! Do not use a prying tool to separate

1.6.2 INSTALLING THE CYLINDER HEAD

- Clean the cylinder head and the cylinder block.

- Fit a new cylinder head gasket without any other

NOTE: Clean the tapped holes in the engine

block before assembly of the cylinder

- Screw in two ½ UNF studs into the cylinder block (C)

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- If an angle gauge (1) is not available, mark the

NOTE: It is not necessary to tighten the cylin-

1.7 INSTALLING THE INTAKE MANIFOLD

NOTE: The manifold gaskets are installed

- Install the centre gasket (B2) so that both locating

NOTE: The exhaust manifold can be dam-

- Install the intake and exhaust manifold.

to 33 Nm according to the sequence in (C).

NOTE: New guide bushings (C2) are neces-

1.8 INSTALLING THE TURBOCHARGER

- Install the gasket on the turbocharger flange.

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