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70 Series 70A Series Section 00 -- General Information Section 10 -- Engine Section 21 -- Transmission

New Holland North America, Inc., New Holland, PA Printed in U.S.A.

87018723

6/02

REPAIR MANUAL

70, 70A SERIES REPAIR MANUAL CONTENTS SECTION 00 -- GENERAL INFORMATION SECTION 10 -- ENGINE SECTION 21 -- TRANSMISSION SECTION 23 -- DRIVE LINES SECTION 25 -- FRONT MECHANICAL DRIVE SECTION 27 -- REAR DRIVE AXLE SECTION 31 -- POWER TAKE-OFF SECTION 33 -- BRAKES AND CONTROLS SECTION 35 -- HYDRAULIC SYSTEMS SECTION 41 -- STEERING SECTION 44 -- TWO-WHEEL DRIVE AXLE AND WHEELS SECTION 50 -- CLIMATE CONTROL SECTION 55 -- ELECTRICAL SYSTEMS SECTION 90 -- PLATFORM, CAB, AND BODYWORK

The sections used through out all New Holland product Repair manuals may not be used for each product. Each Repair manual will be made up of one or several books. Each book will be labeled as to which sections are in the overall Repair manual and which sections are in each book. The sections listed above are the sections utilized for the 70 and 70A Series Tractors.

390 -- 6/02

ã 2002 NEW HOLLAND NORTH AMERICA, INC.

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1

SECTION 00 -- GENERAL INFORMATION Chapter 1 -- General Information CONTENTS Section

Description

Page

00 000

Forward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Precautionary Statements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Health and Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Tractor Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Service Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Sealer Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Hardware Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Recommended Lubricants and Coolants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

00-1

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 FOREWORD Appropriate service methods and correct repair procedures are essential for the safe, reliable operation of all equipment, as well as the personal safety of the individual performing the repair. This Service Manual provides troubleshooting, overhaul, and pressure-testing instructions using recommended procedures and equipment. Following these instructions will ensure the safe, efficient, and timely completion of the service or repair. There are numerous variations in procedures, techniques, tools, and parts for servicing machines, as well as in the skill of the individual doing the work. This manual cannot possibly anticipate all such variations and provide advice or cautions as to each. Accordingly, anyone who departs from the instructions provided in this manual must first establish that their personal safety, the safety of others, and the integrity of the machine will not be compromised by the choice of methods, tools or parts. The manual is divided into sections which are subdivided into chapters. Each chapter contains information on general operating principles, detailed inspection, overhaul and, where applicable, specific troubleshooting, special tools, and specifications. Any reference in this manual to right, left, rear, front, top, or bottom is as viewed from the operator’s seat, looking forward. All data and illustrations in this manual are subject to variations in build specification. This information was correct at the time of issue, but New Holland policy is one of continuous improvement, and the right to change specifications, equipment, or design at any time, without notice, is reserved.

00-2

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 PRECAUTIONARY STATEMENTS PERSONAL SAFETY Throughout this manual and on machine decals, you will find precautionary statements (“CAUTION”, “WARNING”, and “DANGER”) followed by specific instructions. These precautions are intended for the personal safety of you and those working with you. Please take the time to read them.

CAUTION The word “CAUTION” is used where a safe behavioral practice according to operating and maintenance instructions and common safety practices will protect the operator and others from accident involvement.

WARNING The word “WARNING” denotes a potential or hidden hazard which has a potential for serious injury. It is used to warn operators and others to exercise every appropriate means to avoid a surprise involvement with machinery.

DANGER The word “DANGER” denotes a forbidden practice in connection with a serious hazard.

FAILURE TO FOLLOW THE “CAUTION”, “WARNING”, AND “DANGER” INSTRUCTIONS MAY RESULT IN SERIOUS BODILY INJURY OR DEATH.

MACHINE SAFETY Additional precautionary statements (“ATTENTION” and “IMPORTANT”) are followed by specific instructions. These statements are intended for machine safety. ATTENTION: The word “ATTENTION” is used to warn the operator of potential machine damage if a certain procedure is not followed. IMPORTANT: The word “IMPORTANT” is used to inform the reader of something he needs to know to prevent minor machine damage if a certain procedure is not followed.

00-3

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 SAFETY PRECAUTIONS Practically all service work involves the need to drive the tractor. The operator’s manual, supplied with each tractor, contains detailed safety precautions relating to driving, operating, and servicing that tractor. These precautions are as applicable to the service technician as they are to the operator and should be read, understood and practiced by all personnel.

Hand Protection It is advisable to use a protective cream before work to prevent irritation and skin contamination. After work clean your hands with soap and water. Solvents such as mineral spirit and kerosene may harm the skin. Foot Protection Substantial or protective footwear with reinforced toe caps will protect your feet from falling objects. Additionally, oil-resistant soles will help to avoid slipping.

Prior to undertaking any maintenance, repair, overhaul, dismantling or reassembly operations, whether within a workshop facility or in the field, consideration should be given to factors that may have an effect upon safety, not only upon the mechanic carrying out the work, but also upon bystanders.

Special Clothing For certain work it may be necessary to wear flame or acid-resistant clothing.

PERSONAL CONSIDERATIONS The wrong clothes or carelessness in dress can cause accidents. Check to see that you are suitable clothed.

EQUIPMENT CONSIDERATIONS Machine Guards Before using any machine, check to ensure that the machine guards are in position and serviceable. These guards not only prevent parts of the body or clothing coming in contact with the moving parts of the machine, but also ward off objects that might fly off the machine and cause injury.

Some jobs require special protective equipment. Skin Protection Used motor oil may cause skin cancer. Follow work practices that minimize the amount of skin exposed and length of time used oil stays on your skin.

Lifting Devices Always ensure that lifting equipment, such as chains, slings, lifting brackets, hooks and eyes, are thoroughly checked before use. If in doubt, select stronger equipment than is necessary.

Eye Protection The smallest eye injury may cause loss of vision. Injury can be avoided by wearing eye protection when engaged in chiselling, grinding, discing, welding, and painting.

Never stand under a suspended load or raised implement.

Breathing Protection Fumes, dust, and paint spray are unpleasant and harmful. These can be avoided by wearing respiratory protection.

Compressed Air The pressure from a compressed-air line often exceeds 690 bar (100 PSI). It is perfectly safe if used correctly. Any misuse may cause injury.

Hearing Protection Loud noise may damage your hearing, and the greater the exposure the worse the damage. If the noise is excessive, wear ear protection.

Never use compressed air to blow dust, filing, and dirt away from your work area unless the correct type of nozzle is fitted. Compressed air is not a cleaning agent; it will only move dust from one place to another. Look around before using an air hose as bystanders may get grit into their eyes, ears, or skin.

Lifting Protection Avoid injury by correctly handling components. Make sure you are capable of lifting the object. If in doubt get help.

00-4

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 Hand Tools Many cuts, abrasions and injuries are caused by defective tools. Never use the wrong tool for the job, as this generally leads either to some injury or to a poor job.

Work cleanly, disposing of waste material into proper containers.

When removing or replacing hardened pins, use a copper or brass drift rather than a hammer.

Do not panic - warn those near and raise the alarm.

Locate the fire extinguishers and find out how to operate them.

Do not allow or use an open flame near the tractor fuel tank, battery, or component parts.

For dismantling, overhaul, and assembly of major and sub-components, always use the Special Service Tools recommended. These will reduce the work effort, labor time, and the repair cost.

First Aid In the type of work that mechanics are engaged in, dirt, grease, and fine dusts settle upon the skin and clothing. If a cut, abrasion or burn is disregarded it may become infected within a short time. Seek medical aid immediately.

Electricity Electricity has become so familiar in day to day usage, that its potentially dangerous properties are often overlooked. Misuse of electrical equipment can endanger life.

Cleanliness Cleanliness of the tractor hydraulic system is essential for optimum performance. When carrying out service and repairs, plug all hose ends and component connections to prevent dirt entry.

Before using any electrical equipment - particularly portable appliances - make a visual check to make sure that the wiring is not worn or frayed and that the plugs and sockets are intact. Make sure you know where the nearest isolating switch for your equipment is located.

Clean the exterior of all components before carrying out any form of repair. Dirt and abrasive dust can reduce the efficiency and working life of a component and lead to costly replacement. Use of a high-pressure washer or steam cleaner is recommended.

GENERAL CONSIDERATIONS Solvents Use cleaning fluids and solvents that are known to be safe. Certain types of fluids can cause damage to components, such as seals, and can cause skin irritation. Solvents should be checked that they are suitable not only for the cleaning of components and individual parts, but also that they do not affect the personal safety of the user.

OPERATIONAL CONSIDERATIONS Stop the engine, if at all possible, before performing any service. Place a warning sign on tractors which, due to service or overhaul, would be dangerous to start. Disconnect the battery leads if leaving such a unit unattended.

Housekeeping Many injuries result from tripping over or slipping on objects or material left lying around by a careless worker. Prevent these accidents from occurring. If you notice a hazard, don’t ignore it - remove it.

Do not attempt to start the engine while standing beside the tractor or attempt to bypass the safety start switch.

A clean, hazard-free place of work improves the surroundings and daily environment for everybody.

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

Fire Fire has no respect for persons or property. The destruction that a fire can cause is not always fully realized. Everyone must be constantly on guard.

Always turn the radiator cap to the first stop to allow pressure in the system to dissipate when the coolant is hot. Never work beneath a tractor which is on soft ground. Always take the unit to an area which has a hard working surface, preferably concrete.

Extinguish matches, cigars, and cigarettes before throwing them away.

00-5

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 If it is found necessary to raise the tractor for ease of servicing or repair, make sure that safe and stable supports are installed beneath axle housings, casings, etc., before starting work.

Use “position control” when equipment or implements are required to be attached to the hydraulic linkage either for testing purposes or for transportation.

Certain repair or overhaul procedures may necessitate separating the tractor, either at the engine/transmission or transmission/rear axle location. These operations are simplified by the use of the Tractor Splitting Stands. Should this equipment not be available, every consideration must be given to stability, balance and weight of the components, especially if a cab is installed.

Always lower equipment to the ground when leaving the tractor. If high lift attachments are installed on a tractor, beware of overhead power, electric or telephone cables when traveling. Drop the attachment near to ground level to increase stability and minimize risks. Do not park or attempt to service a tractor on an incline. If unavoidable, take extra care and block all wheels.

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

Observe recommended precautions as indicated in this Service Manual when dismantling the airconditioning system as escaping refrigerant can cause frostbite.

Before loosening any hoses or tubes connecting implements to remote control valves, etc., switch off the engine, remove all pressure in the lines by operating levers several times. This will remove the danger of personal injury by oil pressure.

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

Prior to pressure testing, make sure all hoses and connectors of the tractor and the test equipment are in good condition and tightly sealed. Pressure readings must be taken with the gauges specified. The correct procedure should be rigidly observed to prevent damage to the system or the equipment, and to eliminate the possibility of personal injury.

When inflating tires, beware of over inflation constantly check the pressure. Overinflation can cause tires to burst and result in personal injury.

WARNING Escaping hydraulic/diesel fluid under pressure can penetrate the skin causing serious injury. Do not use your hand to check for leaks. Use a piece of cardboard or paper to search for leaks. Stop the engine and relieve pressure before connecting or disconnecting lines. Tighten all connections before starting the engine or pressurizing lines. If any fluid is injected into the skin, obtain medical attention immediately or gangrene may result.

00-6

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 HEALTH AND SAFETY PRECAUTIONS Many of the procedures associated with vehicle maintenance and repair involve physical hazards or other risks to health. This section lists, alphabetically, some of these hazardous operations, materials and equipment associated with them. The precautions necessary to avoid these hazards are identified.

Resin-Based Adhesive/Sealers (i.e., Epoxide and Formaldehyde Resin Based) Mixing should only be carried out in well- ventilated areas as harmful or toxic volatile chemicals may be released. Skin contact with uncured resins and hardeners can result in irritation, dermatitis, and absorption of toxic, or harmful chemicals through the skin. Splashes can damage the eyes.

The list is not inclusive; all operations, procedures, and handling of materials should be carried out with health and safety in mind.

Provide adequate ventilation; avoid skin and eye contact. Follow manufacturer’s instructions.

ACIDS AND ALKALIS (See Battery Acids, i.e., Caustic Soda, Sulfuric Acid) Used in batteries and cleaning materials.

Anaerobic, Cyanoacrylate and other Acrylic Adhesives Many are irritating, sensitizing, or harmful to the skin. Some are eye irritants.

Irritating and corrosive to the skin, eyes, nose and throat. Causes burns. Avoid splashes to the skin, eyes, and clothing. Wear suitable protective gloves and goggles. Can destroy ordinary protective clothing. Do not breathe mists.

Skin and eye contact should be avoided and the manufacturer’s instructions followed.

Ensure access to water and soap is readily available for splashing accidents.

Cyanoacrylate adhesives (super-glues) must not contact the skin or eyes. If skin or eye tissue is bonded, cover with a clean moist pad and get medical attention. Do not attempt to pull tissue apart. Use in well-ventilated areas as vapors can cause irritation of the nose and eyes.

ADHESIVES AND SEALERS (See Fire)

CAUTION HIGHLY FLAMMABLE, COMBUSTIBLE.

For two-part systems: See Resin-Based Adhesive/ Sealers

Generally should be stored in “NO SMOKING” areas; cleanliness and tidiness while in use should be observed, i.e., from applications where possible, disposable paper should be dispensed to cover benches. Containers, including secondary containers, should be labeled.

Isocyanate (Polyurethane) Adhesive/Sealers (See Resin-Based Adhesives) Individuals suffering from asthma or respiratory allergies should not work with, or near, these materials as sensitivity reactions can occur.

Solvent-Based Adhesives/Sealers (See Solvents) Follow manufacturer’s Instructions

Any spraying should preferably be carried out in exhaust ventilated booths removing vapors and spray droplets from the breathing zone. Individuals working with spray applications should wear supplied air respirators.

Water-Based Adhesives/Sealers Those based on polymer emulsions and rubber lattices may contain small amounts of volatile toxic and harmful chemicals.

ANTIFREEZE (See Fire, Solvents, i.e., Isopropanol, Ethylene Glycol, Methanol)

CAUTION

Skin and eye contact should be avoided, and adequate ventilation provided during use.

HIGHLY FLAMMABLE, COMBUSTIBLE.

Follow manufacturer’s Instructions

Used in vehicle coolant systems, brake air pressure systems, and windshield washing solutions.

00-7

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 CORROSION PROTECTION MATERIALS (See Solvents, Fire)

Vapors given off from coolant antifreeze (Glycol) arise only when heated.

CAUTION

Antifreeze may be absorbed through the skin in toxic or harmful quantities. Swallowed antifreeze is fatal if not treated; medical attention must be sought immediately.

HIGHLY FLAMMABLE, COMBUSTIBLE. These materials are varied; the manufacturer’s instructions should be followed. They may contain solvents, resins, and petroleum products. Skin and eye contact should be avoided. They should only be sprayed in conditions of adequate ventilation, and not in confined spaces.

BATTERY ACIDS (See Acids and Alkalis) Gases released during charging are explosive. Never use an open flame or allow sparks near charging or recently charged batteries.

CUTTING (See Welding)

BRAKE AND CLUTCH LININGS AND PADS (See Legal Aspects)

DEWAXING (See Solvents and Fuels Kerosene)

These items may contain asbestos which, if inhaled, may cause lung damage and, in some cases, cancer.

DO’S

The normal handling and fitting of these items should not cause any hazard, but any drilling, grinding, or filling of friction materials may produce asbestos dust and should only be carried out under strictly controlled conditions.

Do remove chemical materials from the skin and clothing as soon as practicable. Change heavily soiled clothing and have it cleaned. Do carefully read and observe hazard and precaution warnings given on material containers (labels) and in any accompanying leaflets, poster or other instructions. Material health and safety data sheets can be obtained from manufacturers.

The dust in brake drums, etc., contains very little asbestos, but care should be taken to avoid inhalation of this dust during servicing of brakes and clutches. The use of drum cleaning units, vacuum cleaning, or damp wiping is preferred to the use of air jets for “blowing-out.”

Do organize work practices by wearing protective clothing and safety devices to avoid contact with chemical materials; breathing vapors, aerosols, dusts, and fumes; inadequate container labeling; or fire and explosion hazards.

The dust should be collected in a sealed plastic bag and disposed appropriately, according to local laws and regulations.

Do wash before job breaks, before eating, smoking, drinking, or using toilet facilities when handling chemical materials.

BRAZING (See Welding) CHEMICAL MATERIALS - GENERAL (See Legal Aspects)

Do keep work areas clean, uncluttered, and free of spills.

Chemical materials such as solvents, sealers, adhesives, paints, resin foams, battery acids, antifreeze, oils, and grease should always be used with caution, stored and handled with care. They may be toxic, harmful, corrosive, irritating, or highly flammable, causing hazardous fumes and dusts.

Do store according to national and local regulations. Do keep chemical materials out of reach of children.

DON’TS

The effects of excessive exposure to chemicals may be immediate or delayed, briefly experienced or permanent, cumulative, superficial, life threatening, or may reduce life expectancy.

Do not mix chemical materials except under the manufacturer’s instructions; some chemicals can form other toxic or harmful chemicals, releasing toxic or harmful fumes, or be explosive when mixed together.

CLUTCH LININGS AND PADS (See Brake and Clutch Linings and Pads)

Do not spray chemical materials, particularly those based on solvents, in confined spaces, i.e., when people are inside a vehicle.

00-8

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 Do not apply heat or flame to chemical materials, except under the manufacturer’s instructions. Some are highly flammable, and some may release toxic or harmful fumes.

Ensure the cables of mobile electrical equipment cannot get trapped and damaged, such as in a vehicle hoist. In Cases of Electrocution:

Do not leave containers open. Escaping fumes can build up to toxic, harmful, or explosive concentrations. Some fumes are heavier than air and will accumulate in confined areas, pits, etc.

• •

Do not transfer chemical materials to unlabeled containers.

• •

Do not clean hands or clothing with chemical materials. Chemicals, particularly solvents and fuels, will dry the skin, and may cause irritation with dermatitis. Some can be absorbed through the skin in toxic or harmful quantities.

Switch off electricity before approaching victim. If this is not possible, push or drag the victim from the source of electricity using dry non-conductive material. Commence resuscitation if trained to do so. SUMMON MEDICAL ASSISTANCE IMMEDIATELY

EXHAUST FUMES These contain asphyxiating, harmful and toxic chemicals, and particles such as carbon oxides, nitrogen oxides, aldehydes, lead, and aromatic hydrocarbons. Engines should only run under conditions of adequate extraction, or general ventilation, not in confined spaces.

Do not use emptied containers for other materials, except when they have been cleaned under supervised conditions. Do not sniff or smell chemical materials. Brief exposure to high concentrations of fumes can be harmful or toxic.

Diesel Engine Soot, discomfort, and irritation usually give adequate warning signs of hazardous fume concentration.

DUSTS

FIBER INSULATION (See Dusts)

Powder or dusts may be an irritant, harmful or toxic. Avoid breathing dusts from powdery chemical materials, or those arising from dry abrasion operations. Wear respiratory protection if ventilation is inadequate.

Used in noise and sound insulation. The fibrous nature of surfaces and cut edge can cause skin irritation. This is usually a physical, not a chemical effect.

ELECTRIC SHOCK

Precautions should be taken to avoid excessive skin contact through careful organization of work practices and the use of gloves.

Electric shocks can result from the use of faulty electrical equipment or from the misuse of equipment even in good condition.

FIRE (See Welding, Foams, Legal Aspects)

Ensure electrical equipment is maintained in good condition and frequently tested.

Many of the materials found on, or associated with, the repair of vehicles are highly flammable. Some release toxic or harmful fumes if burned.

Ensure flexes, cables, plugs and sockets are not frayed, kinked, cut, cracked, or otherwise damaged. Ensure electric equipment is protected by the correct rated fuse.

Observe strict fire safety when storing and handling flammable materials or solvents, particularly near electrical equipment or welding processes.

Never use electrical equipment or any other equipment which is in any way faulty. The results could be fatal.

Before using electrical or welding equipment, be sure there is no fire hazard present. Have a suitable fire extinguisher available when using welding or heating equipment.

Use reduced voltage equipment for inspection and working lights, where possible.

00-9

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 FIRST AID

Gasoline (Petrol)

Apart from meeting any legal requirements, it is desirable for someone in the workshop to be trained in first aid procedures. Splashes in the eye should be flushed with clean water for at least ten minutes. Soiled skin should be washed with soap and water. Inhalation affected individuals should be removed to fresh air immediately.

CAUTION HIGHLY FLAMMABLE, COMBUSTIBLE. Swallowing can result in mouth and throat irritation; absorption from the stomach can result in drowsiness and unconsciousness. Small amounts can be fatal to children. Aspiration of liquid into the lungs, i.e., through vomiting, is a very serious hazard.

If chemicals are swallowed, consult a doctor immediately with (label) information on material used.

Prolonged or repeated contact with gasoline dries the skin and causes irritation and/or dermatitis. Liquid in the eye causes severe pain.

Do not induce vomiting, unless indicated by manufacturer.

Motor gasoline may contain high quantities of benzene which is toxic upon inhalation; the concentrations of gasoline vapors must be kept very low. High concentrations will cause eye, nose and throat irritation, nausea, headache, depression and symptoms of drunkenness. Very high concentrations will result in rapid loss of consciousness.

FOAMS - POLYURETHANE (See Fire) Used in sound and noise insulation. Cured foams are used in seat and trim cushioning. Follow manufacturer’s instructions. Unreacted components are irritating and may be harmful to the skin and eyes. Wear gloves and goggles. Individuals with chronic respiratory diseases, asthma, bronchial medical problems, or histories of allergic diseases should not work with or near uncured materials. The component’s vapors and spray mists can cause direct irritation and/or sensitivity reactions and may be toxic or harmful. Vapors and spray mists must not be breathed. These materials must be applied with adequate ventilation and respiratory protection. Do not remove respirator immediately after spraying, wait until vapor/mists have cleared. Burning of the uncured components and the cured foams can generate toxic and harmful fumes. Smoking, open flames, or the use of electrical equipment should not be allowed during foaming operations until vapors/mists have completely cleared. Any heat cutting of cured foams or partially cured foams should be conducted with extraction ventilation (see Legal Aspects).

FUELS (See Fire, Legal Aspects, Chemicals - General, Solvents) Used as fuels and cleaning agents.

00-10

Ensure there is adequate ventilation when handling and using gasoline. Great care must be taken to avoid the serious consequences of inhalation in the event of vapor buildup arising from spillages in confined spaces. Special precautions apply to cleaning and maintenance operations on gasoline storage tanks. Gasoline should not be used as a cleaning agent. It must not be siphoned by mouth. Kerosene (Paraffin) Used also as heating fuel, solvent, and cleaning agent.

CAUTION FLAMMABLE Irritation of the mouth and throat may result from swallowing. The main hazard from swallowing arises if liquid aspiration into the lungs occurs. Liquid contact dries the skin and can cause irritation and/or dermatitis. Splashes in the eye may be slightly irritating. In normal circumstances, the low volatility does not give rise to harmful vapors. Exposure to mists and vapors from kerosene at elevated temperatures should be avoided (mists may arise in dewaxing). Avoid skin and eye contact; be sure there is adequate ventilation.

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 Diesel Fuel (Gas-Oil) (See Fuels -Kerosene)

Wear a suitable breathing mask when using sandblasting equipment, working with asbestos based materials, or using spraying equipment.

CAUTION COMBUSTIBLE Gross or prolonged skin contact with high boiling gas oils may cause serious skin disorders, including skin cancer.

GAS CYLINDERS (See Fire) Gases such as oxygen, acetylene, carbon dioxide, argon, and propane are normally stored in cylinders at pressures of up to 137.8 bar (2000 PSI). Great care should be taken in handling these cylinders to avoid mechanical damage to them or the valve gear attached. The contents of each cylinder should be clearly identified by appropriate markings. Cylinders should be stored in well-ventilated enclosures and protected from ice, snow, or direct sunlight. Fuel gases, i.e., acetylene and propane, should not be stored in close proximity to oxygen cylinders. Care should be exercised to prevent leaks from gas cylinders and lines and to avoid sources of ignition.

GLUES (See Adhesive and Sealers) HIGH-PRESSURE AIR, LUBRICATION AND OIL TEST EQUIPMENT (See Lubricants and Greases) Always keep high-pressure equipment in good condition and regularly maintained, particularly joint and unions. Never direct a high-pressure nozzle at the skin, as the fluid may penetrate to the underlying tissue and can cause serious injury.

LEGAL ASPECTS Many laws and regulations make requirements relating to health and safety in the use of materials and equipment in workshops. Workshops should be familiar, in detail, with these laws and regulations.

LUBRICANTS AND GREASES

Only trained personnel should undertake work involving gas cylinders.

GASES (See Gas Cylinder) GAS SHIELDING WELDING (See Welding) GAS WELDING (See Welding) GENERAL WORKSHOP TOOLS AND EQUIPMENT It is essential that all tools and equipment are maintained in good condition and the correct safety equipment used where required. Never use tools or equipment for any purpose other than for which they were designed. Never overload equipment such as hoists, jacks, axle and chassis stands, or lifting slings. Damage caused by overloading is not always immediately apparent and may result in a fatal failure the next time the equipment is used. Do not use damaged, defective tools or equipment, particularly high-speed equipment such as grinding wheels. A damaged grinding wheel can disintegrate without warning causing serious injury. Wear suitable eye protection when using grinding, chiseling, or sandblasting equipment.

00-11

Avoid all prolonged and repeated contact with mineral oils, especially used oils. Gross and prolonged skin contact with used oils contaminated during service, i.e., routine service change sump oils, are more irritating and more likely to cause serious effects, including skin cancer. Wash skin thoroughly after work involving oil. Proprietary hand cleaners may be of value provided they can be removed from the skin with water. Do not use petrol, paraffin, or other solvents to remove oil from the skin. Lubricants and greases may be slightly irritating to the eyes. Repeated or prolonged skin contact should be avoided by wearing protective clothing, if necessary. Particular care should be taken with used oils and greases containing lead. Do not allow work clothing to be contaminated with oil. Dry clean or launder such clothing at regular intervals. Discard oil-soaked shoes. Do not use previously used engine oils as lubricants or for any application where major skin contact is likely to occur. Used oils may only be disposed of in accordance with local regulations.

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 NOISE INSULATION MATERIAL (See Foams, Fiber Insulation)

Solder spillage and filing should be collected and removed promptly to prevent general air contamination by lead.

PAINTS (See Solvents and Chemical Materials - General)

High standards of personal hygiene are necessary in order to avoid ingestion of lead or inhalation of solder dust from clothing.

CAUTION HIGHLY FLAMMABLE Paints can contain harmful or toxic pigments, driers, and other components, as well as solvents. Spraying should only be carried out with adequate ventilation.

SOLVENTS (See Chemical Materials General, Fuels [Kerosene], Fire) Acetone, White spirit, Toluene, Xylene, Trichlorethane.

Two-part or catalyzed paints can also contain harmful and toxic unreacted resins and resin-hardening agents. The manufacturer’s instructions should be followed and the section on resin-based adhesives, isocyanate containing adhesive and foams should be consulted.

Used in cleaning materials, dewaxing, paints, plastics, resins, thinners, etc.

Spraying should preferably be carried out in exhausted ventilated booths, removing vapor and spray mists from the breathing zone. Individuals working in booths should wear respiratory protection. Those doing small-scale repair work in the open shop should wear supplied air respirators.

Skin contact will degrease the skin and may result in irritation and/or dermatitis following repeated or prolonged contact. Some can be absorbed through the skin in toxic or harmful quantities.

PAINT THINNERS (See Solvents)

CAUTION HIGHLY FLAMMABLE

Splashes in the eye may cause severe irritation and could lead to loss of vision. Brief exposure to high concentrations of vapors or mists will cause eye and throat irritation, drowsiness, dizziness, headaches and, in the worst circumstances, unconsciousness.

PRESSURIZED EQUIPMENT (See HighPressure Air, Lubrication and Oil Test Equipment) RESISTANCE WELDING (See Welding) SEALERS (See Adhesives and Sealers) SOLDER (See Welding) Solders are mixtures of metals in which the melting point of the mixture is below that of constituent metals (normally lead and tin). Solder application does not normally give rise to toxic lead fumes, provided a gas/air flame is used. Oxyacetylene flames should not be used, as they are much hotter and will cause lead fumes to be released. Some fumes may be produced by the application of any flame to surfaces coated with grease, etc., and inhalation of these should be avoided. Removal of excess solder should be undertaken with care to ensure fine lead dust is not produced, which can cause toxic effects if inhaled. Respiratory protection may be necessary.

00-12

Repeated or prolonged exposures to excessive, but lower concentrations of vapors or mists, for which there might not be adequate warning indications, can cause more serious toxic or harmful effects. Aspiration into the lungs, i.e., through vomiting, is the most serious consequence. Avoid splashes to the skin, eyes, and clothing. Wear protective gloves, goggles, and clothing if necessary. Ensure good ventilation when in use, avoid breathing fumes, vapors, and spray mists. Keep containers tightly sealed. Do not use in confined spaces. When the spraying material contains solvents, e.g., paints, adhesives, and coatings, use extraction ventilation or personal respiratory protection in the absence of adequate general ventilation. Do not apply heat or flame, except under specific and detailed manufacturer’s instructions.

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 SOUND INSULATION (See Fiber Insulation, Foams) SPOT WELDING (See Welding) SUSPENDED LOADS There is always a danger when loads are lifted or suspended. Never work under an unsupported, suspended, or raised load, e.g., jacked-up vehicle, suspended engine, etc. Always ensure lifting equipment such as jacks, hoists, axle stands, slings, etc., are adequate and suitable for the job, in good condition, and regularly maintained. Never improvise lifting tackle.

applied coatings or contamination of the surfaces being worked on. These gases and fumes may be toxic; inhalation should always be avoided. The use of extraction ventilation to remove the fumes from the working area may be necessary, particularly in cases where the general ventilation is poor, or where considerable welding work is anticipated. In extreme cases where adequate ventilation cannot be provided, supplied air respirators may be necessary. Gas Welding Oxyacetylene torches may be used for welding and cutting; special care must be taken to prevent leakage of these gases, subsequently reducing the risk of fire and explosion. The process will produce metal spatter; eye and skin protection is necessary.

UNDER SEAL (See Corrosion Protection) WELDING (See Fire, Electric Shock, Gas Cylinders) Welding processes include Resistance Welding (Spot Welding), Arc Welding, and Gas Welding. Resistance Welding This process may cause particles of molten metal to be emitted at high velocity; the eyes and skin must be protected. Arc Welding This process emits a high level of ultraviolet radiation which may cause eye and skin burns to the welder and to other persons nearby. Gas-shielded welding processes are particularly hazardous in this respect. Personal protection must be worn and screens used to shield other people. Metal spatter will also occur; appropriate eye and skin protection is necessary.

The flame is bright and eye protection should be used, but the ultraviolet emission is much less than that from arc welding, and lighter filters may be used. The process itself produces few toxic fumes, but such fumes and gases may be produced from coatings on the work, particularly during cutting away of damaged parts. Inhalation of the fumes should be avoided. In brazing, toxic fumes may be released from the metals in the brazing rod. A severe hazard may arise if brazing rods containing cadmium are used. In this event, particular care must be taken to avoid inhalation of fumes; an expert’s advice may be required. SPECIAL PRECAUTIONS MUST BE TAKEN BEFORE ANY WELDING OR CUTTING TAKES PLACE ON VESSELS WHICH HAVE CONTAINED COMBUSTIBLE MATERIALS, I.E., “BOILING” OR “STEAMING OUT” THE INSIDE OF FUEL TANKS.

WHITE SPIRIT (See Solvents) The heat of the welding arc will produce fumes and gases from the metals being welded and from any

00-13

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 TRACTOR IDENTIFICATION TRACTOR IDENTIFICATION DATA The tractor and major components are identified using serial numbers and/or manufacturing codes. The following provides the locations of the identification data. NOTE: Tractor identification data must be supplied when requesting parts or service. Identification data is needed to aid in identifying the tractor if it is ever stolen.

VEHICLE IDENTIFICATION PLATE The vehicle identification plate on the 70 Series, is located inside the right front lower side panel of the hood at 1. The vehicle identification plate on the 70A Series, is located inside the upper right side panel of the hood at 2. Owners should record the information on the sample ID plate. 70-340-31

1 The ID plate is stamped with the following information:

2

TRACTOR NUMBER - Serial number prefixed by the letter “D.” MODEL - Production model code. UNIT - Production unit date code.* ENGINE - Serial number. TRANSMISSION - Serial number. REAR AXLE - Rear axle serial number.

10001276

2

FRONT AXLE - Serial number. HYDRAULIC PUMP - Serial number. HYDRAULIC LIFT - Blank FWD FACTOR - Four-wheel-drive factor. SPECIAL ORDER - Blank

70-340-2193

3

00-14

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 *KEY TO PRODUCTION DATE CODES: The unit heading on the ID plate represents the production date of the tractor. Two types of production date codes are used. One style starts with a numeral (example 4A03B) while the second style starts with a letter (example A0314). The following examples explain each code. Refer to the style code used on the tractor being worked on. Example of Production Unit Code 4A03B: 4

=

Year of production (4 = 1994, 5 = 1995)

A =

Month of year (A = January, B = February, ... H = August, J = September, ... M = December) NOTE: “I” is not used.

03 =

Day of month (03 = third, 04 = fourth, ... 31 = thirty-first)

B =

Shift (A = night, B = day, C = afternoon)

Example of Production Unit Code A0314: A =

Month of year (A = January, B = February, ... H = August, J = September, ... M = December) NOTE: “I” is not used.

03 =

Day of month (03 = third, 04 = fourth, ... 31 = thirty-first)

1

=

Shift (1 = day, 2 = afternoon, 3 = night)

4

=

Year of production (4 = 1994, 5 = 1995)

TRACTOR IDENTIFICATION STAMPING The serial number and identification information, 1, is stamped on the top of the front support.

70-340-32

4

00-15

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 FOUR WHEEL DRIVE (FWD) FRONT AXLE IDENTIFICATION The serial number and axle type for the 70 Series is on the plate, 1, located on the front of the axle housing.

70-340-34

5 The serial number and axle type for the 70A Series is on the plate located on the right rear of the axle housing, 2.

2

10001277

6

00-16

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 ENGINE IDENTIFICATION The engine identification information for the 70 Series, is located on a tag, 1, on the right side of the engine rocker cover.

70-340-33

7 The engine identification information for the 70A Series, is located on a tag, 2, on the top front of the engine rocker cover.

2

70-340-33

8

FUEL INJECTION PUMP IDENTIFICATION NOTE: 70 Series art shown in Figure 9. The serial number and pump information are on the plate, 1, on the pump. NOTE: The plate location differs slightly for all the models.

70-340-2194

9

00-17

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 The following is a key to the identification plate: • • • •

011 = Factory code (Germany) 36202 01323 15194 = Serial number 0400876405 = Supplier order number PES6A95D410RS2835 = Alphanumeric production designation PE = Inline injection pump with camshaft S = Flange-mounted 6 = Number of cylinders A = Size pump (A - 8670 and 8770, P - 8870 and 8970) 95 = Plunger diameter in 1/10 mm (915 mm) D = Pump model (“D” is the latest version of “A” size pumps) 410 = Number code for location of feed pump and governor R = Rotation of pump as seen from drive end (right hand = clockwise) S2835 = Application number (indicates what model New Holland tractor this is used on)

70-340-2195

10

STARTER MOTOR IDENTIFICATION The serial number and starter information are on the plate, 1, on the starter housing.

70-340-2196

11

TRANSMISSION IDENTIFICATION The serial number and type are located on the plate, 1, on the lower right side of the transmission.

70-340-36

12

00-18

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 TANDEM GEAR PUMP IDENTIFICATION The serial number and pump identification information are on the plate, 1, on the pump housing.

70-340-2197

13

AXIAL PISTON PUMP IDENTIFICATION The serial number and pump identification information are on the plate, 1, on the pump housing next to the case drain port.

70-340-2198

14

REAR AXLE IDENTIFICATION The serial number, 1, is stamped on the left side of the PTO boss on the rear axle housing.

70-340-37

15

00-19

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 CAB IDENTIFICATION The serial number is on the certification plate, 1, on the rear crossbar.

70-640-38

16

00-20

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 SERVICE TECHNIQUES GENERAL Clean the exterior of all components before carrying out any form of repair. Dirt and abrasive dust can reduce the efficient working life of a component and lead to costly replacement. Time spent on the preparation and cleanliness of working surfaces will pay dividends in making the job easier and safer and will result in overhauled components being more reliable and efficient in operation. Use cleaning fluids which are known to be safe. Certain types of fluid can cause damage to O rings and cause skin irritation. Solvents should be checked that they are suitable for the cleaning of components and also that they do not risk the personal safety of the user. Replace O rings, seals or gaskets whenever they are disturbed. Never mix new and old seals or O rings, regardless of condition. Always lubricate new seals and O rings with hydraulic oil before installation. When replacing component parts, use the correct tool for the job.

HOSES AND TUBES Always replace hoses and tubes if the cone end or the end connections on the hose are damaged. When installing a new hose, loosely connect each end and make sure the hose takes up the designed position before tightening the connection. Clamps

00-21

should be tightened sufficiently to hold the hose without crushing and to prevent chafing. After hose replacement to a moving component, check that the hose does not foul by moving the component through the complete range of travel. Be sure any hose which has been installed is not kinked or twisted. Hose connections which are damaged, dented, crushed or leaking, restrict oil flow and the productivity of the components being served. Connectors which show signs of movement from the original swaged position have failed and will ultimately separate completely. A hose with a chafed outer cover will allow water entry. Concealed corrosion of the wire reinforcement will subsequently occur along the hose length with resultant hose failure. Ballooning of the hose indicates an internal leakage due to structural failure. This condition rapidly deteriorates and total hose failure soon occurs. Kinked, crushed, stretched or deformed hoses generally suffer internal structural damage which can result in oil restriction, a reduction in the speed of operation and ultimate hose failure. Free-moving, unsupported hoses must never be allowed to touch each other or related working surfaces. This causes chafing which reduces hose life.

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 O RING FLAT FACE SEAL FITTINGS

2. Dip a new O ring seal into clean hydraulic oil prior to installation. Install a new O ring into the fitting and, if necessary, retain in position using petroleum jelly.

When repairing O ring face seal connectors, the following procedures should be observed.

3. Assemble the new hose or tube assembly and tighten the fitting finger tight, while holding the tube or hose assembly to prevent it from turning.

WARNING Never disconnect or tighten a hose or tube that is under pressure. If in doubt, actuate the operating levers several times with the engine switched off prior to disconnecting a hose or tube.

4. Use two suitable wrenches and tighten the fitting to the specified torque according to the size of the fitting. Refer to the following torque chart. NOTE: To ensure a leak-free joint is obtained, it is important that the fittings are not over or under torqued.

1. Release the fittings and separate the hose or tube assembly, then remove and discard the O ring seal from the fitting.

O RING FLAT FACE SEAL FITTING TORQUE VALUES NOMINAL TUBE O.D (mm)

(in.)

6.35

0.250

9.52

DASH SIZE

THREAD SIZE

SWIVEL NUT TORQUE

(in.)

N∙m

Ft. Lbs.

-4

9/16-18

16

12

0.375

-6

11/16-16

24

18

12.70

0.500

-8

13/16-16

50

37

15.88

0.625

-10

1-14

69

51

19.05

0.750

-12

1 3/16-12

102

75

22.22

0.875

-14

1 3/16-12

102

75

25.40

1.000

-16

1 7/16-12

142

105

31.75

1.250

-20

1 11/16-12

190

140

38.10

1.500

-24

2-12

217

160

00-22

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 SEALER SPECIFICATIONS The following sealers should be used as directed in the manual: Anaerobic sealer

LOCTITE GASKET ELIMINATOR 518

RTV silicone sealer

LOCTITE SUPERFLEX 593, 595 or 596 LOCTITE ULTRA BLUE 587 DOW CORNING SILASTIC 732 GENERAL ELECTRIC RTV 103 OR 108

Pipe sealant

PST 592 PIPE SEALANT WITH TEFLON

Thread-locking compound

LOCTITE 271 THREADLOCKER/SEALANT (red)

HARDWARE TORQUE VALUES Check the tightness of hardware periodically. Use the following charts to determine the correct torque when checking, adjusting or replacing hardware on the tractor. IMPORTANT: DO NOT use the values listed in the charts if a different torque value or tightening procedure is specified in this manual for a specific application. Torque values listed are for general use only.

00-23

Make sure fastener threads are clean and not damaged. NOTE: A torque wrench is necessary to properly torque hardware.

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1

MINIMUM HARDWARE TIGHTENING TORQUES IN FOOT POUNDS (NEWTON-METERS) FOR NORMAL ASSEMBLY APPLICATIONS

METRIC HARDWARE AND LOCKNUTS CLASS 5.8

CLASS 8.8

CLASS 10.9

PLATED W/ZnCr

UNPLATED

PLATED W/ZnCr

LOCKNUT CL.8 W/CL8.8 BOLT

23* (2.6)

30* (3.4)

33* (3.7)

42* (4.8)

16* (1.8)

67* (7.6)

79* (8.9)

102* (12)

115* (13)

150* (17)

56* (6.3)

124* (14)

159* (18)

195* (22)

248* (28)

274* (31)

354* (40)

133* (15)

M10

21 (28)

27 (36)

32 (43)

41 (56)

45 (61)

58 (79)

22 (30)

M12

36 (49)

46 (63)

55 (75)

72 (97)

79 (107)

102 (138)

39 (53)

M16

89 (121)

117 (158)

137 (186)

177 (240)

196 (266)

254 (344)

97 (131)

M20

175 (237)

226 (307)

277 (375)

358 (485)

383 (519)

495 (671)

195 (265)

M24

303 (411)

392 (531)

478 (648)

619 (839)

662 (897)

855 (1160)

338 (458)

NOMINAL SIZE

UNPLATED

PLATED W/ZnCr

M4

15* (1.7)

19* (2.2)

M6

51* (5.8)

M8

UNPLATED

NOTE: Torque values shown with * are inch pounds.

IDENTIFICATION HEX CAP SCREW AND CARRIAGE BOLTS CLASSES 5.6 AND UP MANUFACTURER’S IDENTIFICATION

PROPERTY CLASS

HEX NUTS AND LOCKNUTS CLASSES 05 AND UP MANUFACTURER’S IDENTIFICATION

PROPERTY CLASS

00-24

CLOCK MARKING

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1

MINIMUM HARDWARE TIGHTENING TORQUES IN FOOT POUNDS (NEWTON-METERS) FOR NORMAL ASSEMBLY APPLICATIONS

INCH HARDWARE AND LOCKNUTS SAE GRADE 2 NOMINAL UNPLATED SIZE or PLATED SILVER 1/4 5/16 3/8 7/16 1/2 9/16 5/8 3/4 7/8 1

55* (6.2) 115* (13) 17 (23) 27 (37) 42 (57) 60 (81) 83 (112) 146 (198) 142 (193) 213 (289)

SAE GRADE 5

PLATED W/ZnCr

SAE GRADE 8

PLATED W/ZnCr

GOLD

UNPLATED or PLATED SILVER

72* (8.1) 149* (17) 22 (30) 35 (47) 54 (73) 77 (104) 107 (145) 189 (256) 183 (248) 275 (373)

86* (9.7) 178* (20) 26 (35) 42 (57) 64 (87) 92 (125) 128 (174) 226 (306) 365 (495) 547 (742)

112* (13) 229* (26) 34 (46) 54 (73) 83 (113) 120 (163) 165 (224) 293 (397) 473 (641) 708 (960)

GOLD

UNPLATED or PLATED SILVER

LOCKNUTS

PLATED W/ZnCr GOLD

121* (14) 157* (18) 250* (28) 324* (37) 37 (50) 48 (65) 59 (80) 77 (104) 91 (123) 117 (159) 130 (176) 169 (229) 180 (244) 233 (316) 319 (432) 413 (560) 515 (698) 667 (904) 773 (1048) 1000 (1356)

GR.B w/GR5 BOLT

GR.C w/GR8 BOLT

NOMINAL SIZE

61* (6.9) 125* (14) 19 (26) 30 (41) 45 (61) 65 (88) 90 (122) 160 (217) 258 (350) 386 (523)

86* (9.8) 176* (20) 26 (35) 42 (57) 64 (88) 92 (125) 127 (172) 226 (306) 364 (494) 545 (739)

1/4 5/16 3/8 7/16 1/2 9/16 5/8 3/4 7/8 1

NOTE: Torque values shown with * are inch pounds.

IDENTIFICATION CAP SCREWS AND CARRIAGE BOLTS

SAE GRADE 2

SAE GRADE 5

SAE GRADE 8 REGULAR NUTS

SAE GRADE 5 HEX NUTS

SAE GRADE 8 HEX NUTS

LOCKNUTS

GRADE IDENTIFICATION

GRADE IDENTIFICATION

GRADE A NO NOTCHES

GRADE A NO MARKS

GRADE B ONE CIRCUMFERENTIAL NOTCH

GRADE B THREE MARKS

GRADE C TWO CIRCUMFERENTIAL NOTCHES

GRADE C SIX MARKS MARKS NEED NOT BE LOCATED AT CORNERS GRADE A NO MARK GRADE B LETTER B GRADE C LETTER C

GRADE IDENTIFICATION

00-25

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 LUBRICATION New Holland (North America) Adequate lubrication and maintenance on a regular schedule is vital to maintaining your equipment. To ensure long service and efficient operation, follow the lubrication and maintenance schedules outlined in this manual. The use of proper fuels, oils, grease and filters, as well as keeping the systems clean, will also extend machine and component life. IMPORTANT: Always use genuine New Holland replacement parts, oils and filters to ensure proper operation, filtration of engine and hydraulic systems. See your New Holland dealer for additional oil quantities.

RECOMMENDED LUBRICANTS AND COOLANTS Lubricant

Location Used

Type and Description

Part Number

Quart or Gallon Liter or Tube

Oil

Engine and Pivot Points without Grease Fittings, Chains

SAE 30 API CF--2SJ

9613286

1Qt.

Coolant

Engine

Hydraulic Oil

Hydraulic System, Hydrostatic System Front Axle Oil

Hydraulic Oil

Gear Oil

Grease Brake Fluid

SAE 30 API CF--2SJ 9613289 SAE 30 API CF--2SJ 9613366* 5W--30 API SG/CD 9673589DS 5W--30 API SG/CD 9624590* 10W--30 API SG/CD 9613313 10W--30 API SG/CD 9613314 10W--30 API SG/CD 9673508DS 10W--30 API SG/CD 9613358* 10W--30 API SG/CD 9613359* 15W--40 API CF--4 9613290 15W--40 API CF--4 9673730DS 15W--40 API CF--4 9613303 15W--40 API CF--4 9613292 15W--40 API CF--4 9613350* 15W--40 API CF--4 9613351* ESE--M97B18--D, Ethylene Glycol New Hol- FGCC2701DS land Spec. Coolant Concentrate Propylene Glycol Concentrate FGCC2711DS 134D – ESN--M2C134--D 9624450 New Holland Spec. Hydraulic oil

134D – ESN--M2C134--D 134D – ESN--M2C134--D 134D – ESN--M2C134--D Optional, Multi-Seasonal F200 Use, Recommended for Low Temperatures F200 F200 Gearboxes 80W90 EP Gear Oil API GL5 80W90 EP Gear Oil API GL5 80W90 EP Gear Oil API GL5 85W140 EP Gear Oil API GL5 85W140 EP Gear Oil API GL5 85W140 EP Gear Oil API GL5 All Grease Fittings Lithium base EP high temperature Lithium base EP high temperature Mineral Based Oil

* NOTE: Canada Part Numbers ONLY.

00-26

9624451 9613367* 9624785* 86523625DS 86523626DS 86509446* 9613295 9613294 9613375* 9613297 9613296 9613376* 9861804DS 9861804CDS* 1QM6C34A or 86541699DS

2.5 Gal. 4L 1 Qt. 4L 1 Qt. 2.5 Gal. 5 Gal. 1L 4L 1 Qt. 1 Gal. 2.5 Gal. 5 Gal. 1L 4L 1 Gal. 1 Gal. 2.5 Gal. 5 Gal. 4L 10 L 1 Qt. 5 Gal. 20 L 1 Qt. 2.5 Gal. 5L 1 Qt. 2.5 Gal. 4L Tube Tube 1 Qt.

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1 Europe (All Markets Except North America) Adequate lubrication and maintenance on a regular schedule is vital to maintaining your equipment. To ensure long service and efficient operation, follow the lubrication and maintenance schedules outlined in this manual. The use of proper fuels, oils, grease and filters, as well as keeping the systems clean, will also extend machine and component life. IMPORTANT: Always use genuine New Holland replacement parts, oils and filters to ensure proper operation, filtration of engine and hydraulic systems. See your New Holland dealer for oil quantities.

RECOMMENDED LUBRICANTS AND COOLANTS Lubricant

Location Used

Type and Description

Part Number

Oil

Engine and Pivot Points without Grease Fittings, Chains

SAE 30

Ambra Super 30

5W--30 API SG/CD

Ambra Super Gold 5W--30 Ambra Super Gold 10W--30 Ambra Super Gold 15W--40 Ambra Agriflu (50% mix)

10W--30 API SG/CD 15W--40 API CF--4 Coolant

Engine

Hydraulic Oil

Hydraulic System Hydrostatic System Front Axle

Hydraulic Oil

ESE--M97B18--D, Ethylene Glycol New Holland Spec. Coolant Concentrate Propylene Glycol Concentrate 134D – ESN--M2C134--D New Holland Spec. Hydraulic oil

Optional, Multi--Seasonal Use, Recommended for Low Temperatures

134D – ESN--M2C134--D New Holland Spec. Hydraulic oil F200 F200

Gear Oil Grease Brake Fluid

Gearboxes All Grease Fittings

80W90 Lithium base EP high temperature Mineral Based Oil

00-27

Ambra Multi G Transmission Oil Ambra Multi F Transmission Oil Ambra Multi H Transmission Oil Ambra Multi F/10 Transmission Oil Hypoide 90 LS Ambra GR75MD9 Ambra Brake LHM

SECTION 00 -- GENERAL INFORMATION -- CHAPTER 1

00-28

SECTION 10 - ENGINE - CHAPTER 1

SECTION 10 -- ENGINE Chapter 1 -- Engine and Lubrication System CONTENTS Section 10 000

Description

Page

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Grease and Sealants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Cylinder Head Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Camshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Crankshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Manifolds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Cylinder Block Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Timing Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Engine Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Disassembly and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Cylinder Head Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Crankcase Front Cassette Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Parts Affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Removal of Old Style Seal and Installation of the New Cassette Seal . . . . . . . . . . . . . . . . 47 Front Cassette Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

10-1

SECTION 10 - ENGINE - CHAPTER 1 Engine Front Cover and Timing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Connecting Rods, Bearings, Pistons and Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Cylinder Block Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Piston Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Main Bearings, Flywheel and Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Rear Cover Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 Oil Filter Support Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 Engine Timing Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 Engine Compression Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Test Reading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Test Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

10-2

SECTION 10 - ENGINE - CHAPTER 1 SPECIFICATIONS TRACTOR MODEL

8670/8670A

8770*/8770A

8870/8870A

8970/8970A

6 IN-LINE

6 IN-LINE

6 IN-LINE

6 IN-LINE

BORE (in.) (mm)

4.4 111.8

4.4 111.8

4.4 111.8

4.4 111.8

STROKE (in.) (mm)

5.0 127.0

5.0 127.0

5.0 127.0

5.0 127.0

456 7.5

456 7.5

456 7.5

456 7.5

17.5-1

17.5-1

17.5-1

17.5-1

TURBOCHARGED

Yes

Yes

Yes

Yes

INTERCOOLED

No

No*, Yes

Yes

Yes

FIRING ORDER

153624

153624

153624

153624

LOW IDLE SPEED RPM

900 +/- 25

900 +/- 25

815 +/- 25

815 +/- 25

HIGH IDLE SPEED RPM

2305 +/- 25

2305 +/- 25

2305 +/- 25

2305 +/- 25

RATED ENGINE SPEED RPM

2100

2100

2100

2100

PTO HORSEPOWER

145

160

180

210

NO. OF CYLINDERS

DISPLACEMENT (cu in) (L) COMPRESSION RATIO

CYLINDER BLOCK Taper of Cylinder Bore

0.025 mm (0.001″) Repair Limit 0.127 mm (0.005″) Wear Limit

Cylinder Bore Out of Round

0.03 mm (0.0015″) Repair Limit 0.127 mm (0.005″) Wear Limit

Cylinder Bore Diameters

111.778 - 111.841 mm (4.4007 - 4.4032″)

Rear Oil Seal Retainer Bore Diameter

140.77 - 140.87 mm (5.542 - 5.546″)

Block to Head Surface Flatness

0.08 mm (0.003″) in any 152 mm (6″) 0.03 mm (0.001″) in any 25.40 mm (1″)

* Units built after Jan. 1996 are intercooled.

10-3

SECTION 10 - ENGINE - CHAPTER 1 CYLINDER HEAD Valve Guide Bore Diameter

9.469 - 9.495mm (0.3728 - 0.3738″)

Head to Block Surface Flatness

0.03 mm (0.001″) in any 25.4 mm (1″) or 0.08 mm (0.003″) in any 152 mm (6″) section

EXHAUST VALVES Face Angle

44°15′ - 44°30′ Relative to the Head of Valve

Stem Diameter

Std: 9.401 - 9.421 mm (0.3701 - 0.3709″) 0.076 mm (0.003″) Oversize: 9.477 - 9.497 mm (0.3731 - 0.3739″) 0.38 mm (0.015″) Oversize: 9.781 - 9.802 mm (0.3851 - 0.3859″) 0.76 mm (0.030″) Oversize: 10.163 - 10.183 mm (0.4001 - 0.4009″)

Head Diameter

42.88 - 43.13 mm (1.688 - 1.698″)

Stem to Guide Clearance

0.048 - 0.094 mm (0.0019 - 0.0037″)

Lash Clearance (Cold)

0.43 - 0.53 mm (0.017 - 0.021″)

INTAKE VALVES Face Angle

29°15′ - 29°30′ Relative to Head of Valve

Stem Diameter

Std: 9.426 - 9.446 mm (0.3711 - 0.3719″) 0.076 mm (0.003″) Oversize: 9.502 - 9.522 mm (0.3741 - 0.3749″) 0.381 mm (0.015″) Oversize: 9.807 - 9.827 mm (0.3861 - 0.3869″) 0.762 mm (0.030″) Oversize: 10.188 - 10.208 mm (0.4011 - 0.4019″)

Head Diameter

47.37 - 47.63 mm (1.865 - 1.875″)

Stem to Guide Clearance

0.023 - 0.069 mm (0.0009 - 0.0027″)

Lash Clearance (Cold)

0.36 - 0.46 mm (0.014 - 0.018″)

VALVE SPRINGS Number per Valve

1

Installed Height

1.95 - 1.86

Free Length Length, loaded at 27.7 - 31.3 kg (61 - 69 lbs) Length, loaded at 61 - 69 kg (135 - 153 lbs)

60.7 mm (2.39″) 48.26 mm (1.900″) 35.69 mm (1.405″)

NOTE: For engines in service, installed height can be adjusted with use of shims, 0.030″ Part#C5NE-6A526-A

10-4

SECTION 10 - ENGINE - CHAPTER 1 VALVE TIMING Intake Opening

12° Before Top Dead Center

Intake Closing

38° After Bottom Dead Center

Exhaust Opening

48° Before Bottom Dead Center

Exhaust Closing

12° After Top Dead Center

CAMSHAFT LOBE LIFT Intake

8.38 mm (0.330″)

Exhaust

8.38 mm (0.330″)

INSTALLED VALVE RECESSION Intake

0.86 - 1.32 mm (0.034 - 0.052″)

Exhaust

1.17 - 1.65 mm (0.046 - 0.065″)

VALVE INSERTS Counterbore Diameter in Cylinder Head Insert Oversize Exhaust Valve Insert

Intake Valve Seat Insert

0.254 mm (0.010″)

44.17 - 44.20 mm (1.739 - 1.740″)

50.01 - 50.04 mm (1.969 - 1.970″)

0.508 mm (0.020″)

44.42 - 44.45 mm (1.749 - 1.750″)

50.27 - 50.29 mm (1.979 - 1.980″)

0.762 mm (0.030″)

44.68 - 44.70 mm (1.759 - 1.760″)

50.52 - 50.55 mm (1.989 - 1.990″)

VALVE SEATS Exhaust Valve Seat Angle

45°00′ - 45°30′

Intake Valve Seat Angle

30°00′ - 30°30′

Interference Valve Face Angle to Valve Seat Angle

0°30′ - 1°15′

Concentricity With Guide Diameter

0.051 mm (0.002″) Total Indicator Reading Max

Seat Width Exhaust Valve Intake Valve

1.8 - 2.3 mm (0.072 - 0.092″) 1.9 - 2.5 mm (0.078 - 0.098″)

10-5

SECTION 10 - ENGINE - CHAPTER 1 CAMSHAFT IDLER GEAR Number of teeth

47

End Play

0.076 - 0.35 mm (0.003 - 0.014″)

Bushing Inside Diameter

50.813 - 50.838 mm (2.0005 - 2.0015″)

Adaptor Outside Diameter

50.762 - 50.775 mm (1.9985 - 1.9990″)

Backlash with Crankshaft Gear

0.10 - 0.36 mm (0.004 - 0.014″)

Backlash with Camshaft Gear

0.10 - 0.36 mm (0.004 - 0. 014″)

Backlash with Fuel Injection Pump

0.10 - 0.48 mm (0.004 - 0.019″)

CAMSHAFT GEAR Number of Teeth

52

Timing Gear Backlash

0.10 - 0.36 mm (0.004 - 0.014″)

ROCKER ARM SHAFT Shaft Diameter

25.40 - 25.43 mm (1.000 - 1.001″)

Shaft Support Internal Diameter

25.45 - 25.20 mm (1.002 - 1.004″)

ROCKER ARM Inside Diameter

25.48 - 25.50 mm (1.003 - 1.004″)

TAPPETS Clearance to Bore

0.015 - 0.053 mm (0.0006 - 0.0021″)

Tappet Diameter

25.118 - 25.130 mm (0.9889 - 0.9894″)

Tappet Bore Diameter

25.15 - 25.17 mm (0.9900 - 0.9910″)

CAMSHAFT Bearing Journal Diameter

60.693 - 60.719 mm (2.3895 -2.3905″)

Bearing Clearance

0.076 - 0.1270 mm (0.003 - 0.005″)

End Play

0.051 - 0.18 mm (0.0020 - 0.0070″)

10-6

SECTION 10 - ENGINE - CHAPTER 1 CONNECTING RODS Small End Bushing (Internal Diameter)

44.458 - 44.465 mm (1.7503 - 1.7506″)

Big End Bearing Clearance

0.038 - 0.104 mm (0.0015 - 0.0041″)

Clearance Bushing to Piston Pin

0.013 - 0.025 mm (0.0005 - 0.0010″)

Side Float

0.13 - 0.33 mm (0.0050 - 0.0130″)

Maximum Twist

0.30 mm (0.0120″)

Maximum Bend

0.10 mm (0.0040″)

PISTON PIN Outside Diameter

44.44 - 44.62 mm (1.7497 -1.7499″)

PISTONS Skirt to Cylinder Clearance

0.152 - 0.182 mm (0.0060 - 0.0072″)

Taper (Out of Round)

0.063 - 0.127 mm (0.0025 - 0.0050″)

Grading Diameter (at Right Angles to Piston Pin)

111.64 - 111.74 mm (4.3951 - 4.3991″) in increments of 0.0127 mm (0.0005″)

Piston Pin Clearance

0.0127 - 0.0254 mm (0.0005 - 0.0010″) at 21°C (70°F)

Piston Crown to Block Face, 0.0 - 0.3 mm (0.0 - 0.012″) Measure through center line of piston, parallel to crankshaft PISTON RINGS 2 Compression, Top Compression Ring

Location -1st and 2nd from the top of the piston Keystone Tapered With Letter “O” to the Top All Models Straight Face-Inner Step, Internal Chamfer Toward Bottom - Models 8670 and 8770 Keystone Tapered With Letter “O” to the Top Models 8870 and 8970

2nd Compression Ring 2nd Compression Ring 1 Oil Control, Type

Location - Directly above the Piston Pin, Slotted With Expander - All Models

Side Face Clearance to Ring Groove Top Compression Ring 2nd Compression Ring

Keystone - use gauge #FNH00180 - All Models 0.102 - 0.152 mm (0.0040 - 0.0060″) Models 8670 and 8770 Keystone - use gauge #FNH00180 Models 8870 and 8970 0.061 - 0.112 mm (0.0024 - 0.0044″) - All Models

2nd Compression Ring Oil Control Ring Gap Width Top Compression Ring 2nd Compression Ring Oil Control Ring

0.36 - 0.66 mm (0.014 - 0.026″) - All Models 0.36 - 0.66 mm (0.014 - 0.026″) - All Models 0.36 - 0.66 mm (0.014 - 0.026″) - All Models

10-7

SECTION 10 - ENGINE - CHAPTER 1 CRANKSHAFT Main Journal Diameter-Blue -Red

85.631 - 85.644 mm (3.3713 - 3.3718″) 85.644 - 85.656 mm (3.3718 - 3.3723″)

Main Journal Length (except thrust, and rear)

36.96 - 37.21 mm (1.455 - 1.465″)

Thrust Bearing Journal Length

37.06 - 37.11 mm (1.459 - 1.461″)

Rear Bearing Journal Length

37.97 - 38.10 mm1.495 - 1.505″ ()

Main Journal Wear Limits

0.127 mm (0.005″) Maximum

Main and Crankpin Fillet Radius

0.25 mm (0.01″)

Intermediate Bearing Journal Length

36.96 - 37.21 mm (1.455 - 1.465″)

Crankpin Journal Length

42.62 - 42.72 mm (1.678 - 1.682″)

Crankpin Diameter - Blue - Red

69.840 - 69.850 mm (2.749 - 2.7500″) 69.850 - 69.860 mm (2.750 - 2.7504″)

End Play

0.10 - 0.36 mm (0.004 - 0.014″)

Crankpin Out of Round

0.005 mm (0.0002″) Total Indicator Reading

Taper Surface Parallel to Center Line of Main Journal

0.005 mm (0.0002″)

Crankshaft Rear Oil Seal Journal Diameter

122.12 - 122.28 mm (4.808 - 4.814″)

Crankshaft Pulley Journal Diameter

51.788 - 51.808 mm (2.0389 - 2.0397″)

Crankshaft Timing Gear Journal Diameter

52.131 - 52.146 mm (2.0524 - 2.0530″)

Crankshaft Flange Runout

0.038 mm (0.0015″) Max

CRANKSHAFT DRIVE GEAR Number of teeth

26

Installation Temperature

203° C (400° F)

MAIN BEARING Liner length (except thrust liner) Liner Length (thrust liner) Vertical Assembled Bearing Clearance

27.94 - 28.19 mm (1.10 - 1.11″) 39.91 - 39.96 mm (1.453 - 1.455″) 0.055 - 0.117 mm (0.0022 - 0.0049″)

CRANKPIN BEARINGS Liner Length Vertical Assembled Bearing Clearance Bearing Clearance - Service Limit

31.50 - 31.75 mm (1.240 - 1.250″) 0.038 - 0.104 mm (0.0015 - 0.0041″) 0.127 mm (0.005″)

10-8

SECTION 10 - ENGINE - CHAPTER 1 TORSIONAL VIBRATION DAMPENER (FRONT PULLEY) Interference Fit with Crankshaft

0.023 - 0.064 mm (0.0009 - 0.0025″)

Installation Force Required 5000.0 - 9545.5 kg (11,000 - 21,000 lbs) (Coat crankshaft with graphite lubricant prior to installation)

CRANKSHAFT REGRINDING When regrinding a crankshaft, the main and crankpin journal diameters should be reduced the same amount as the undersize bearings used, and the following dimensions apply. The rear end of the crankshaft should be located on the 60° chamfer of the pilot bearing bore. Undersize Bearing Available

Main Journal Diameters

0.051 mm (0.002″)

85.580 - 85.593 mm (3.3693 - 3.3698″)

0.254 mm (0.010″)

85.390 - 85.402 mm (3.3618 - 3.3623″)

0.508 mm (0.020″)

85.136 - 85.148 mm (3.3518 - 3.3523″)

0.762 mm (0.030″)

84.882 - 84.894 mm (3.3418 - 3.3423″)

1.016 mm (0.040″)

84.628 - 84.640 mm (3.3318 - 3.3323″)

Undersize Bearing Available

Crankpin Journal Diameters

0.051 mm (0.002″)

69.789 - 69.799 mm (2.7476 - 2.7480″)

0.254 mm (0.010″)

69.956 - 69.606 mm (2.7400 - 2.7404″)

0.508 mm (0.020″)

69.342 - 69.352 mm (2.7300 - 2.7304″)

0.762 mm (0.030″)

69.088 - 69.098 mm (2.7200 - 2.7204″)

1.016 mm (0.040″)

68.834 - 68.844 mm (2.7100 - 2.7104″)

FLYWHEEL Runout of Clutch Face ( Between Outer Edge of Friction Surface and Mounting Bolt Holes)

0.127 mm (0.005″)

Ring Gear Runout

0.63 mm (0.025″)

OIL PUMP Flow Rate

20 GPM @ 2100 Engine RPM and 20 PSI

Rotor Clearance

0.025 - 0.15 mm (0.001 - 0.006″)

Rotor to Pump Housing Clearance

0.15 - 0.28 mm (0.006 - 0.011″)

Rotor End Play

0.025 - 0.089 mm (0.001 - 0.0035″)

Pump Gear to Camshaft Gear Backlash

0.40 - 0.56 mm (0.016 - 0.022″)

10-9

SECTION 10 - ENGINE - CHAPTER 1 OIL PRESSURE WITH ENGINE AT OPERATING TEMPERATURE Minimum at Low Idle

12 PSI

Rated Engine Speed Minimum Maximum

35 PSI 80 PSI

ENGINE OIL SPECIFICATIONS Engine API CF-4 15W40

ESE-M2C153-E

Use an oil which meets both Ford specification ESE-M2C153-E and API service category CF-4 (preferred), CF-4/SF or CF-4/SG. If API CF-4 oils are not available, the API CE or CE/SF, or CE/SG category may be used. For low temperatures (below -18° C [0° F]), use an SAE 5W-30 SG/CD. Selecting the Right Viscosity To choose the right viscosity grade, one must consider the temperature in which the vehicle will be operated. If regularly operated in temperatures that are consistently above -12° C (10° F), use SAE 15W-40 oil. If regularly operating in temperatures that are below -18° C (0° F), use SAE 5W30. IMPORTANT: Using oil quality and/or viscosity grades other than those recommended may result in engine damage.

ENGINE OIL CAPACITY With Oil Filter

21.3 L (22.5 U.S. qts.)

THERMOSTAT Opening Temperature

81° C (178° F)

Fully Open

95° C (203° F)

WATER PUMP Type

Centrifugal

Drive

Poly V Belt

Coolant Flow at Rated Engine Speed

291.4 L/min (77 U.S. GPM)

FAN BELT Belt Tension

Maintained by Tensioner

10-10

SECTION 10 - ENGINE - CHAPTER 1 VEHICLE COOLING SYSTEM CAPACITIES Engine Only System

21.3 L (22.5 U.S. qts.) 26.5 L (28.0 U.S. qts.) - Models 8870/8870A and 8970/8970A 25 L (26.5 U.S. qts.) - Models 8670/8670A and 8770/8770A

COOLING FLUID The 70 Series and 70A Series before serial number #D423202, antifreeze ESEM97B-18C/D or SSM-97B-9101A (green in color) was used. Mix with an equal amount of clean water and change every 2400 hours or 24 months (whichever occurs first). Change the coolant filter at the same time. The 70A Series after serial number #D423202, the anti-freeze is purple in color. The anti-freeze meets or exceeds the ASTM 06210/6211 and TMC RP 329 standards. It can be mixed with the old anti-freeze but is not recommended because it would dilute the effects of the additives plus create a murky color. Clean water only (only applicable to hot countries where antifreeze is not available). Change coolant and coolant filter every 1200 hours or 24 months (whichever occurs first). IMPORTANT: The new filter contains a measured amount of chemical inhibitor in paste form. The amount of conditioner and the size of the filter element are matched to the cooling capacity of the tractor. It is important that this filter is changed every 1200 hours if total protection of the engine cooling system is to be maintained. The use of a non-approved filter may jeopardize this protection. IMPORTANT: Install a new filter/conditioner in the event of a large coolant loss such as a failed coolant hose. IMPORTANT: Do not replace the filter/conditioner more frequently than specified unless a large coolant loss occurs. IMPORTANT: Anti-leak additives should not be used. The clogging properties of these additives could affect the performance of the filter and conditioner. IMPORTANT: If it becomes necessary to replace the filter before the 1,200 hour change interval, or if less than one-half of the coolant is lost, a filter without a conditioner should be installed. NOTE: In order to reduce deposits and corrosion, water used in the cooling system should not exceed the following limits: Total hardness

300 parts per million

Chlorides

100 parts per million

Sulfates

100 parts per million

10-11

SECTION 10 - ENGINE - CHAPTER 1 TORQUE VALUES The following general nut and bolt installation torque requirements (lubricated) apply to any operation not previously listed.

TORQUE VALUES - INCH HARDWARE

N⋅⋅m

FT LBS

1/ 4

20

11

8

1/ 4

28

11

8

5/ 16

-18

19

14

5/ 16

-24

23

17

3/ 4

- 16

31

23

3/ 4

- 24

45

33

7/ 16

-14

65

48

7/ 16

-20

75

55

1/ 2

- 13

88

65

1/ 2

- 20

102

75

122

90

190

140

9/ 16 5/ 8

-18 -18

TORQUE VALUES - CYLINDER BLOCK PLUGS 1/ 8

- 27 NPT

11

8

1/ 4

- 18 NPT

29.8

22

3/ 8

- 18 NPT

61

45

3/ 4

- 14 NPT

27

20

10-12

SECTION 10 - ENGINE - CHAPTER 1 TORQUE VALUES - VARIOUS Camshaft Gear Bolt Camshaft Gear Plate Bolts Camshaft Idler Drive Gear-to-Block Connecting Rod Bolts Coolant Bypass Tube Rear Clamp Bolt Cover Bolts (Blanks Oil Drilling) Crankshaft Pulley-to-Crankshaft Crankshaft Rear Oil Seal Retainer Initial Tightening Final Tightening Cylinder Head Bolts (with Engine Cold) Exhaust Manifold-to-Cylinder Head Flywheel-to-Crankshaft Front Adaptor Plate-to-Cylinder Block Front Cover Mounting Bolts (See drawing) Injector Attachment Bolts Injector Line Nuts Injection Pump Drive Gear Injection Pump Rear Mounting Bolts Injection Pump-to-Front Adaptor Plate Injection Pump-to-Gear Drive Bolts Injection Timing Gear Access Cover Intake Manifold-to-Cylinder Head Leak-off Tube Banjo Fitting Bolts Main Bearing Bolts Oil Cooler Cover Bolts Oil Filter Cooler/Adaptor to Block Bolts Oil Filter Mounting Bolt Insert Oil Pan Drain Plug Oil Pan-to-Cylinder Block Oil Pickup Tube to Block Oil Pump Drive Gear Rear of Camshaft Oil Pump to Block Self-Locking Screw - Valve Rocker Arm Spin-on Oil Filter Starting Motor-to-Rear Adaptor Plate Thermostat Top Cover Bolts Thermostat/Fan Mount Housing-to-Cylinder Block Bolts Timing Gear Cover Turbocharger-to-Flange Nut Turbocharger-to-Flange Stud. Valve Rocker Cover Bolts Water Pump-to-Cylinder Block

10-13

N⋅⋅m

FT LBS

69 47 237 149 65 31 224

51 35 175 110 48 23 210

12.2 20.3 217 38 244 24 25 23 24 38 38 38 67 38 38 5.4 197 44.7 42 42 41 33 32 70 23 24 20.3 54.2 24 65 38 47.5 11 24 65

9 15 160 28 180 18 18 17 18 28 28 28 50 28 28 4 145 33 31 31 30 25 24 52 17 18 15 40 18 48 28 35 8 18 48

SECTION 10 - ENGINE - CHAPTER 1 GREASE AND SEALANTS Code

Number

Name

A

NLG1 Grade 2

Grease

B

ESF-M1C43-A

Grease-Silicone Light Consistency

C

ESE-M4G194-B

Sealer-Anaerobic Low strength

D

ESE-M4G195-A

Sealer-Silicone

E

SP-M4G9112-A

Sealer-Polyester Urethane

F

SP-M4G9112-C

Sealer-Polyester Urethane

G

ESE-M4G217-A

Sealer-Anaerobic

J

SP-M2G9121-B

Sealer-RTV Silicone rubber

10-14

SECTION 10 - ENGINE - CHAPTER 1 SPECIAL TOOLS (Prior tool numbers, where applicable, are shown in brackets) DESCRIPTION

V.L. CHURCHILL TOOL #

NUDAY TOOL #

CNH (OTC) TOOL #

938

9506

FNH09506

Shaft Protectors

625-A

9212

FNH09212

Step Plate Adaptors

630-S

9210

FNH09210

818

9514

FNH09514

Valve Guide Reamer Kit

(SW-502)

2136

FNH02136

Camshaft Bearings Remover/Installer Handle

SW-24A N6261-A

1255 1442

FNH01225 FNH01442

Water Pump Seal Replacer

N/A

4672

FNH04672

Connecting Rod Bushing Removal Installation

N/A

N/A

FNH 00035 OTC 134-00002

Crankshaft Seal Replacer Front Seal (non-cassette style) Rear Seal

630-16 FT 6212

N/A 1301

T87T-6019-A FNH 01301

Front Cassette Crankshaft Seal Remover Installer

N/A N/A

N/A N/A

380000212 NH01417

Valve Guide Seal Grinder for new Seals

N/A

N/A

Ring Groove Wear Gauge

N/A

N/A

FNH00180

Compression Test Adapter

N/A

N/A

FNH00882

Universal Pressure Kit

N/A

N/A

FTC213312

Master Fitting Kit

N/A

N/A

FTC61682

Torque Angle Indicator

N/A

N/A

OEM7415

Push/Puller

Bushing Kit

10-15

CNH297669

SECTION 10 - ENGINE - CHAPTER 1 DESCRIPTION OF OPERATION This chapter provides an overview of all the engine systems used on the 70 and 70A Series tractors. A general troubleshooting section is included in this chapter. Once the particular system causing the concern is identified, more detailed troubleshooting can be found in the appropriate system’s section of this manual.

model is a 6-cylinder turbocharged, having a bore of 111.8 mm (4.4″) and a stroke of 127 mm (5.0″) which generates a displacement of 456 cu. in. Increased power levels of the various models from the base engine are achieved by tailored fuel systems and the addition of an intercooler. While of similar dimensions, internal components on the higher horsepower models are stronger to withstand greater stresses. General engine specifications are in the chart below.

All engines used on the 70 and 70A Series tractors are of similar design, and many service procedures are common throughout the range. Each engine

TRACTOR MODEL

8670/8670A

8770*/8770A

8870/8870A

8970/8970A

6 IN-LINE

6 IN-LINE

6 IN-LINE

6 IN-LINE

BORE (in.) (mm)

4.4 111.8

4.4 111.8

4.4 111.8

4.4 111.8

STROKE (in.) (mm)

5.0 127.0

5.0 127.0

5.0 127.0

5.0 127.0

456 7.5

456 7.5

456 7.5

456 7.5

17.5-1

17.5-1

17.5-1

17.5-1

TURBOCHARGED

Yes

Yes

Yes

Yes

INTERCOOLED

No

No*, Yes

Yes

Yes

FIRING ORDER

153624

153624

153624

153624

LOW IDLE SPEED RPM

900 +/- 25

900 +/- 25

815 +/- 25

815 +/- 25

HIGH IDLE SPEED RPM

2305 +/- 25

2305 +/- 25

2305 +/- 25

2305 +/- 25

RATED ENGINE SPEED RPM

2100

2100

2100

2100

PTO HORSEPOWER

145

160

180

210

NO. OF CYLINDERS

DISPLACEMENT (cu in) (L) COMPRESSION RATIO

* Units built after Jan. 1996 are intercooled.

10-16

SECTION 10 - ENGINE - CHAPTER 1

70-110-1853

1

10-17

SECTION 10 - ENGINE - CHAPTER 1

70-110-1842

2 Left Side View (70 Series) 1. 2. 3. 4.

Turbocharger Engine oil filter Engine oil dipstick Engine oil filler cap

5. 6. 7.

10-18

Coolant expansion chamber Air conditioning compressor Coolant conditioning filter

SECTION 10 - ENGINE - CHAPTER 1

70-110-1843

3 Right Side View (70 Series) 1. 2. 3. 4. 5.

Radiator Alternator Bosch inline fuel injection pump Throttle control cable Fuel shutoff solenoid

6. 7. 8. 9. 10.

10-19

Fuel filter element Starter motor Diesel fuel hand priming pump Muffler Dry air filter

SECTION 10 - ENGINE - CHAPTER 1

50015837

4 Left Side View (70A Series) 1. 2. 3. 4.

Turbocharger Engine oil filter Engine oil dipstick Engine oil filler cap

5. 6. 7.

10-20

Coolant expansion chamber Air conditioning compressor Coolant conditioning filter

SECTION 10 - ENGINE - CHAPTER 1

50015835

5 Right Side View (70A Series) 1. 2. 3. 4. 5.

Radiator Alternator Bosch inline fuel injection pump Throttle control cable Fuel shutoff solenoid

6. 7. 8. 9. 10.

10-21

Fuel filter element Starter motor Diesel fuel hand priming pump Muffler Dry air filter

SECTION 10 - ENGINE - CHAPTER 1 CYLINDER HEAD ASSEMBLY

CONNECTING RODS

The cylinder head incorporates valves and springs with the valve rocker arm shaft assembly bolted to the cylinder block through the cylinder head. Cylinder head retaining bolts are evenly spaced with a six-point pattern around each cylinder. This ensures an even clamping load across the cylinder head area.

The wedge- or teepee-shaped connecting rods are designed to reduce the reciprocating weight at the piston end and provide increased bearing area at the piston pin. The connecting rods are assembled as a matched set to each engine attached to the crankshaft by means of insert-type copper/lead or aluminum tin alloy bearings.

The intake and exhaust manifolds are bolted to the head. The intake manifold is mounted on the right-hand side of the engine with the injectors mounted outside the rocker cover. The exhaust manifold is mounted on the left-hand side of the engine, water outlet connections and thermostats being attached to the front of the cylinder block directly behind the radiator.

The small end of the connecting rod is fitted with a replaceable bronze bushing, through which a free-floating piston pin is fitted. The steel pin is held in place within the piston by two snap rings.

Valve guides are integral in the cylinder head and valves with oversized stems are available in service. All valves are fitted with positive valve rotators, with both intake and exhaust valves using umbrella-type oil seals. Valve lash is maintained by adjustment of the self-locking adjusting screw mounted at each of the rock arms.

PISTONS Pistons of increased weight and strength are constructed of an aluminium silicon alloy with an iron insert for the top ring and on the Models 8870 and 8970 the second ring. The combustion chamber is recessed into the piston crowns. Each piston has two compression rings and one oil control ring to reduce friction and increase positive sealing. All rings are located above the piston pin.

MANIFOLDS

CAMSHAFT ASSEMBLY The camshaft runs in 5 replaceable bearings. The camshaft drive gear is in mesh and driven by the camshaft idler gear and crank shaft timing gear. Camshaft end thrust is controlled by a thrust plate bolted to the block and located between the camshaft gear and the front camshaft journal. A helical gear is mounted on the rear of the camshaft and drives the engine oil lubrication pump mounted forward of the flywheel.

CRANKSHAFT ASSEMBLY The crankshaft assembly is made of steel and is supported in the cylinder block by 7 main bearings. End thrust is controlled by a thrust bearing incorporated in the center main bearing of the crankshaft. A crankshaft dampener to control torsional vibration is fitted externally to the crankshaft to ensure smooth running. Front and rear crankshaft oil seals are a one-piece design for long life and durability.

10-22

The intake manifold is aluminum and is a plenum type to provide better flow into the engine. Opposing manifolds ensure minimum heat transfer to the intake manifold. The intake manifold is tapped for an ether cold starting aid.

CYLINDER BLOCK ASSEMBLY The cylinder block is an alloy cast iron with deep cylinder skirts and water jackets for cooling the cylinders. The cylinder bores are machined integral with the cylinder block during the manufacturing process. They can be bored oversize for the fitment of sleeves or oversized pistons, which are available in Parts.

TIMING GEARS The crankshaft timing gear is heated and press fitted onto the front of the crankshaft to a high degree of accuracy during manufacturing. This enables precise timing to be maintained during the life of the engine. The crankshaft drives the camshaft idler gear which is attached to the front of the cylinder block. The idler gear then drives the camshaft and the injection pump via meshing helical gears.

SECTION 10 - ENGINE - CHAPTER 1

70-130-1844

6

ENGINE LUBRICATION The lubrication of the engine is maintained by a rotor-type 22 GPM oil pump mounted in the rear of the engine block, 1, forward of the flywheel on the left-hand side of the engine.

70-130-1845

7

10-23

SECTION 10 - ENGINE - CHAPTER 1 The oil pump is driven from the rear of the camshaft and draws oil from the oil pan through a suction tube and screen assembly.

70-130-1846

8 A spring-loaded regulating valve is integral with the oil filter base, 1, mounted on the left-hand side of the engine block. The spring, 3, and valve, 2, are accessed by removing a retaining plug, 4. The spin-type oil filter mounted on the left-hand side of the engine is easily accessible. Oil flows from the filter to the main oil gallery which runs the length of the cylinder block and intersects the camshaft follower chamber.

70-130-1847

9 The main gallery also supplies oil to the crankshaft main bearings, connecting rods, big end and small end bearings. The underside of the the pistons and pins are lubricated by oil pressure jets mounted adjacent to each main journal housing. The camshaft gear bushing is pressure lubricated through a drilled passage from the front main bearing. The gear has small oil passages machined on both sides allowing excess oil to escape.

70-130-1848

10

10-24

SECTION 10 - ENGINE - CHAPTER 1 Timing gears are lubricated by splashed oil from the cam follower chamber and the pressure lubricated camshaft drive gear bushing.

70-110-1849

11 An intermittent flow of oil is directed to the valve rocker arm shaft assembly via a drilled passage in the cylinder block. This is located vertically above #1 camshaft bearing, 1, and aligns to a hole in the cylinder head. The rotation of the camshaft allows a controlled intermediate flow of lubrication.

70-110-1850

12 The turbocharger is supplied with oil from the oil filter support housing mounted on the left-hand side of the engine.

70-110-1851

13

10-25

SECTION 10 - ENGINE - CHAPTER 1 NOTE: 70 Series art shown in Figure 14. The fuel injection pump is pressure lubricated from a port, 1, on the right-hand side of the engine block. This passage intersects the #3 main bearing supply gallery.

70-110-1852

14

10-26

SECTION 10 - ENGINE - CHAPTER 1 TROUBLESHOOTING Correct diagnosis of a problem is much easier to find by following a series of systematic troubleshooting sequences. It is important to observe any symptoms that the tractor may have along with warning lights and specific error codes that may appear on the instrument cluster.

PROBLEM Engine does not develop full power

Engine knock

IMPORTANT: Before making a repair, it is important to investigate the problem thoroughly to ensure a suitable correction without repeat failures. The following table lists the problems and their possible causes with recommended action.

POSSIBLE CAUSE

CORRECTION

Clogged air cleaner

Clean or renew element

Fuel line obstructed

Clean

Faulty injectors

Clean and reset

Incorrect valve lash adjustment

Check and reset

Burnt, worn, or sticking valves

Replace valves with new or oversize and/or machine the valve guide bores.

Blown head gasket

Check head flatness and fit new gasket

Incorrect fuel delivery

Check injectors and pump

Low compression

Renew piston rings or rebore/resleeve as necessary

Diluted or thin oil

Check crankshaft bearings for damage, change as required. Drain and refill with specified oil and renew filter. Determine cause of dilution

Insufficient oil supply

Check oil level and top up as necessary. Overhaul or renew pump as necessary. Check oil filter is not clogged

Low oil pressure

Overhaul pump or relief valve as necessary

Excessive crankshaft end play

Install new thrust bearing liner

Flywheel or ring gear runout excessive

Skim flywheel or fit new ring gear

Excessive connecting rod or main bearing clearance

Install new bearing inserts and/or regrind crankshaft

Bent or twisted connecting rods

Renew connecting rods

Crankshaft journals out of round

Regrind crankshaft and fit oversized bearing inserts

Excessive piston to cylinder bore clearance

Rebore/resleeve block and fit new pistons

Excessive piston ring clearance

Fit new pistons and rings

10-27

SECTION 10 - ENGINE - CHAPTER 1

PROBLEM Engine knock (continued)

Engine overheats

POSSIBLE CAUSE

CORRECTION

Broken rings

Fit new rings, check bore and pistons for damage

Excessive piston pin clearance

Fit new piston and/or pin

Piston pin retainer loose or missing

Install new retainer and/or bore/pistons for damage

Excessive camshaft play

Install new thrust plate

Imperfections on timing gear teeth

Renew timing gear

Excessive timing gear backlash

Renew timing gear

Hose connection leaking or collapsed

Tighten hose connections, renew hose if damaged

Radiator cap defective or not sealing

Renew radiator cap

Radiator leakage

Repair/renew radiator

Improper fan belt tension

Check automatic tensioner or belt stretch

Radiator fins restricted

Clean with compressed air

Faulty thermostat

Renew thermostat

Internal engine leakage

Check for source of leakage, renew gasket or defective parts

Water pump faulty

Overhaul water pump

Exhaust gas leakage into cooling system

Renew cylinder head gasket, check head for damage or distortion

Coolant aeration

Tighten all connections and check coolant level is correct. Ensure cylinder head gasket has not blown

Cylinder installed

head

gasket

improperly

check

Renew cylinder head gasket

Hot spot due to rust and scale or clogged water jackets

Reverse flush entire cooling system

Obstruction to radiator air flow

Remove the obstruction

Extended engine idling

Do not allow the engine to idle for long periods

Oil cooler tube blocked

Clean

Radiator core tubes blocked

Check free flow

Engine oil pressure low

Top up as necessary

10-28

SECTION 10 - ENGINE - CHAPTER 1

PROBLEM Low oil pressure

POSSIBLE CAUSE

CORRECTION

Wrong grade oil

Drain and refill with the correct grade of oil

Blocked oil pump sump screen

Clean pump screen

Oil pressure relief valve faulty

Fit new relief valve

Oil pump worn

Renew oil pump

Excessive oil pump rotor and shaft assembly clearance

Overhaul pump

Excessive main or connecting rod bearing clearance

Install new bearing inserts and/or regrind crankshaft

Engine oil level too high

Reduce oil level

External oil leaks

Renew gasket and seals where necessary. Check mating surfaces for damage or distortion

Worn valve guides or bores

Renew

Cylinder head gasket leaking

Renew gasket. Check head for damage or distortion

Oil loss past the piston rings

Renew rings and/or rebore sleeve block as necessary

Oil cooler leaks

Repair/renew oil cooler assembly

Engine tends to keep firing after the engine is shut off

Air cleaner dirty or restricted

Clean or renew element

Oil pressure warning light fails to operate

Bulb burnt out

Renew bulb

Warning light pressure switch faulty

Renew pressure switch

Warning light circuit faulty

Check and renew wiring

Faulty temperature sender

Renew sender switch

Incorrect or faulty thermostat

Renew thermostat

Faulty water temperature gauge

Renew temperature gauge

Oil leak on compressor or turbine side of turbocharger

Overhaul turbocharger

Exhaust leak on exhaust side of turbocharger

Fit new gasket

Air cleaner dirty or restricted

Clean

Excessive fuel delivery

Overhaul injection pump and injectors

Excessive oil consumption

Engine fails to reach normal operating temperature

Excessive smoke

exhaust

Oil leak on turbocharger

compressor

10-29

side

of

Overhaul turbocharger

SECTION 10 - ENGINE - CHAPTER 1 DISASSEMBLY AND REPAIR Dismantle the engine by referring to the following removal procedure. Refer to the “Specifications” section as necessary. NOTE: All gaskets, seals, and O rings must be replaced with new ones upon reassembly. Where new sealant is to be applied, refer to ‘‘Specifications.” If the engine is to be removed as an assembly, the hood will need to be removed. Refer to Section 90, Chapter 2. For engine removal refer to Section 21, Chapter 2. NOTE: The cylinder head can be removed with the engine installed in the tractor.

70-110-1854

15

To remove the cylinder head only, remove the hood and engine upper frame as a complete assembly. For this procedure, refer to Section 90, Chapter 2.

CYLINDER HEAD Removal 1. Close the engine coolant shutoff valves, 1, then disconnect and plug the heater hoses (where fitted).

70-140-289

16 2. Drain the coolant from the radiator using the drain tap, 1, on the bottom of the radiator. Remove radiator top hose.

70-140-211

17

10-30

SECTION 10 - ENGINE - CHAPTER 1 3. Drain the coolant from the block using the drain plug, 1, on the left-hand side of the engine.

70-140-212

18 4. Disconnect and remove injector lines, 1, and leak-off lines, 2, from the fuel injectors and injection pump (cap all exposed openings).

70-110-1855

19 5. Disconnect and remove the rocker cover ventilation tube. 6. Remove the fan belt, 1.

70-510-851

20

10-31

SECTION 10 - ENGINE - CHAPTER 1 7. Remove the turbocharger oil pressure and return lines, turbocharger hardware, and turbocharger assembly. Ensure all openings are capped to prevent dirt ingress.

70-110-1857

21 8. Remove the thermostat housing, 1, and water pump housing, 2. NOTE: Remove the water pump connector from the engine cylinder head.

70-110-1858

22 NOTE: 70 Series art shown in Figure 23.

1

9. Remove the fuel filter assembly and fuel shutoff solenoid, 1.

70-540-849

23

10-32

SECTION 10 - ENGINE - CHAPTER 1 10. Loosen and remove the inlet and exhaust manifold bolts, and remove manifolds, 1, and 2, and gaskets, 3.

70-110-1860

24 NOTE: Any tractor with the crankcase ventilation kit, or any tractor with the crankcase ventilation kit installed, must have the filter removed from the valve cover and never to be used.

1

3

2

11. Remove the crankcase ventilation kit by removing the oil return tube, 1, removing the clamp and hose, 2, and removing the 2 bolts holding the oil separator housing, 3.

50015838

25 12. Remove the rocker cover and gasket.

70-120-1861

26

10-33

SECTION 10 - ENGINE - CHAPTER 1 13. Loosen the rocker shaft retaining bolts (which also serve as head bolts) evenly and alternately, and remove the rocker shaft assembly. NOTE: Leave bolts in the rocker shaft supports during removal, as they retain the support on the shaft. Remove pushrods in turn, and place in a numbered rack to maintain the same position for reassembly. 70-120-1862

27 14. Remove the remaining cylinder head bolts, working inwards from the end of the cylinder head, alternately to the center of the cylinder head. Remove the cylinder head.

70-120-1863

28

10-34

SECTION 10 - ENGINE - CHAPTER 1

70-120-1864

29 1. 2. 3. 4. 5. 6.

Keepers Spring retainer Seal Spring Inlet valve Exhaust valve

7. 8. 9. 10. 11.

Spring Seal Spring retainer Spring rotator Keepers

Disassembly 1. Using a valve spring compressor, 1, remove the valve keepers, 2, springs, 3, seals and rotators, and place in a numbered rack. 2. Clean the cylinder head, and remove carbon deposits from around the valve heads.

70-120-1865

30

10-35

SECTION 10 - ENGINE - CHAPTER 1 Inspection and repair, cylinder head 1. Cylinder head core plugs if discolored (rusty) or leaking require changing. Before fitting new plugs, remove all old sealer from the cylinder head. Apply sealant G, see ‘‘Specifications,” to the new plug mating faces, and drive the new plugs into location. Core plugs required: 6 off, in the top, and 1 off, in the rear of the cylinder head. 5 off, in the intake face. Scrape all gasket surfaces, clean and wash cylinder head in a suitable solvent, also cleaning valve guide bores. NOTE: Be sure all fuel injector washers have been removed prior to cleaning.

TOP

SIDE

70-120-1866

31

2. Inspect cylinder head for nicks and burrs on mating face. Remove them using a suitable abrasive, and ensure faces are clean after repair. 3. Using a straightedge, 1, and feeler gauges, 2, check that flatness of the cylinder head in all directions does not exceed: 0.03 mm (0.001″) in any 25.4 mm (1″), or 0.127 mm (0.005″), overall limit. If the cylinder head has been resurfaced, determine if all head bolt faces will seat by placing the cylinder head, less gasket, on the cylinder block, and installing bolts finger tight. Ensure rocker shaft supports are fitted with long bolts. Using a feeler gauge, check clearance between the underside of bolt heads and cylinder head or rocker shaft support. If a 0.25 mm (0.010″) or more feeler gauge can be inserted under the bolt head, the bolt has bottomed; therefore, the cylinder block thread must be increased using a 9/16-13 UNC-2A thread tap. Identify the bolt heads, and be sure they are reinstalled in the bolt holes they were checked in.

10-36

70-120-1867

32

SECTION 10 - ENGINE - CHAPTER 1 Valve Inserts NOTE: Refacing the valve seat should always be coordinated with refacing the valve to ensure a compression tight fit. 1. Examine the valve seat inserts and reface if pitted, renew if loose, or damaged. 2. To install a new valve insert, the cylinder head must be counter bored, as described in the following chart. The new insert must be chilled in dry ice prior to installation. Valve Seat Specifications. 1, Valve seat angle: Intake = 30.0 - 30.30° Exhaust = 45.0 - 45.30° 2, Valve seat width: Intake = 1.9 - 2.4 mm (0.078 - 0.098″) Exhaust = 1.8 - 2.3 mm (0.072 - 0.092″) 3, Valve Head Face to Cylinder Head Face Depth: Intake = 0.86 - 1.32 mm (0.034 - 0.052″) Exhaust = 1.2 - 1.6 mm (0.047 - 0.065″) NOTE: Valve inserts of 0.25 mm (0.010″) and 0.5 mm (0.020″) oversize on diameter are sometimes installed during manufacture. Cylinder heads with oversize inserts are stamped so10/os, so20/os, on the exhaust manifold side in line with the valve seat concerned.

70-120-1868

33

3. Check the width of the valve seat inserts, and as required, reface by grinding to dimensions.

Insert Oversize

Counterbore Diameter in Cylinder Head Exhaust Valve Insert

Intake Valve Seat Insert

0.254 mm (0.010″)

44.17 - 44.20 mm (1.739 - 1.740″)

50.01 - 50.04 mm (1.969 - 1.970″)

0.508 mm (0.020″)

44.42 - 44.45 mm (1.749 - 1.750″)

50.27 - 50.29 mm (1.979 - 1.980″)

0.762 mm (0.030″)

44.68 - 44.70 mm (1.759 - 1.760″)

50.52 - 50.55 mm (1.989 - 1.990″)

10-37

SECTION 10 - ENGINE - CHAPTER 1 4. Measure the concentricity of valve seats, 2, using a dial indicator, 1, and measure concentricity of seat to the valve guide bore. Total Indicator Reading should not exceed 0.051 mm (0.002″). 5. Use a seat cutter to correct any seat eccentricity or clean up any pits and grooves. Be sure after any rework that seat width is within specified limits.

70-120-1869

34 6. Rotate a new or refaced valve in the seat using engineering blue; ensure all the blue is transferred to the valve head protrusion. If any blue remains below or around the seat, raise or lower the seat accordingly in the following manner: 1. Lower the valve seats by removing material from the top of the seat, 1, using a 30° grinding wheel for exhaust valves and a 15° grinding wheel for intake valves. 2. Raise the valve seats by removing material from the bottom of the seat, 2, using a 60° grinding wheel for exhaust valves, and a 45° grinding wheel for intake valves.

70-120-1870

35

Valve Identification 1) Valve land edge 2) Valve head 3) Valve face angle 4) Valve face 5) Valve stem 6) Valve tip/foot

70-120-1871

36

10-38

SECTION 10 - ENGINE - CHAPTER 1 Valve Guides 1. Using a telescopic gauge, 1, and micrometer, 2, measure the valve guide bore clearance and ensure it does not exceed: 0.023 - 0.069 mm (0.0009 - 0.0027″), on the intake valve stem, 0.048 - 0.094 mm (0.0019 - 0.0037″), on the exhaust valve stem. NOTE: Production cylinder heads may have one or more machined, oversize valve guide bores, or valves installed, 0.38 mm (0.015″). Such cylinder heads have 15 or VO15OS stamped on the cylinder head exhaust manifold side, adjacent to the valve concerned.

2

70-120-1872

37

2. Using a suitable reamer, ream out the valve stem guide with three reamer and pilot combinations as follows: 0.076 mm (0.003″) oversize reamer, and standard diameter pilot. 0.38 mm (0.015″) oversize reamer, and 0.076 mm (0.003″) oversize pilot. 0.76 mm (0.030″) oversize reamer, and 0.38 mm (0.015″) oversize pilot. NOTE: When going from a standard valve stem to an oversize, always use reamers in sequence.

Valve Springs 1. Checked on a flat surface, squareness should not exceed 1.52 mm (0.060″) between the square and the spring at the top edge. Check the length of valve springs on both free length and loaded length. Free length = 60.7 mm (2.39″) Installed length = 47 - 49.6 mm (1.86 - 1.95″) Loaded length = 48.26 mm (1.9″) using a weight of 28.31 kg (61.96 lbs) Loaded length = 35.69 mm (1.4″) using a weight of 61 - 69 kg (135 - 153 lbs) Be sure the valve spring retainer locks are in good condition, and replace if worn or damaged.

10-39

70-120-1873

38

SECTION 10 - ENGINE - CHAPTER 1 Valve Stem Seals Rework 1. Remove and disassemble the cylinder head. 2. Clean the cylinder head, and remove any carbon deposits from the valves. 3. Lubricate the valve guide bores with penetrating oil.

20021945

39 4. Adjust the valve stem cutting tool #CNH297669 to allow 113.5 mm (4.46″) of guide to protrude from the inner cutting edge to the tip of the guide.

113.5 mm (4.46″″) 20021946

40 5. Place the cylinder head on to a clean, flat piece of steel approximately the size of the cylinder head. Position the cylinder head squarely onto the bed of a pillar drill and adjust to allow the valve stem cutting guide to enter the valve guide bore. Securely clamp the cylinder head to the pillar drill bed.

20021947

41

10-40

SECTION 10 - ENGINE - CHAPTER 1 6. Select a drill speed of 180 - 200 RPM. 7. Start the drill and slowly lower the cutting tool into the valve guide bore. 8. Continue cutting until the tool “bottoms out” on the steel plate below the cylinder head. The cutting tool will only cut the required amount to allow fitment of the valve stem seal. 9. Wash the cylinder head to remove all debris.

20021948

42

10-41

SECTION 10 - ENGINE - CHAPTER 1 CYLINDER HEAD REASSEMBLY 1. Insert the valves into the guide bores from which they were removed, and lap with a suitable paste, ensure all traces of paste are removed after lapping. Remove any sharp edges from the end of the valve stems and the collet retaining areas. Lubricate components with clean engine oil on reassembly. 2. Put protective sheath over the valve stem. Push the new seal down over the valve stem and into position. 3. Use a spring compressor to reassemble the valves, valve springs, retainers, rotators and keepers. Rocker Shaft Reassembly 1. Check the rocker shaft for signs of wear or damage on internal and external diameters respectively. If not to specification, replace with new. If reused, before reassembly, clean thoroughly in solvent making sure all oil passages are clear. 2. Position the shaft identification groove forwards and upwards. This ensures oil grooves and holes face downwards. 3. Assemble rocker shaft support with long head bolts, ensuring springs and spacers are reassembled.

70-120-1874

43

Rocker Shaft Installation 1. Inspect rocker arm adjusting screws, 1, and pushrod ends of the rocker arm, 1, including the ball end of the screws for nicks, damage, or excessive wear. 2. Also inspect the inside diameter of the rocker arm for damage or wear. If any of these characteristics are not to specification, replace with new parts. 3. Check the ends of the pushrods, 3, for damage or wear. If not to specification, or pushrods were found not to be straight during dismantling, install new rods. 4. Coat all components with clean engine oil prior to assembly, and insert each pushrod, 3, into its original position, ensuring each ball end is seated in its cam follower, 2. NOTE: Do not attempt to straighten bent pushrods, replace with new ones.

10-42

70-120-1875

44

SECTION 10 - ENGINE - CHAPTER 1 Installation Installation of the cylinder head assembly and components is the reverse of the removal procedure, observing the following: NOTE: A new design head gasket has been introduced in production and is available through service parts. The laminated steel gasket can easily be identified by the small hollow rivets as shown. This gasket combined with new head bolts and new torque angle tightening process, explained in this bulletin, will extend the long-term durability of this component seal. Effective from engine serial #846528.

20004197

45

The new laminated head gasket REPLACES the previous level and must be used in conjunction with the revised cylinder head bolts and the torque angle tightening process. The new bolts can be identified by the longer threaded section, although their overall length remains unchanged. NOTE: When fitting the new gasket on 7.5 liter engines, prior to engine serial #846528, the new cylinder head bolts must be used. IMPORTANT: Do not attempt to apply the torque angle tightening procedure to previous level cylinder head bolts, as this may result in damage to the threads of the cylinder block.

PARTS Prev. #

Qty.

82850515

1

83982127

Description

Qty.

Current #

Comments

Gasket, head

1

87801753

Turbo-charged engine

1

Gasket, head

1

87801752

Non turbo-charged engines

87801209

19

Bolt, short

19

87802206

All

87801208

7

Bolt, long

7

87802207

All

NOTE: 87801209 was replaced by 87801691 and then by 87802206. 87801208 was replaced by 87801690 and then by 87802207.

10-43

SECTION 10 - ENGINE - CHAPTER 1 1. Install the new head gasket and lower the cylinder head into place, while ensuring the gasket remains in position. NOTE: Lubricate bolts prior to assembly. 2. Torque the cylinder head bolts according to steps 3 to 6 below in the numbered sequence shown.

70-120-1863

46 3. Tighten all bolts in sequence to a torque of 55 N⋅m (40 ft lbs).

20004199

47 4. Tighten all bolts in sequence to a new torque of 95 N⋅m (70 ft lbs).

20004200

48

10-44

SECTION 10 - ENGINE - CHAPTER 1 5. Using a torque angle indicator, special tool OEM #7415 or equivalent, tighten ALL bolts in sequence by 90° IN A SINGLE STROKE.

20004201

49 6. Further tighten the long bolts which secure the rocker shaft, by a further 45° IN A SINGLE STROKE, in the bolt number sequence 1, 2, 3, 4, 5, 6, 7, 8.

20004202

50

ADDITIONAL INFORMATION IMPORTANT: Head bolts #87802206 and #87802207 are fully interchangeable with the previous 9/16″ design 3-cylinder, 4-cylinder, and pre-genesis 6-cylinder engines. Continue to torque the new headbolts to the old method in these engines with older conventional style head gaskets. 7. Install the intake gasket and intake manifold. The intake manifold bolts are to be refitted and torqued to 38 N⋅m (28 ft lbs). 20004203

51

10-45

SECTION 10 - ENGINE - CHAPTER 1 8. Adjust valve lash setting with each piston in turn at Top Dead Center and rockers free to move. Intake Valve Lash: 0.36 - 0.46 mm (0.014 - 0.018″) Exhaust Valve Lash: 0.43 - 0.53 mm (0.017 - 0.021″) NOTE: Valve lash is to be set only when the engine is cold. 9. Install the injectors with new seat washers, cork seals, and torque to 23 N⋅m (17 ft lbs). 10. Install the injector and leak-off lines with new washers, and torque the leak-off banjo bolts to 10 N⋅m (8 ft lbs). NOTE: Hold the leak-off plastic tubing when tightening to prevent the pipes from pivoting during torque up. 11. Install the exhaust manifold gasket and exhaust manifold. NOTE: Ensure exhaust manifold gaskets are fitted correctly to suit profile of exhaust ports. NOTE: The exhaust manifold bolts are to be refitted and torqued to 38 N⋅m (28 ft lbs).

10-46

70-120-1877

52

SECTION 10 - ENGINE - CHAPTER 1 CRANKCASE FRONT CASSETTE SEAL To improve the durability of the front crankshaft seal, a cassette type seal has been introduced. Effective at engine serial #901908, the new cassette seal was incorporated into production. The new cassette seal is fully interchangeable with the prior level seals.

BSC1132A

53

PARTS AFFECTED Previous Qty Part # 87800695 1

Description Front Crankshaft Seal

1

Current 87802236

ADDITIONAL INFORMATION The cassette seal can ONLY be fitted with the aid of the new special tool NH01417, 1, following the revised installation instructions. This new tool will be shipped automatically from OTC to Service Excellence Dealers. Non-Service Excellence Dealers who want to order this new tool may call OTC at 1--800--533--0492 to place an order.

54

REMOVAL OF OLD STYLE SEAL AND INSTALLATION OF THE NEW CASSETTE SEAL 1. Remove the crankshaft pulley using the Tool FNH09539 or suitable equivalent.

50015852

55

10-47

SECTION 10 - ENGINE - CHAPTER 1 2. Remove the drive key, 1.

56 3. Withdraw the wear sleeve, 1, seal, 2, and O ring, 3. NOTE: When removing oil seal, protect the flange of the crankshaft with a cloth. Use a long screwdriver to pry out the seal.

57 4. Clean all the parts and install a new O ring, 1.

58

10-48

SECTION 10 - ENGINE - CHAPTER 1 5. Carefully remove the dust shield from the cassette seal. NOTE: It is important that the shield is removed.

BSC1126A

59 Cassette Seal, 1, separated from dust shield, 2.

BSC1127A

60 6. Using fingers push the inner section of cassette seal forward.

BSC1128A

61

10-49

SECTION 10 - ENGINE - CHAPTER 1 7. Position the cassette seal, 1, on the installation Tool NH 01417, 2.

1

2

BSC1129A

62 8. Locate tool onto end of crankshaft.

BSC1130A

63 9. Tighten bolt to press seal into end cover. IMPORTANT: Only tighten the bolt sufficiently to ensure face of tool touches face of end cover.

BSC1131A

64

10-50

SECTION 10 - ENGINE - CHAPTER 1 10. Re-install shield, 1, onto the seal.

BSC1132A

65 11. Install the wear sleeve. Gently push the sleeve, 1, over the crankshaft and into the seal. NOTE: Do not coat the wear sleeve or seal with oil.

66 12. Install the drive key, 1.

BSC1133A

67

10-51

SECTION 10 - ENGINE - CHAPTER 1 13. Install the front crankshaft pulley using the T-bar Tool FNH09506, 1, or suitable equivalent.

1

14. Refill the engine with oil as specified.

68

10-52

SECTION 10 - ENGINE - CHAPTER 1 FRONT CASSETTE SEAL REMOVAL NOTE: Removal can be with the engine in the frame with the seal remover tool #380000212, 1.

1

1. Raise the hood of the tractor.

20021949

69 2. Remove the two bolts,1, holding the fan guard on the right side of the engine. Remove the fan guard. Repeat this step for the left side fan guard.

1

50015840

70 3. Remove the injector pump return spring,1, on the right side of the engine. Remove the two bolts, 2, holding the lower front side shield on the right side of the tractor. Remove the side shield.

1

50015841

2

2 71

10-53

SECTION 10 - ENGINE - CHAPTER 1 4. Remove the bolt, 1. Remove the two bolts, 2, holding the lower front side shield on the left side of the tractor. Remove the side shield.

1

50015844

2 72

5. Remove the fan, 1.

1

50015846

73 6. Remove the fan belt, 1.

70-510-851

74

10-54

SECTION 10 - ENGINE - CHAPTER 1 7. Remove the fan shroud.

50015848

75 8. Remove the bracket, 1, holding the hydraulic oil cooler hoses in front of the radiator.

1

50015842

76 9. Remove the smaller bracket, 1, holding the hydraulic oil cooler hoses behind the radiator. Push the hydraulic oil hoses towards the right frame rail.

1

50015849

77

10-55

SECTION 10 - ENGINE - CHAPTER 1 10. Remove the crankshaft pulley bolt and washer. Thread the crankshaft pulley bolt back into the crankshaft without the washer. 11. Remove the crankshaft pulley using tool #FNH09506 or a suitable tool.

50015850

78 12. Remove the dust shield, 1, from the seal using a blade screwdriver working it around the edge.

BSC1132A

79 13. Remove the drive key, 1.

BSC1133A

80

10-56

SECTION 10 - ENGINE - CHAPTER 1 14. Remove the wear sleeve, 1.

81 15. Install the foam ring #380000401, 1, onto the crankshaft and then install the seal remover tool #380000212, 2, by inserting the thin edge of the three legs into the outer seal housing. Turn the center screw to make the tool snug.

2 1

NOTE: Be sure the legs of the tool are all the way out against the seal housing. 16. Remove the cassette seal from the engine block by turning the center screw. 17. For installation of the cassette seal see Crankshaft Front Cassette Seal on page 48 beginning with step 4.

10-57

20021949

82

SECTION 10 - ENGINE - CHAPTER 1 ENGINE FRONT COVER AND TIMING GEAR Removal 1. Remove the fan belt and tensioner, and withdraw the bolt and washer from the crankshaft pulley. 2. Using puller 9539 or FHN09539 and shaft protector 9212 or FHN09212, remove the pulley, spacer, and O ring from the shaft. 3. Drain the engine oil, and remove the oil pan. 4. Withdraw the retaining bolts, and remove the front cover and gasket.

50015852

83

NOTE: The crankshaft timing gear, 1, should not be removed. The gear is heat shrunk onto the crankshaft and aligned to the crankshaft no. 1 pin to 0.10 mm (0.004″). 5. Before removing the timing gears, use a dial indicator or feeler gauge to measure the backlash between each set of gears.

70-120-1879

84 6. Rotate the gears and check the backlash using a feeler gauge, 1, or dial indicator at four equal points on the gears. Renew if the backlash exceeds the following: Backlash to crankshaft gear: 0.15 - 0.46 mm (0.006 - 0.018″) Backlash to camshaft gear: 0.15 - 0.46 mm (0.006 - 0.018″) Backlash to fuel injection pump gear: 0.10 - 0.53 mm (0.004 - 0.021″) 70-110-1880

85

10-58

SECTION 10 - ENGINE - CHAPTER 1 Camshaft Drive Gear 1. Pry the camshaft gear, 3, using a lever, 1, away from the thrust plate. Using a dial indicator, 4, or feeler gauge, check the clearance to 0.076 - 0.35 mm (0.002 - 0.007″); if outside of limits, fit a new camshaft thrust plate, 2. 2. Remove the camshaft idler gear retaining bolt, gear, and adaptor from the block, then remove the camshaft gear bolt and disassemble. Inspection and Repair of Gears 1. Wash the gears using a suitable solvent, and examine gear teeth for wear, burrs, or scratches. Minor marks can be removed using a fine abrasive; thoroughly clean before reassembly.

70-110-1881

86

2. Be sure the camshaft idler gear adaptor is free from obstruction and the bushing is not damaged. The camshaft key and keyway should be checked for damage and repaired as required. Installation 1. Position piston no. 1 at Top Dead Center, install the spacer, key, and camshaft gear, 1, and tighten to 69 N⋅m (51 ft lbs). 2. Install the camshaft idler gear, 2, to the block, align timing marks and torque to 237 N⋅m (175 ft lbs). 3. The front oil seal should be replaced every time the front cover is removed. Drive out the old seal using a punch, taking care not to damage the front cover. 4. Apply a new seal using a suitable lubricant, and drive the seal into the rear of the front cover using tool #630-16, alternatively use tool #T87T-6019-A, and drive the seal into position from the front of the cover. 5. Position gasket on the front cover plate.

10-59

70-110-1882

87

SECTION 10 - ENGINE - CHAPTER 1 6. Install the front cover, ensuring alignment with dowel pins. Use the retaining bolt sequence and torque the bolts to: 5/16″-18 UNC bolts tighten to 18 - 24 N⋅m (13 18 ft lbs). 3/8″-16 UNC bolts tighten to 34 - 41 N⋅m (25 30 ft lbs). 7. Lubricate the crankshaft, fitting a new O ring first, slide the pulley spacer over the key. Place the pulley onto the crankshaft and push fully home, tightening the securing bolt to 284 N⋅m (210 ft lbs). 8. Apply sealer D or J (see “Specifications”) to the front and rear housing joints, fitting a new gasket to the oil pan, and torque the bolts to 38 N⋅m (28 ft lbs). 9. Replace the engine coolant and oil; fill to the correct levels using fluids specified in the “Specifications” section.

OIL PAN Removal 1. Drain engine oil through the oil pan plug and remove the dipstick. 2. Remove the oil pan bolts, then lower to the ground. Inspection and repair Clean gasket material from the sump face, clean the sump in a suitable solvent, inspect the sump for cracks, damage, or damaged sump face. Installation Installation is the reverse of removal, but with the following requirements: 1. Be sure the block face is clean and free of gasket material. Install a new gasket on the front cover and oil pan. Be sure that sealer is applied to the front plate and rear oil seal return joints. 2. Position the oil pan, and install a bolt at each corner finger tight to hold in position. Install the remaining bolts and torque to 33 N⋅m (25 ft lbs).

10-60

70-110-1884

88

SECTION 10 - ENGINE - CHAPTER 1 CONNECTING RODS, BEARINGS, PISTONS AND RINGS Removal NOTE: The connecting rods and pistons can be removed with the engine installed after removal of the cylinder head and oil pan sump. 1. With the cylinder head removed, clean off any ridge from the top of the cylinder bores with a ridge remover to enable removal of the pistons. This is essential if old pistons are to be reused, as failure to do so could result in ring land damage.

70-110-1885

89

2. With the piston at the bottom of the stroke, remove the end cap bolts, cap, and bearing liner. Using the handle end of a hammer, push the piston assembly out through the top of the block and remove the liner from the connecting rod. 3. Turn the crankshaft again, and repeat the process for the remaining pistons. NOTE: Bearing caps and liners must be kept with their respective connecting rods. 4. Remove piston pin snap rings from each side of the piston and remove the pin. Using an expander, remove the piston rings.

70-110-1886

90

10-61

SECTION 10 - ENGINE - CHAPTER 1 5. Ensure each piston and rod assembly remains matched together for reassembly into the cylinder block. Inspection and Repair 1. Clean the piston and connecting rod assembly in a suitable solvent, and inspect for damage to ring lands, skirts, or pin bosses. 2. Check the connecting rod components for damage, and place in an alignment fixture to check for distortion, and ensure that any distortion is within specification as follows.

70-110-1887

Maximum Twist 0.30 mm (0.012″) Maximum Bend 0.10 mm (0.004″) 3. Check the piston pin bushing for damage or wear in the following manner:

91

Measure the outside diameter of the piston pin, and inside diameter of the connecting rod bushing, to the following: Piston Pin Outside Diameter Turbocharged: 44.442 - 44.447 mm (1.7497 - 1.7499″) Connecting Rod Bushing Internal Diameter Turbocharged: 44.460 - 44.467 mm (1.7504 - 1.7507″) Connecting Rod Bushing Replacement 1. Use tool, 1, #FNH00035, and press out the old bushing, 2, using the removal fixture. Press fit a new bushing through the fixture using the installation detail and into the connecting rod, 3. After fitting a new bushing, be sure all sharp edges and burrs are removed. NOTE: Be sure the split, 4, in the small end bushing is at right angles to the centerline of the connecting rod. Connecting rods should only be changed as matched sets. 2. Where special tooling is not available for the removal or fitment of the connecting rod bushing, a standard bushing can be fitted in the following manner. 3. Place the connecting rod securely in a bench press. From suitable bar stock, manufacture a press tool with the end face ground at an angle to suit the connecting rod bushing side face. Position the tool on the bushing, and gently drive the bushing from its position. Manufacture a guide to assist alignment of the bar stock during this operation.

10-62

70-110-1888

92

SECTION 10 - ENGINE - CHAPTER 1

70-110-1889

93 Connecting Rod Bushing Installation 1. 2. 3. 4. 5. 6. 7.

Washer Collar Installation Insert 1 Bushing Installation Insert 2 Pins Fixture

8. 9. 10. 11. 12. 13. 14.

Connecting Rod Facing Up Remover Insert 1 Remover Insert 2 Remover Insert 3 Connecting Rod Location Washer Location Plate

4. A new bushing can then be fitted in a similar manner, by using a suitable piece of bar stock, with an end face machined flat to suit the standard parallel bushing. Use a guide as described, and gently drive in the new bushing into the connecting rod. 5. After installation, grind the side faces of the new bushing to match the side faces of the connecting rod. Be sure all sharp edges are removed and loose chippings are cleaned from the connecting rod before reassembly into the engine. 6. Drill an oil hole through the new bushing with a 4.6 mm (0.187″) drill bit. Use the existing oil hole of the connecting rod as a guide. 7. Use an expanding reamer to obtain the correct bushing to piston pin clearance (refer to “Specifications.” Remove burrs and chippings before refitting.

70-110-1890

94

10-63

SECTION 10 - ENGINE - CHAPTER 1

70-110-1891

95

CYLINDER BLOCK OVERHAUL 1. Cylinder block plugs and senders must be replaced if leaking or rusty. Clean the old sealant off the block and fit new plugs with sealer. The above diagram refers to the front and left-hand side of the cylinder block. NOTE: New part mating faces and threads should be coated in sealant, refer to ‘‘Specifications” in this chapter. Assemble in the following manner:

Switch, 2, torque to 24 - 34 N⋅m (18 - 25 ft lbs). Use sealant, E. Plug, 3, torque to 68 - 95 N⋅m (50 - 70 ft lbs). Use sealant, F. Plug, 4, drive in to block. Plug, 5, torque to 24 - 34 N⋅m (18 - 25 ft lbs). Use sealant, E. Plug, 6, torque to 27 - 47 N⋅m (20 - 35 ft lbs). Use sealant, E.

Plug, 1, torque to 8 - 14 N⋅m (6 - 10 ft lbs). Use sealant, C.

70-110-1892

96 2. The above diagram refers to the rear and right-hand side of the block. Plug, 1, torque to 24 - 34 N⋅m (18 - 25 ft lbs). Use sealant E. Plug, 2, torque to 8 - 14 N⋅m (6 - 10 ft lbs). Use sealant, E.

10-64

Oil jets, 3, replace with new if damaged, apply engine oil only on reassembly -- Do not use sealant. Plug, 4, torque to 54 - 81 N⋅m (40 - 60 ft lbs). Plug, 5, drive into block. Use sealant, G. Plug, 6, drive into block. Use sealant, G.

SECTION 10 - ENGINE - CHAPTER 1 Cylinder Bore 1. Check the cylinder bore for scuffing or rings around the ring travel area. Irregularities can be felt by running a finger over the surface. To check out-of-roundness, wear, or taper, use a telescopic gauge. Measure lengthwise: A to B and C to D and compare dimensions, variances between the readings will indicate ‘‘taper.” Measure crosswise: C to D and compare dimensions lengthwise. A to B variances will indicate an out-of-round condition. Specifications: Taper of cylinder bore: repair limit - 0.025 mm (0.001″) wear limit - 0.127 mm (0.005″) Cylinder bore out of round: repair limit - 0.03 mm (0.0015″) wear limit - 0.127 mm (0.005″) Cylinder bore diameter: 111.778 - 111.841 mm (4.4007- 4.4032″) 2. Where only minor imperfections exist and bores are to specification, hone the bores prior to installing new piston rings, provided piston to bore clearance does not exceed 0.165 mm (0.0065″). 3. If cylinder bores are outside the specification, they should be bored or honed to fit the next oversize piston. The finished bore size can be determined by measuring piston diameter at right angles to the piston pin and adding the appropriate piston to bore clearance. 4. Oversize pistons available: 0.10 mm (0.004″) 0.51 mm (0.020″) 0.76 mm (0.030″) 1.0 mm (0.040″) 5. Bores to take 0.10 mm (0.004″) oversize pistons need only be honed using a rigid hone with a grit size of 150 - 220. Clean thoroughly after boring and honing. 6. Sleeving of the cylinder expedient when:

bores

becomes

----

Oil consumption is high due to porosity. Replacing sleeves, installed in service. Cylinder bore is damaged beyond reboring limits. NOTE: When reconditioning engines equipped with sleeves, use only standard or 0.1016 mm (0.004″) oversize pistons.

10-65

70-110-1893

97

SECTION 10 - ENGINE - CHAPTER 1 Sleeving - Boring and Honing 1. Measure the outside diameter, 1, of the sleeve in several places, and average the dimension. Counterbore the cylinder block (see step 2) using the average dimension to obtain a press fit between bore and sleeve. Interference of sleeve to the cylinder bore is to be 0.025 - 0.076 mm (0.001 - 0.003″). 2. Counterbore to a depth of 209 mm (8.26″), from the block face, surface finish of the bore is not to exceed (80 microns). Leave a step at the bottom of the bore a minimum of 4.572 - 5.080 mm (0.180 - 0.200″), allowing for runout of chamfers. 3. Bore through diameter to the diameter of 114.3 - 116.0 mm (4.454 - 4.456″). 4. Clean the cylinder bores and dry thoroughly. 5. Grease the sleeve with ESA-MIC75-B or similar, and press the sleeve home to the lip in the bore. The top of the sleeve should protrude through the top of the block: 0.127 - 1.0 mm (0.005 - 0.040″). 6. Bore the sleeve to 110.00 - 111.76 mm (4.3985 - 4.400″). 7. Skim the block face and top of sleeves to achieve the specified flatness of: 0.08 mm (0.003″) in any 152 mm (6″) 0.03 mm (0.001″) in any 25.4 mm (1″) A chamfer in the internal diameter at the top of the sleeve of 45° x 0.5 mm (0.020″) should be maintained to prevent piston damage on reassembly. 8. Break the sharp edge at the bottom of the sleeve prior to honing. 9. Hone the cylinder bore to: Grade A, 111.77 - 111.98 mm (4.4007 - 4.4015″) Grade B, 111.98 - 112.19 mm (4.4015 - 4.4023″) NOTE: Surface finish to be an average of 20 to 30 microns, crosshatched at 35 - 55°. Maximum Taper: 0.025 mm (0.001″) through to bottom of the bore. Maximum Ovality: 0.038 mm (0.0015″)

10-66

70-110-1894

98

SECTION 10 - ENGINE - CHAPTER 1 Reassembly NOTE: Replaced pistons must be of the same type that were removed and have the same identification letters and numbers as embossed on the underside of the old piston. 1. Upon reassembly with the piston at Top Dead Center, ensure the piston to block height is correct using a dial indicator. Deck height should be 0.00 - 0.30 mm (0.000 - 0.012″) above. 2. Check the piston to bore clearance in the following manner: a. Measure the cylinder bore diameter crosswise, then measure piston diameter at right angles to the piston pin. b. Subtract piston diameter from the bore diameter and the resultant figure should be 0.152 - 0.178 mm (0.006 - 0.007″).

70-110-1895

99

NOTE: Pistons are available as standard and oversize; new pistons should always be fitted if the clearance exceeds specification. c. If clearance is “greater,” try a similar new piston; if limit is still exceeded, measure remaining cylinder bores and pistons and establish greatest clearance. Based on the highest figure, rebore to take the next oversize piston. d. If the clearance is ‘‘less,” hone bore to obtain desired clearance. 3. Lubricate all of the components with engine oil, and assemble the connecting rod and piston with the letter or grade mark, 1, on the piston, aligned to the pip, 2, on the connecting rod. Install the piston pin and retainers.

70-110--1896

100

10-67

SECTION 10 - ENGINE - CHAPTER 1 4. Using a feeler gauge in the vertical position, check the piston ring gap width at the top, middle, and bottom of the bore: 0.36 - 0.66 mm (0.014 - 0.026″), Top compression ring. 0.36 - 0.66 mm (0.014 - 0.026″), 2nd compression ring. 0.36 - 0.66 mm (0.014 - 0.026″), Oil control ring.

70-110-1897

101 5. Ensure the correct expander, 1, is used to remove or install rings, 2.

70-110-1898

102 6. Use gauge #FNH00180 to check Keystone ring lands for wear. Using a new piston ring, 1, check with a feeler gauge, 2, the gap between the ring and groove on pistons: 0.102 - 0.152 mm (0.0040 - 0.0060″), 2nd compression ring - Models 8670 and 8770 0.061 - 0.112 mm (0.0024 - 0.0044″), Oil control ring - All Models 7. Install the piston rings, but note the following. NOTE: Before installing new pistons and rings into a used cylinder bore, remove the high polish from the cylinder walls by honing, as previously described.

10-68

70-110-1899

103

SECTION 10 - ENGINE - CHAPTER 1 8. Install top, 1, and second compression rings, 2, with the word “top” towards the top of the piston. Ensure the ring gaps are staggered a minimum of 120° from each other on the diameter, and with no gap on the thrust side of the piston. NOTE: The 170 and 190 horsepower engines use an iron insert for the top Keystone ring, 1. The 210 and 240 horsepower engines use an iron insert on the top two Keystone rings, 2.

70-110-1900

104

PISTON ASSEMBLY INSTALLATION 1. Select the correct bearing liners as in the following crankshaft section, and install in the rod and cap. Be sure the liner tang locates in the slots of the rod and cap. 2. Turn the crankshaft to position no. 1 crankpin at the bottom of the stroke, and lubricate all parts with new engine oil. Using a ring compressor, 2, and a soft drive, 1, slide pistons into bores, ensuring grade letter on pistons is towards the front of the engine. 3. Be sure the connecting rod bearing liner seats on the crankpin with the bearing cap fitted to the connecting rod as a matched assembly. Fit new bolts lubricated with oil, and tighten to a torque value of 149 N⋅m (110 ft lbs).

70-110-1901

105

4. Using feeler gauges, check the side clearance of each connecting rod to crankshaft, 0.13 - 0.33 mm (0.005 - 0.013″) and continue for remaining assemblies. 5. Refit the oil pump tube/screen and oil pan as previously described, refill engine oil and coolant, run the engine and check for leaks.

70-110-1902

106

10-69

SECTION 10 - ENGINE - CHAPTER 1 MAIN BEARINGS, FLYWHEEL AND CRANKSHAFT NOTE: Replaceable bearing liners are installed in production to ensure correct crankshaft journal to bearing clearance is maintained in service. The main bearings can be overhauled with the engine in the tractor. The crankshaft can only be serviced after removal from the tractor. Main Bearing Removal 1. Remove the oil pan to gain access to the crankshaft. Remove the main bearing cap from the journal to be repaired and install only one set at a time. Leave the remainder securely in place. NOTE: A liner removal tool can be fabricated from a 25 mm (1″) x 1/8″ split pin; flatten and bend the head to conform to the angle of the oil passage in the crankshaft. 2. Install the bearing liner removal tool in the crankshaft journal oil passage. Turn the crankshaft counterclockwise until the tool forces the bearing out of the cylinder block.

25 mm (1″″)

70-110-1903

7.9 mm (0.31″″)

107 Inspection and Repair Thoroughly clean bearing liners, journals, and caps; inspect for wear, scores, or damage; replace as required. Installation 1. Coat all parts in new engine with oil, prior to assembly. Position the bearing cap with locking tang towards the camshaft side of the engine, and fit the bolts; tighten evenly to 190 - 203 N⋅m (140 - 150 ft lbs). 2. If a new thrust bearing liner is installed, bearing must be aligned as described in the crankshaft portion of this chapter.

10-70

SECTION 10 - ENGINE - CHAPTER 1 Flywheel Removal 1. To gain access to the flywheel, separate the engine to transmission. Refer to Section 21, Chapter 2, “Separating the Engine From the Transmission.” 2. Prior to removal, using a dial indicator, 1, rotate the flywheel, 2, and measure to specification 0.127 mm (0.005″) Total Indicator Reading. If not to specification, check crankshaft to flywheel seating. Inspection and Repair 1. Inspect the flywheel ring gear; if damaged, repair in the following manner: a. Cut old ring gear free from the flywheel. b. Clean the mating surfaces of the new ring gear and flywheel. 2. Use temperature indicating crayons to mark the side face of the ring gear in six equal places, mark with a 204° C (400° F) crayon at a point 13 mm (0.5″) below the root of the teeth, and mark with a 212° C (450° F) crayon at a point just below root of the teeth. 3. Use an oxyacetylene torch with a tip size of no. 2 maximum, and direct the flame against the internal face of the gear. 4. Quickly place the hot gear on the flywheel with flat face against the shoulder on the flywheel. The gear to flywheel runout should be checked using a dial indicator, and should not exceed a Total Indicator Reading of 0.63 mm (0.025″). Installation Clean the crankshaft rear flange and mating surface of the flywheel, and install the flywheel. Torque the bolts to 244 N⋅m (180 ft lbs).

10-71

70-110-1904

108

SECTION 10 - ENGINE - CHAPTER 1 REAR COVER PLATE NOTE: To improve sealing at the rear of the engine, an improved crankshaft rear seal carrier and seal carrier gasket has been introduced. Effective from engine serial number: 783958, date code 8D08, a revised seal carrier was introduced into production with a slotted hole, 2, to enable the alignment of the seal carrier with the oil pan. Effective from serial #806633, date code 8J10, an improved gasket was introduced into production.

20002921

109 Improved sealing and gasket positioning is achieved using a rubber-coated metal gasket, 1. Further improvement to the sealing at the base of the seal carrier has been achieved by the encapsulated sealer on the open ends of the gasket, 2. The seal carrier and gasket are fully interchangeable with the previous level and should be changed as a set. Part #

Qty.

Description

Current Part #

81876599

1

Seal Carrier Crankshaft Rear Oil Seal (stamped steel oil pan)

87801619

81865591

1

Gasket Crankshaft Rear Oil Seal Retainer

87801610

20002922

110

Removal 1. To gain access to the engine oil pump, camshaft gear, or end of crankshaft, remove the oil pan as previously described, and the rear cover. Split the tractor - see Section 21, Chapter 2, “Separating the Engine From the Transmission.” 2. With the rear of the engine exposed, loosen and remove the 12 attaching bolts, 1, and gently pry off the cover plate. 3. Remove the crankshaft oil seal, and check for damage, or distortion around the sealing faces. 70-110-1905

111

10-72

SECTION 10 - ENGINE - CHAPTER 1 Installation Turn the engine upside down. 1. Ensure the rear block face is clean and free of the old sealer. 2. Install the new gasket to the seal carrier and align with the bolt holes. Use grease to retain the gasket. NOTE: Do not apply sealer to this gasket. 3. Install the seal carrier and loosely install all the bolts.

70-110-1906

4. Apply a liberal coating of clean engine oil on a new oil seal, 1; position the rear seal over the end of the crankshaft. Locate tool, 2, #FNH 01301 on the end of the crankshaft using the three attaching bolts. Tighten evenly and squarely until the seal is fully seated.

112

As an alternative, the rear crankshaft oil seal can be installed using the following installation tool: •





Apply a liberal coating of clean engine oil to the rear seal, retainer seal, and journal. Mount a new seal on the crankshaft, then bolt tool #FT6212, 2, to the crankshaft end, and install the new seal squarely. Secure the center stock of the tool to the crankshaft flange with two screws. Assemble the cylinder end plate to the center stock, and secure with nut and washer. Tighten the nut until the outer diameter of the tool abuts the retainer. The tool must not be over tightened, as stress and distortion could be imposed on the retainer. Remove the tool after assembly and check the crankshaft seal runout.

10-73

70-110-1907

113

SECTION 10 - ENGINE - CHAPTER 1 NOTE: The first seal replacement should be pushed into the retainer with the plain end of the tool, and subsequent seals with the stepped end of the tool, which will reposition seal 1.52 mm (0.060″) further in. 5. Place a straight edge along the rear of the engine block above the seal carrier, 1. 6. Use the bolt in the slotted hole, 2, to orient the seal carrier to ensure correct alignment with the base of the block, 3. The seal carrier must be parallel to the base of the block. Hand tighten this bolt.

20002923

7. Hand tighten the remaining bolts, ensuring the seal carrier is still correctly aligned, parallel to the base of the block.

114

8. Fully tighten the twelve bolts, in sequence 16 - 23 N⋅m (12 - 17 ft lbs).

70-110-1908

115 9. With the new crankshaft seal installed, place a dial indicator, 1, on the end of the crankshaft, and ensure seal runout is within 0.51 mm (0.020″) Total Indicator Reading.

1

70-110-1909

116

10-74

SECTION 10 - ENGINE - CHAPTER 1 OIL PUMP Removal NOTE: The oil pump can only be removed with the engine split from the transmission, and the flywheel, back plate, engine oil pan, and oil pump tube removed. 1. Prior to pump removal, be sure pump gear to camshaft gear backlash does not exceed 0.40 0.56 mm (0.016 - 0.022″). 2. Loosen and remove the camshaft gear to expose the oil pump, detach the three pump mounting bolts, and withdraw the pump from the block.

70-130-1910

117

Disassembly Loosen and remove the pump face plate to body bolts. Disassemble the pump and discard the O rings, 1 and 2.

70-130-1911

118 Inspection and Repair 1. Wash all parts in a suitable solvent, and inspect the inside of the pump plate and body for excessive wear or damage. If visually okay, check in the following manner. 2. Invert pump plate/rotor assembly, 1, and place outer rotor over inner rotor, 2. Placing a ruler, 3, across the top of both, slide a feeler gauge, 4, between the ruler and inner rotor to 0.025 - 0.089 mm (0.001 - 0.0035″). 70-130-1912

119

10-75

SECTION 10 - ENGINE - CHAPTER 1 3. Place outer rotor, 1, in pump body, 2, and check clearance by inserting a feeler gauge, 3, between the rotor and body. Check to a maximum of 0.55 mm (0.022″). If exceeded, a new pump is required. NOTE: If not to specification, replace the oil pump as reduced pump pressure through wear could result in reduced engine life.

70-130-1913

120 Installation 1. Clean and coat parts in new engine oil. Place the outer rotor in the pump body, and ensure free rotation. Insert the inner rotor and pump plate assembly into the body, and be sure the shaft is fully seated into the bushing. 2. Assemble the front plate to the body using three or four bolts, and torque to 23.0 - 28.4 N⋅m (17 21 ft lbs). NOTE: After tightening, ensure the drive gear rotates freely by hand at least 5 revolutions; if not, disassemble and repeat the exercise. 3. Fit a new O ring, 1, to the output tube. Lubricate and insert the pump, 3, into the block tightening the bolts, 2, to 23.0 - 28.4 N⋅m (17 - 21 ft lbs).

70-130-1914

121

10-76

SECTION 10 - ENGINE - CHAPTER 1 4. Fit a new O ring into the suction port. Lubricate and insert tube/screen assembly, 2, into pump, 1, through the bottom of the engine. Fit a new gasket if originally installed and torque the attaching bolts, 3, to 2 - 34 N⋅m (20 - 25 ft lbs). NOTE: Plug, 5, is factory installed to facilitate machining and should not be removed during the life of the engine. 5. Refit gears as previously described, along with the rear plate and flywheel. 70-130-1915

122

OIL FILTER SUPPORT ASSEMBLY Removal 1. Unscrew and discard the old filter, loosen the attaching bolts and oil connections, and remove the filter support assembly from the block. Discarding the three O rings. 2. Clean the filter support, 1, in a suitable solvent. 3. Remove pressure relief valve plug, 4, removing valve, 2, and spring, 3. To ensure correct operation of the pressure relief valve, check the spring length: Free length = 55.9 mm (2.20″). Compressed length = 44.2 mm (1.74″) using a weight of 13.6 kg (30 lbs). 4. Clean the assembly in a suitable solvent and ensure all ports are free of dirt. 5. Check the parts for damage or wear; replace as necessary. Failure to do so could result in premature wear to the engine, due to oil bypassing the filter and returning back to the system. Installation Lubricate the pressure relief valve and spring, and insert into the housing, ensuring free movement. Fit new O rings and torque hardware to 42 N⋅m (31 ft lbs). Fit tubes to connectors and torque to 41 N⋅m (30 ft lbs).

10-77

70-130-1847

123

SECTION 10 - ENGINE - CHAPTER 1

70-110-1916

124

CRANKSHAFT Removal 1. When removing the engine from the tractor, refer to Section 21, Chapter 2, ‘‘Separating the Engine From the Transmission” and place the engine on an engine stand. 2. Remove the flywheel, rear cover plate, crankshaft pulley and engine front cover, as previously described. NOTE: If the crankshaft is removed with the cylinder head in position, be sure all timing marks are realigned prior to reassembly. This action will prevent possible interference between valves and pistons during reassembly. 3. Remove the oil pan and oil pump tube as previously described.

10-78

4. Remove the connecting rod caps, main bearing caps and liners, and identify to facilitate reassembly. 5. Carefully remove the crankshaft from the cylinder block. Inspection and Repair NOTE: Current production engines may have a crankshaft with main or crankpin journals ground 0.25 mm (0.010″) undersize. These are identified with the letters 010 MUS and/or 010 PUS respectively, letters being stamped on one of the crankshaft counterbalance weights. 1. If the crankshaft timing gear teeth are worn or damaged, replace as described.

SECTION 10 - ENGINE - CHAPTER 1 2. Wash the crankshaft and drilled passages in a suitable solvent. Dress minor imperfections using an oil stone, but for severely marked journals, machine to the next undersize bearing size. 3. Measure the diameter of each journal in four places to determine out-of-round, taper, or wear: Measuring A compared with B indicates vertical taper. Measuring C compared with D indicates horizontal taper. Measuring A and B compared with C and D indicates journal out-of-round. Journal Ovality: compare A/C and B/D Maximum Ovality: 0.005 mm (0.002″) Journal Taper: compare A/B and C/D Maximum Ovality: 0.005 mm (0.002″) 4. If the journal exceeds specified limits, refer to ‘‘Specifications” and refinish the journal to the next undersize bearing.

70-110-1917

125

Bearing inserts are available in the following sizes: Standard dimensions (each journal coded red or blue) Main Bearing Journal Diameter: 85.631 - 85.644 mm (3.3713 - 3.3718″) blue 85.644 - 85.656 mm (3.3718 - 3.3723″) red Crankpin Diameters: 69.840 - 69.850 mm (2.749 - 2.7500″) blue 69.850 - 69.860 mm (2.750 - 2.7504″) red 5. Examine the rear oil seal journal for score marks, remove minor imperfections with fine emery cloth, and if severely damaged renew the crankshaft. Crankshaft Reassembly 1. Check the crankshaft bearing clearance using a plasti-gauge as follows: a. Position a piece of correct size plasti-gauge across the full width of the bearing cap, approximately 6.35 mm (0.25″) off center. b. Install the main bearing cap and tighten bolts to 197 N⋅m (145 ft lbs). c. Remove the cap and use the scale to check the width of the flattened plasti-gauge. 70-110-1918

126

10-79

SECTION 10 - ENGINE - CHAPTER 1 d. The widest point of the gauge establishes the minimum clearance. e. The narrowest point of the gauge establishes maximum clearance. The difference between the two readings is the taper. NOTE: Normally main bearing journals wear evenly and will not be out-of-round, but if a liner which is to specification is fitted to an out-of round journal, ensure that the liner suits the maximum diameter of the journal. 2. If these combinations of liners do not produce specified clearance, refinish the crankshaft and fit undersize bearings. 3. Be sure to align bearing liners, 1, correctly to line up with oil galleries, 3, and integral oil jets, 2. Position the bearing liners and caps in the block, and coat with oil. If the crankshaft has been refinished, fit the correct undersize bearing liners.

70-110-1919

127 4. Ensure the bearing surfaces are clean and bearing liner tangs align with slots in the block and cap. 5. Align the timing mark on the crankshaft gear with that of the camshaft idler gear, and install the crankshaft. Install a thrust bearing cap with flange-type bearing liner first, installing remaining bearing caps to their original location.

70-110-1920

128

10-80

SECTION 10 - ENGINE - CHAPTER 1 6. Tighten all bearing caps (except thrust bearing cap, leave finger tight) to a torque of 197 N⋅m (145 ft lbs). 7. Pry the crankshaft forward against the thrust surface of the bearing, hold the crankshaft forward and pry the bearing cap rearwards, taking care not to pry against the flange of the bearing liner. This will align the thrust surfaces of both halves of the bearing. Hold forward pressure on the crankshaft, and tighten the bearing cap bolts to a torque of 197 N⋅m (145 ft lbs). 70-110-1921

129 8. Check crankshaft end play with a dial indicator gauge. Pry the crankshaft towards the front of the engine, and set the dial indicator to zero. Pry the crankshaft towards the rear of the engine, and note the reading on the dial. If end play exceeds 0.10 - 0.36 mm (0.004 - 0.014″), fit a new thrust bearing liner. 9. If the end play is less than specification, check the thrust bearing for burrs, scratches, or dirt and realign the thrust bearing as in operation 7. 10. Install rear crankshaft oil seal as previously described in back plate removal. NOTE: Do not reinstall seal into retainer. To ensure seal concentricity, it must be assembled with the rear plate and installation tool when fitted to the crankshaft.

10-81

70-110-1922

130

SECTION 10 - ENGINE - CHAPTER 1 CAMSHAFT Removal NOTE: The camshaft bearings and tappets can only be serviced with the engine removed from the tractor, see Section 21, Chapter 2, “Separating the Engine From the Transmission.” 1. Remove the engine front cover and cylinder head. 2. Check the camshaft end play (see “Timing Gears”) and remove the gear. Install a new thrust plate prior to reassembly. 3. After removal of the flywheel and rear cover, remove the camshaft oil pump drive gear. 4. Invert the engine on the stand if camshaft bearings are to be replaced, and remove the oil pan. 5. Carefully withdraw the camshaft from the engine. 6. Lift out the cam follower, 1, and place in a numbered rack for reassembly.

70-110-1923

131 Inspection and Repair 1. Inspect the camshaft journals and lobes for damage, pitting, or heat discoloration. If any of these conditions exist, install a new camshaft. 2. Inspect the oil pump drive gear on the camshaft and the mating gear on the oil pump for broken or worn teeth; if any wear or damage is apparent, fit new gears. 3. Check each tappet for wear or damage and check diameters; if not to specification, repair: 25.15 - 25.17 mm (0.9900 - 0.9910″). 4. Measure the diameter and out-of-round condition of the bearing journals; if exceeded, fit a new camshaft: 60.693 - 60.719 mm (2.389 - 2.390″).

10-82

SECTION 10 - ENGINE - CHAPTER 1 Camshaft Bearings 1. Inspect the camshaft bearings for wear or damage. Measure the clearance between the internal diameter of the bearing and outside diameter of the respective journal: 0.076 - 0.01220 mm (0.003 - 0.005″). 2. If the specification is exceeded, install new bearings using Remover/Replacer tool #FT 6203 or 1255 and handle tool #N 6261-A or #1442. 3. To remove, position the tool against the bearing to be removed and attach the handle, driving the bearing from the bore.

70-110-1924

132

4. To install, align the oil holes of the new bearing with the holes in the block, and drive the bearing into the bore using tools as described. NOTE: A positive alignment check can only be made with the crankshaft removed when an 0.018″ (4.6 mm) rod can be passed down the oil passage from the crankshaft main bearing. The liner is correctly positioned when the end of the rod passes through the oil hole in the liner.

Installation 1. Apply petroleum jelly to each tappet foot, and coat the tappet body with oil. Install tappets in the bores from which they were removed. 2. Oil the camshaft journals, and apply petroleum jelly to the cam lobes. Install the camshaft into the engine. 3. Install new spacer and keyway on the end of the camshaft. 4. Apply sealant ESE-M2G-114A to the sealing flange of the front cover plate on reassembly. 5. Install the camshaft gear, and align the camshaft gear timing mark, then recheck end play.

10-83

70-110-1925

133

SECTION 10 - ENGINE - CHAPTER 1 ENGINE TIMING GEARS No. 1 piston is at the top dead center when the crankshaft gear keyway is positioned as shown. 1 2 3 4

Camshaft gear Crankshaft gear Camshaft idler gear Injection pump gear

The timing marks should be aligned in this position. NOTE: There are no timing marks on the injection pump gear. The injection pump gear must only be installed once the injection pump is timed to the engine. Refer to timing the injection pump to the engine.

10-84

70-110-1926

134

SECTION 10 - ENGINE - CHAPTER 1 ENGINE COMPRESSION TEST TEST PROCEDURE 1. Be sure battery performance meets specifications. 2. Warm up the engine by operating for a minimum of half an hour at 1200 rev/min. 3. Stop the engine and remove the injector and seat washer from No.1 cylinder. 4. Clean the injector bore and crank the engine to blow out any loose carbon particles. 5. Install a proprietary engine compression test gauge into the injector bore, using the injector mounting bolts and a new seat washer. 6. Connect the gauge and hose to the adaptor, Tool Number FNH 00882. 7. Crank the engine at 200 rev/min with the engine stop cable pulled out where fitted, or the electric fuel shut off wire disconnected to prevent engine start up. 8. Observe the gauge reading and repeat the compression test, steps 5 - 7, for each cylinder. Typical cranking compression at 200 rev/min should be 25.5 bar (375 PSI).

TEST READING 1. All cylinder compressions should be uniformly within 1.7 bar (25 PSI) of each other.

10-85

2. A reading of more than the 1.7 bar (25 PSI) below the other cylinders indicates leakage at the cylinder head gasket, piston rings or valves. 3. A reading or more than 1.7 bar (25 PSI) above the other cylinders indicates excessive carbon deposits on the piston and cylinder head. 4. A low even compression in two adjacent cylinders indicates a cylinder head gasket leak. Check this item before considering the rings or valves.

TEST CONCLUSION To determine whether the rings or the valves are at fault, squirt the equivalent of a table spoon of heavy oil into the combustion chamber. Crank the engine to distribute the oil and repeat the compression test. The oil will temporarily seal any leakage past the rings. If approximately the same reading is obtained, the rings are satisfactory but the valves are leaking. If compression has increased over the original reading, there is leakage past the rings. During a compression test, if the pressure fails to climb steadily and remains the same during the first two successive strokes, but climbs higher on the succeeding strokes, or fails to climb during the entire test, suspect a sticking valve.

SECTION 10 - ENGINE - CHAPTER 1

10-86

SECTION 10 - ENGINE - CHAPTER 2

SECTION 10 -- ENGINE Chapter 2 -- Cooling System CONTENTS Section 10 000

Description

Page

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Disassembly and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Temperature Warning Sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fan Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Viscous Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fan Belt Tensioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Idler Pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

10-1

SECTION 10 - ENGINE - CHAPTER 2 SPECIFICATIONS TIGHTENING TORQUES Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N⋅m

Ft Lbs

Thermostat housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

18

Temperature senders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

15

Tensioner pulley bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

40

Tensioner front cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

40

Idler pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

40

Pump connector to block . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

18

Water pump to block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

48

Fan blade to support body . . . . . . . . . . . . . . . . . . . . . . . . . . 23

17

Fan blade to clutch support body . . . . . . . . . . . . . . . . . . . . 105

78

THERMOSTAT Opening temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79° C - 83° C (174° F - 181° F) Fully open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93° C - 96° C (199° F - 205° F)

RADIATOR CAP Opening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.9 bar (13 PSI)

WATER PUMP Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal . . . . . . . . . . . . . . . . . . . Poly V-belt drive

FAN BELT Belt tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintained by tensioner

COOLING CAPACITIES Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 L (6.6 gal) - Models 8670 and 8770 26.5 L (7 gal) - Models 8870 and 8970

COOLANT FLOW Coolant flow at rated engine speed . . . . . . . . . . . . . . . . . . . 291.4 L/min (77 GPM)

10-2

SECTION 10 - ENGINE - CHAPTER 2 COOLING FLUID The 70 Series and 70A Series before serial number #D423202, antifreeze ESEM97B-18C/D or SSM-97B-9101A (green in color) was used. Mix with an equal amount of clean water and change every 2400 hours or 24 months (whichever occurs first). Change the coolant filter at the same time. The 70A Series after serial number #D423202, the anti-freeze is purple in color. The anti-freeze meets or exceeds the ASTM 06210/6211 and TMC RP 329 standards. If can be mixed with the old anti-freeze but is not recommended because it would dilute the effects of the additives plus create a murky color. Clean water only (only applicable to hot countries where antifreeze is not available). Change coolant and coolant filter every 1200 hours or 24 months (whichever occurs first). IMPORTANT: The new filter contains a measured amount of chemical inhibitor in paste form. The amount of conditioner and the size of the filter element are matched to the cooling capacity of the tractor. It is important that this filter is changed every 1200 hours if total protection of the engine cooling system is to be maintained. The use of a non-approved filter may jeopardize this protection. IMPORTANT: Install a new filter/conditioner in the event of a large coolant loss such as a failed coolant hose. IMPORTANT: Do not replace the filter/conditioner more frequently than specified unless a large coolant loss occurs. IMPORTANT: Anti-leak additives should not be used. The clogging properties of these additives could affect the performance of the filter and conditioner. IMPORTANT: If it becomes necessary to replace the filter before the 1,200 hour change interval, or if less than one-half of the coolant is lost, a filter without a conditioner should be installed. NOTE: In order to reduce deposits and corrosion, water used in the cooling system should not exceed the following limits: Total hardness

300 parts per million

Chlorides

100 parts per million

Sulfates

100 parts per million

10-3

SECTION 10 - ENGINE - CHAPTER 2 DESCRIPTION OF OPERATION COOLING SYSTEM The function of the water pump mounted at the front of the engine is to maintain a continuous flow of water around the cooling system. This is essential to ensure correct engine temperature and performance during vehicle operation. The water pump, 1, is driven by a poly V-belt, 2, from the crankshaft pulley when the engine is running. The fan belt tension is maintained by a spring-loaded belt tensioner, 3, bolted to the front cover.

70-140-1927

1 The cooling system is of the recirculating bypass type with full-length water jackets for each cylinder. The coolant is drawn from the bottom of the radiator by the water pump which passes the coolant to the cylinder block. The coolant then flows through cored passages to cool the cylinder walls. Passages in the cylinder head gasket allow coolant to flow from the cylinder block into the cylinder head. Cored passages also conduct the coolant to the fuel injector nozzle locations before entering the thermostat housing; dependent upon water temperature, water either reenters the water pump or is circulated through the radiator for cooling.

70-140-1928

2

10-4

SECTION 10 - ENGINE - CHAPTER 2 The thermostats are located in the top of the housing above the water pump body and control the flow of the water as required by temperature changes. NOTE: A faulty thermostat may cause the engine to operate at a too hot or too cold operating temperature. If not replaced, this could result in damage to the engine or impaired engine performance.

70-140-1937

3 When the thermostat is closed, a recirculating bypass, 1, is provided to allow the coolant to recirculate from the head to the block, to effect faster warm-up.

70-140-1930

4 Once the engine has reached its normal operating temperature, the thermostat will open and allow water to be drawn through the radiator by the pump action. Cooled water then returns to the engine system. Cooling occurs as the coolant passes down through the radiator cores (which are exposed to the air) as it is drawn through the radiator by the fan. NOTE: Do not operate an engine without a thermostat. 70-140-1928

5

10-5

SECTION 10 - ENGINE - CHAPTER 2 TROUBLESHOOTING IMPORTANT: Whenever effecting a repair, the cause of the problem must be identified and corrected to avoid repeat failures. The following table lists problems and their possible causes with recommended remedial action.

PROBLEM Engine overheats

POSSIBLE CAUSE Hose connection leaking or collapsed

Tighten hose connection Replace hose if damaged

Radiator cap defective or not sealing

Replace radiator cap

Radiator leakage

Repair/replace radiator

Improper fan belt adjustment

Check tensioner Check belt

Radiator fins restricted

Clean with compressed air

Faulty thermostat

Replace thermostat

Internal engine leakage

Check for source of leakage, replace gasket or defective parts

Water pump faulty

Overhaul water pump

Exhaust gas leakage into cooling system

Replace cylinder head gasket, check head for damage or distortion

Coolant aeration

Tighten all connections and check coolant level is correct. Ensure cylinder head gasket is not blown

Cylinder installed

Water temperature gauge fails to reach normal operating temperature

CORRECTION

head

gasket

improperly

Replace cylinder head gasket

Hot spot due to rust and scale or clogged water jackets

Reverse flush the entire cooling system

Obstruction to radiator air flow

Remove the obstruction

Extended engine idling

Do not allow the engine to idle for too long a period

Oil cooler tube blocked

Clean

Radiator core tubes blocked

Check free flow

Faulty temperature sender

Replace sender switch

Incorrect or faulty thermostat

Replace thermostat

Faulty water temperature gauge

Replace temperature gauge

10-6

SECTION 10 - ENGINE - CHAPTER 2 DISASSEMBLY AND REPAIR RADIATOR Removal 1. Raise the engine hood. 2. Close the heater hose taps, 1, located on the right-hand side of the engine.

70-140-289

6 3. Loosen and remove the left- and right-hand side fan guards.

70-140-1932

7 4. Loosen the drain plug, 1, at the base of the radiator and drain the coolant. Remove the radiator cap to speed up the draining. Use caution if the system is hot. Remove the lower radiator hose after the coolant has drained.

70-140-1933

8

10-7

SECTION 10 - ENGINE - CHAPTER 2 5. Disconnect the radiator top hose, 1. 6. Loosen the fan shroud screws and place the shroud behind the fan blade.

70-140-1934

9 7. Ensure that all pipes are disconnected and harnesses are unclipped and away from the radiator assembly. 8. Remove all remaining hardware, attaching the condenser and oil cooler to the radiator, and remove the radiator. Inspection and Repair 1. Inspect the fins for damage and leaks and repair as required. Ensure they are free from any obstruction. 70-610-1263

10 Installation Installation is the reverse of removal. 1. Ensure that the correct grade and quantity of antifreeze is added to the coolant. The recommended mixture is 50% water with 50% Antifreeze, Specification ESE-M97B-18C/D or SSM-97B-9101A. NOTE: Do not add conditioner to this mixture. Coolant conditioner is contained in the coolant filter in the form of a slow release paste. 70-140-1935

2. Refill the system through the radiator pressure cap until completely full, then continue to fill through the expansion tank until the coolant is at the correct level.

11

3. Run the engine for several minutes checking for leaks, topping up any fluid levels that may have settled during testing.

10-8

SECTION 10 - ENGINE - CHAPTER 2 THERMOSTAT Removal 1. Drain the coolant system below that of the level of the thermostat housing. 2. Remove the thermostat retaining bolts and remove the housing.

70-140-1936

12 3. Withdraw the thermostat from the housing along with the gasket.

70-140-1937

13 4. To remove the lower housing, loosen the hose clamps, 1, between the thermostat housing and the water pump. 5. Remove the four retaining bolts, and remove the housing.

70-140-1938

14

10-9

SECTION 10 - ENGINE - CHAPTER 2 Inspection and repair Place the thermostat in a container of water and raise the temperature to 100° C (212° F). If the thermostat fails to open when hot, or close properly when cooled, it must be replaced. Installation Installation of the thermostats is the reverse of the removal procedure, but observe the following: 1. Coat the new gasket with sealer and position in the recess on the thermostat housing, prior to installing the thermostat.

70-140-1939

15

2. Coat the edge of the thermostat with grease and install, with the heat element located in the cylinder head. 3. Refit the thermostat housing and torque the bolts to 20 - 28 N⋅m (15 - 21 ft lbs).

TEMPERATURE WARNING SENDER The temperature warning gauge, 1, is located on the dash. The temperature sender for the gauge is located by the thermostat housing. If a new sender is to be fitted, apply sealant to the threaded portion of the new sender body, 2, and torque the senders to 16 - 24 N⋅m (12 - 18 ft lbs).

FAN BLADE

70-550-690

Removal Remove the viscous fan by holding the fan blade in a fixed position and removing the attaching bolts. Torque the bolts to 20 - 25 N⋅m (15 - 18 ft lbs).

VISCOUS CLUTCH ASSEMBLY Removal To remove the fan and clutch assembly (where fitted), hold the pump pulley in the fixed position. Placing an open-ended wrench on the nut to the rear of the clutch assembly spacer, loosen the nut in the clockwise direction. On reassembly of the fan assembly, tighten the attaching nut in the counterclockwise direction, and torque to 65.5 N⋅m (48.0 ft lbs).

10-10

16

SECTION 10 - ENGINE - CHAPTER 2 FAN BELT TENSIONER To remove the fan belt, 1, place a lever with socket attachment onto the tensioner, 2, and gently lever the tensioner up. Remove the fan belt from the alternator pulley, and gently allow the tensioner to return to its untensioned position once the belt has been removed. Remove the tensioner from the front cover by loosening and removing the center attaching bolt.

70-510-851

17 Inspection and Repair Checking of the tensioner assembly operation should be done while the assembly is still attached to the front cover. To check the spring load, place a break back torque bar preset to 70 - 85 N⋅m (52 - 63 ft lbs) onto the pulley housing. Raise the lever up through an arc of 20° maximum. If the torque arm does not “break” within the range, a new tensioner assembly is required. Ensure the tensioner pulley rotates freely by hand. If it does not, replace with new parts. Fit a new pulley assembly if required and torque the attaching bolt to 54.5 N⋅m (40 ft lbs). To reassemble the arm assembly, position the tensioner on the front cover. Fit the mounting bolt through the assembly and torque to 54.5 N⋅m (40 ft lbs). Fitting the fan is the reverse of the removal procedure, but ensure the poly V-belt is positioned correctly onto all of the pulleys.

IDLER PULLEY Two idler pulleys are fitted to the vehicle - one to the right-hand side of the engine front cover, the other where the air conditioning is fitted on the left-hand side of the front cover close to the crankshaft. Check and be sure the idler pulleys rotate freely; if tight or worn, replace with new. Removal and replacement is by the attaching bolts through the center of the bodies. Torque the bolts to 54.5 N⋅m (40 ft lbs).

10-11

70-140-1940

18

SECTION 10 - ENGINE - CHAPTER 2 WATER PUMP The water pump front view shows the inlet from the thermostat housing, 1, outlet to the rear of the engine, via the oil cooler, 2, the water pump pulley, 3, and the inlet from the radiator, 4.

70-140-1941

19 The water pump rear view shows the outlet to the front of the engine, 1.

70-140-1942

20 Removal 1. Drain the cooling system. 2. Remove the radiator. 3. Loosen or lever the fan belt tensioner, 2, to ease the tension and remove the fan belt, 1, from the vehicle.

70-510-851

21

10-12

SECTION 10 - ENGINE - CHAPTER 2 4. Loosen the hose clamps to the hoses connecting the water pump to the thermostat housing and the water pump to oil cooler.

70-140-1943

22 5. Withdraw the three bolts which pass through the water pump and into the block. Slide the pump forward away from the its rear connector and remove the sealing O ring.

70-140-1944

23

10-13

SECTION 10 - ENGINE - CHAPTER 2

70-140-1945

24 1. 2. 3.

Seat and seal assembly Impeller Bearing

4. 5.

10-14

Pulley Pulley shaft mating surface

SECTION 10 - ENGINE - CHAPTER 2 Disassembly With the water pump removed, lay the pump on a bench (pulley down). 1. Undo and remove the securing bolts from the adaptor cover on the rear of the pump body. Carefully ease out the backplate. Remove and discard the O ring.

70-140-1947

25 2. With the adapter cover removed, pry the backplate off.

70-140-1948

26 3. Place the pump body between the two supports, 3, and by gently pressing on the shaft, push the shaft and pulley, 4, away from the impeller, 2, and out of the pump body, 1.

70-140-1949

27

10-15

SECTION 10 - ENGINE - CHAPTER 2 4. With the impeller/shaft assembly removed from the pump, place the pulley, 1, on supports, 2, and press out the shaft assembly, 3, from the pulley. 5. The seal assembly attached to the bearing shaft is not removable or serviceable. During the manufacturing process, the seal is pressed onto the shaft and destroyed on removal. This is to meet pre-load conditions and maintain an effective wear seal.

70-140-1950

28

70-140-1946

29 1. 2. 3. 4.

Adapter cover Backplate Impeller Seal and bearing assembly

5. 6. 7.

10-16

Pulley Bearing Pump body

SECTION 10 - ENGINE - CHAPTER 2 Inspection and repair 1. Check the bearing shaft and seal assembly for signs of wear or leaks, If evident, the assembly must be replaced with new parts. 2. Check the impeller for worn or damaged vanes and replace if not to an acceptable standard. 3. Clean and check the pump body for signs of cracks, erosion or leaks. If any of these faults are evident and likely to cause pump failure at a later date, the pump body must be repaired or replaced with a new one. Reassembly 1. To install the bearing, 1, into the pump body, 3, place the body rear face down onto a flat surface. Install the bearing with the longer stepped end of the shaft in the body and using a sleeve, 4, that contacts the bearing outer race only. Use a press, 5, to press the bearing into the body. Once installed in the body, the bearing case end face must be flush with the pump front face to within 0.00 - 0.076 mm (0.000 - 0.006″), 6. NOTE: Use Loctite 609 around the pulley bore chamfer and press the pulley onto the shaft.

70-140-1951

30 2. With the water pump, 4, placed front face down and the shaft, 6, supported with suitable blocks, 5, place the seal assembly, 3, on the end of the shaft with its smallest diameter uppermost. To insert the seal assembly, place tool, 2, over the seal and use a press, 1, to press until the lip on the seal body seats on the pump body.

70-140-1952

31

10-17

SECTION 10 - ENGINE - CHAPTER 2 3. With the seal installed correctly, the seal working height should be maintained at 10.9 - 11.7 mm (0.430 - 0.460″), 1.

70-140-1953

32 4. With the water pump rear, 1, face up, and the shaft supported, place the impeller, 2, over the shaft, 3, and press the impeller into the water pump body. Installed correctly the face of the impeller fins to the operating face of the water pump should be 0.25 - 0.88 mm (0.010 - 0.035″). 5. To achieve this, check the dimension from the rear face of the impeller to the rear face of the pump. The dimension should be maintained at 28.07 - 28.58 mm (1.105 - 1.125″), 5.

70-140-1954

33 6. With the pump rear face down and the shaft supported, press the pulley onto the shaft ensuring the pulley front face to the rear face of the pump dimension is 157.10 - 157.86 mm (6.185 - 6.215″).

157.10 mm - 157.86 mm (6.185″″ - 6.215″″)

70-140-1955

34

10-18

SECTION 10 - ENGINE - CHAPTER 2 7. Ensure a new O ring is fitted and place the water pump backplate in position. Make sure the water pump pulley/impeller assembly rotates freely by hand prior to reassembly. If not, disassemble and recheck the dimensions.

70-140-1956

35 Installation 1. Installation of water pump, 1, to the engine is the reverse of disassembly. 2. Ensure the fan belt tensioner pulley, 2, rotates freely and the swinging arm, 3, of the tensioner returns to rest freely. Gently lever the arm up, to enable the fan belt to be seated in the grooves on the pulleys. Refit the fan blade assembly. 3. After installation of the radiator, refill the cooling system as previously described and run the engine checking for leaks. 70-140-1957

36

10-19

SECTION 10 - ENGINE - CHAPTER 2

10-20

SECTION 10 - ENGINE - CHAPTER 3

SECTION 10 -- ENGINE Chapter 3 -- Induction System CONTENTS Section 10 000

Description

Page

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Intercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Intercooler Leak Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Disassembly and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Intercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

10-1

SECTION 10 - ENGINE - CHAPTER 3 SPECIFICATIONS AIR CLEANER Dry Element

Service interval Change interval

Whenever the light glows (outer element) 600 hrs. - outer element 1200 hrs. - inner element

Torques:

N⋅m

Ft Lbs

Air cleaner tube to manifold clamps Air cleaner tube to turbocharger clamps Aspirator tube to muffler clamps Cleaner to manifold bolts

2.0 2.0 2.0 23.0

1.5 1.5 1.5 17.0

General Torques:

N ⋅m

Ft Lbs

Turbine housing bolts Turbocharger to manifold Oil feed tube to turbocharger (banjo bolt) Oil feed tube to filter head connector Connector to filter head Oil return tube bolts from turbocharger Oil return tube to block connector

16 - 19 47 - 54 30 - 40

12 - 14 35 - 40 22 - 30

18 - 20 54 - 81 20 - 25 34 - 37

13 - 15 60 - 90 15 - 18.5 20 - 35

N ⋅m

In. Lbs

1.7-2.3 Snug fit

15-20 Snug fit

General Torques:

N ⋅m

Ft Lbs

All hose clamps

65

5.7

Center Shaft:

mm

In.

TURBOCHARGER

Inlet hose clamps Turbocharger oil feed line connector to engine block

INTERCOOLER

Radial clearance

Maximum Minimum

0.127 0.056

0.0051 0.0022

Axial clearance

Maximum Minimum

0.084 0.025

0.0039 0.001

10-2

SECTION 10 - ENGINE - CHAPTER 3 SEALERS

Anaerobic sealer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCTITE GASKET ELIMINATOR 518 RTV silicone sealer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCTITE SUPERFLEX 593, 595, or 596 LOCTITE ULTRA BLUE 587 DOW CORNING SILASTIC 732 GENERAL ELECTRIC RTV 103 or 108

Pipe sealant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PST 592 PIPE SEALANT WITH TEFLON Thread-locking compound . . . . . . . . . . . . . . . . . . . . . . . . . . LOCTITE 271 THREADLOCKER/SEALANT (red)

10-3

SECTION 10 - ENGINE - CHAPTER 3 DESCRIPTION OF OPERATION AIR CLEANER The function of the air cleaner is to remove impurities from the air, but at the same time allow a sufficient volume of air to enter the engine and ensure complete combustion of the fuel. Air is drawn through screens, 1, mounted at the front of the radiator which prevents large particles of chaff and dirt from being sucked into the engine. The air then passes into the air cleaner system that consists of an inner and an outer element within a metal casing located under the hood.

70-160-2147

1 NOTE: 70 Series art shown in Figure 2. As air enters the cleaner, 1, the heavier particles of dirt are thrown to the outside of the container and drawn through an aspirator tube connected to the muffler. This allows the heavier particles to be expelled through the exhaust pipe. The lighter particles are then collected on the primary element and will be suspended until cleaned off during servicing. The inner secondary element is located within the outer element and protects the engine in the event of dust passing through the outer element if damaged.

70-160-2148

2 A restriction indicator switch, 2, is mounted in the outlet tube of the air cleaner. If the element becomes blocked, the vacuum in the air cleaner outlet pipe will increase and actuate the vacuum switch. When the switch is actuated, a warning light will illuminate in the vehicle’s instrument panel. If the air filter restriction warning lamp, 1, illuminates when the engine is running, stop the engine as soon as possible or within at least one hour and investigate the cause. NOTE: It is important that the outer element only be cleaned when the restriction light illuminates. Cleaning the element more frequently may cause dust to be allowed into the intake manifold.

70-550-669

3

10-4

SECTION 10 - ENGINE - CHAPTER 3 Inner Element The inner element, 1, should not be disturbed unless damaged, or contaminated with dirt by failure of the outer element, 2. If contaminated, a new inner element should be installed. If the inner element is clean, leave it assembled in the cleaner body and change annually or every 1200 hours, whichever occurs first.

70-160-2252

4

10-5

SECTION 10 - ENGINE - CHAPTER 3

70-160-2149

5

TURBOCHARGER The output of most engines is usually limited by the engine’s ability to breathe, i.e., to get a volume of air into the engine quickly enough for combustion and then to expel exhaust gas to get ready for the next cycle. This problem is overcome with the use of a turbocharger. Unlike normally aspirated engines, turbocharged engines are unaffected by the reduced density of air found at higher altitudes. Forcing more air into the engine means more fuel can be burnt, and so more power developed. Because of the constant air to fuel ratio, turbocharged engines are also very fuel economic.

70-160-2150

6

10-6

SECTION 10 - ENGINE - CHAPTER 3 Turbocharger, 1, is pressure lubricated directly from the engine lubrication system, 2. IMPORTANT: To ensure adequate lubrication of the turbocharger, allow the engine to idle for approximately one minute after starting the engine. Before stopping the engine, allow the turbocharger and exhaust manifold to cool down by idling the engine for approximately one minute. This will prevent the distortion of any components. 70-160-2151

7

10-7

SECTION 10 - ENGINE - CHAPTER 3

70-160-2152

8 1. 2. 3. 4. 5. 6. 7.

Center housing Retaining ring Bearing Wheel shroud Split ring seal Turbine wheel Bolt

8. 9. 10. 11. 12. 13. 14.

A turbine wheel is driven inside the turbocharger by the exhaust gas before it is expelled to the atmosphere. The turbine is connected via a shaft to the compressor wheel which draws air in from the air cleaner and forces it as compressed air into the inlet manifold. The harder the engine is loaded, the faster the turbo runs and more power is developed.

Thrust bearing Back plate assembly Split ring seal Compressor wheel Nut Thrust collar Seal ring

Split ring seals are installed at each end of the shaft between the bearing and the adjacent turbine or compressor wheel to prevent lubricating oil from entering the turbine and the compressor area.

10-8

SECTION 10 - ENGINE - CHAPTER 3 INTERCOOLER An intercooler, 1, is used on Models 8870 and 8970 tractors. The intercooler cools air from the turbocharger, 2, before it enters the intake manifold, 3. Cooling the air increases the density and provides a greater air mass. This permits increased fuel delivery to the engine and a corresponding increase in engine horsepower. NOTE: Special clamps and hoses are used to withstand the high operating temperatures and pressure. Do not substitute any other type of material.

70-160-2153

9

Intake air from the air cleaner is compressed by the turbocharger and forced under pressure towards the intake manifold. The high-pressure air is directed towards the intercooler where it is forced through the intercooler matrix and cooled by the air being drawn in by the engine fan. After passing through the cooler, the pressurized intake air has a greater density as a result of cooling and a higher volume of fuel can be burnt in the correct air/fuel ratio to give increased power.

WARNING Air temperature within the intercooler system can easily reach 93 - 149°°C (200 - 300°°F) which can burn the skin. Do not touch these parts while tractor is in operation.

10-9

SECTION 10 - ENGINE - CHAPTER 3 TROUBLESHOOTING

AIR CLEANER PROBLEM

POSSIBLE CAUSE

CORRECTION

Air cleaner warning light illuminates

Clogged air cleaner

Clean or replace outer element

Air cleaner warning light illuminates after filter service

Vacuum switch faulty

Replace switch

Air cleaner warning light illuminates, before service intervals

Aspirator tube not working, debris in filter body

Clean aspirator tube, check muffler, clean element

TURBOCHARGER When trying to diagnose a suspected turbocharger malfunction, the turbocharger cannot compensate for incorrect engine operation, deficiencies of the engine air intake and fuel system, or for damaged engine components, such as valves, pistons, rings, liners, etc. Consequently, a systematic fault-finding procedure is essential to accurately find the concern and ensure that subsequent failure does not occur.

PROBLEM Engine lacks power or emits black smoke

Turbocharger failures are usually a result of dirt ingress into the intake manifold, which damages the fins, or through lack of lubrication which destroys the bearing surfaces, and the turbocharger seizes. In general, fault-finding procedures that can be performed with the least amount of effort should be performed first. It is important to perform all troubleshooting procedures before attempting any disassembly.

POSSIBLE CAUSE

CORRECTION

Dirty air cleaner

Service air cleaner

Loose compressor to intercooler to intake manifold clamps

Tighten intake manifold clamps

Leak at the engine intake turbocharger mounting flange

Repair leak

at

Turbocharger rotating assembly binding

Rebuild turbocharger

Air cleaner restricted

Clean air cleaner to turbocharger duct

to

turbocharger

duct

Compressor to intake manifold duct restricted

Clean compressor to manifold duct

Engine exhaust system restricted

Clean engine exhaust system

Engine malfunction valves)

Rebuild the enigne

(rings, pistons,

Turbocharger damaged due to engine debris passing through it after a catastrophic engine failure

10-10

Rebuild turbocharger

SECTION 10 - ENGINE - CHAPTER 3 TURBOCHARGER (continued) PROBLEM Seal leaks compressor end turbocharger

POSSIBLE CAUSE at of

Seal leaks at turbine end of turbocharger

Turbocharger rotating assembly binding or dragging

CORRECTION

Dirty air cleaner

Service air cleaner

Restricted duct between air cleaner and turbocharger

Clean air cleaner and turbocharger duct

Loose compressor to intake manifold dust connections

Tighten compressor to intake manifold duct connectors

Leaks at the engine manifold

Repair leak

Restricted turbocharger oil drain line

Clean turbocharger oil drain line

Plugged engine crankcase breather

Clean engine crankcase breather

Worn or damaged compressor wheel (worn bearings, bores or journals)

Rebuild turbocharger

Excessive piston blow-by internal crankcase pressure

Rebuild engine

or

high

Excessive pre-oiling

Reset pre-oiling system

Plugged engine crankcase breather

Clean engine crankcase breather

Restricted turbocharger oil drain line

Clean turbocharger oil drain

Sludged or coked center housing

Clean center housing

Worn turbocharger bearings, bearing bores, or shaft journals

Rebuild turbocharger

Damaged compressor wheel

Rebuild turbocharger

Damaged turbine wheel

Rebuild turbocharger

Compressor or turbine wheel rubbing on housing due to worn bearings

Rebuild turbocharger

Excessive dirt buildup in compressor (housing or wheel)

Rebuild turbocharger

Excessive carbon turbine wheel

behind

Rebuild turbocharger

Sludged or coked center housing (check engine lubrication system)

Rebuild turbocharger

buildup

INTERCOOLER PROBLEM Loss of engine power

POSSIBLE CAUSE Leak or crack in intercooler

CORRECTION Replace intercooler

Low turbocharger boost pressure Higher than normal exhaust temperature

NOTE: Do not disassemble. The intercooler is serviced as a complete unit.

10-11

SECTION 10 - ENGINE - CHAPTER 3 INTERCOOLER LEAK TEST NOTE: To ensure proper performance, the intercooler must be leak tested and pressure checked. Connect an air gauge in one port of the unit and a stop/air supply in the other port. Apply 3.45 bar (50 PSI) air pressure to the unit. Reduce the air pressure to 2.1 bar (30 PSI) and plug the unit.

10-12

Let the unit sit for a couple of minutes and note any loss of air pressure. Loss of air pressure should not be more than 0.1 bar (1.5 PSI) per minute. If it is, the cooler should be checked, repaired and tested again until it passes the test. There should be no permanent distortion of the unit. If there is, replace the cooler.

SECTION 10 - ENGINE - CHAPTER 3 DISASSEMBLY AND REPAIR AIR CLEANER NOTE: 70 Series art shown in Figure 10. To service the filter (outer element): 1. Unscrew the wing nut, 1, which is attached to the cover and remove the outer cover, 2.

70-160-140

10 2. Unscrew the wing nut, 1, and remove the outer element, 2. IMPORTANT: Do not remove the inner element, 3. 3. Examine the inside of the outer element, 2. If dust is present, the outer element is defective and must be replaced. 4. If the element is dusty, lightly tap the ends of the element against the palm of your hand. IMPORTANT: Do not tap the element against a hard surface as this may damage the element.

70-160-141

11 With large buildups of dust, use compressed air not exceeding 2.1 bar (30 PSI). Insert an air line inside the element. With the nozzle approximately 152 mm (6″) from the element, blow air from the inside to the outside of the element to remove dust. If the element is oily or heavily contaminated, the element may be washed by immersing it in warm water containing a small amount of non-sudsing detergent. Allow to soak for 15 minutes keeping the end of the element above the water line. IMPORTANT: Never use fuel oils, gasoline, solvent or boiling water, as the filter element may be damaged.

10-13

70-160-143

12

SECTION 10 - ENGINE - CHAPTER 3 After soaking, agitate the element in the water, taking care not to allow dirty water outside the element to splash over to the inside. Rinse the element with clean running water from the inside out not exceeding 2.1 bar (30 PSI). Shake the excess water from the element and allow it to dry naturally. IMPORTANT: Do not attempt to dry the element with heat or compressed air, and do not install the element until thoroughly dry as it may rupture. It is recommended that a new, or previously cleaned element be installed, and the washed element put aside for the next service.

70-160-144

13

NOTE: It usually takes from one to three days for a filter element to dry. The outer element may be washed up to six times. 5. Inspect the element for holes and ruptures with a light. Check the casing and rubber seal for distortion and discard if damaged.

70-160-350

14 6. Clean the inside of the air cleaner housing using a damp lint-free cloth and install a cleaned or new outer element. Tighten the wing nut. NOTE: Replace the wing nut seal if it is damaged. NOTE: 70 Series art shown in Figure 15. Install the air cleaner cover, 2, and wing nut, 1. If the indicator light continues to illuminate after cleaning the element, replace the element. 70-160-351

15

10-14

SECTION 10 - ENGINE - CHAPTER 3 TURBOCHARGER Removal 1. Raise the hood of the tractor, 1. 2. Remove the protective heat shield from the exhaust side of the turbocharger, 2.

70-160-2154

16 3. Loosen and disconnect the air cleaner to turbocharger and turbocharger intake and intercooler hoses as required, 1. 4. Disconnect the turbocharger to muffler tube.

70-160-2155

17 5. Disconnect the oil supply and return tubes from the turbocharger. Cap the ends of the tubes and oil ports of the turbocharger to prevent entry of foreign material, therefore preventing future bearing failures. NOTE: Before removing and cleaning the unit, look for signs of oil and/or gas leakage, also wheel damage may not be evident after cleaning. 6. Remove the turbocharger and gasket from the exhaust manifold. Cover the opening in the exhaust manifold to prevent the entry of dirt which could cause damage to the turbine wheel blades after installation and start-up.

10-15

70-160-2150

18

SECTION 10 - ENGINE - CHAPTER 3 Disassembly 1. Clean the old gasket material from the oil line flanges and the center housing flange mating surfaces. 2. Clean the exterior of the turbocharger using a non-caustic cleaning solvent to remove accumulated surface matter before disassembly. Mark the compressor housing, turbine housing and center housing with a punch or scribe to facilitate orientation of the housing during reassembly. 3. Loosen the bolts that hold the compressor and turbine housings to the center housing so the housings can be rotated. 4. Loosen and remove the bolts/lock plates from the turbine housing exhaust side and from the center housing intake side. NOTE: Exercise care when removing the compressor housing to avoid damaging the compressor wheel blades. Tap the turbine housing with a soft-faced hammer if force is needed to remove. NOTE: Service on the turbocharger is limited to replacement of the center housing rotating assembly, compressor housing, and/or turbine housing, due to the precise balancing requirements of the core assembly. Do not disassemble the center housing rotating assembly.

10-16

70-160-2156

19

SECTION 10 - ENGINE - CHAPTER 3

70-160-2157

20 TURBOCHARGER EXPLODED VIEW 1. 2.

Intake housing Center housing and rotating assembly

3.

Cleaning Before cleaning, inspect all parts for burning rubbing or impact damage that may not be evident after cleaning. Clean all parts in a non- caustic solution using a soft bristle brush, a plastic blade scraper, and dry compressed air to remove residue. DO NOT - use abrasive cleaning methods which might damage or destroy machined surfaces. DO NOT - immerse center housing and relating assembly in solvent. DO NOT - blow under compressor wheel with compressed air. DO NOT - permit wheel/shaft assembly to spin when blowing off solvent or residue. Inspection 1. Inspect the compressor housing assembly for the following defects: Wheel rub damage in the contour area that cannot be polished out with 80 grit silicon carbide abrasive cloth.

10-17

Turbine housing

Nicks, dents or distortion that could prevent proper sealing between the compressor housing and the center housing and rotating assembly. NOTE: Replace the compressor housing if any of the above defects are found. 2. Inspect the turbine housing assembly for the following defects: Wheel hub damage in the contour area that cannot be polished out with 80 grit silicon carbide abrasive cloth. Nicks, dents or distortion that could prevent proper sealing between the turbine housing and the center housing and rotating assembly. NOTE: If there is any compressor or turbine wheel blade damage, the center housing and rotating assembly must be replaced. Operating the turbocharger with damaged blades will result in further damage to component parts or the engine. Blades cannot be straightened in service. IMPORTANT: The center housing rotating assembly has been balanced as an assembly at the factory, under precision conditions, and must not be disassembled in any way. Disassembly will destroy the balance, and a new center housing and rotating assembly and a new housing will have to be installed.

SECTION 10 - ENGINE - CHAPTER 3 Center shaft radial check Check the journal bearing radial clearance whenever there is reason to suspect that the bearings are worn enough to allow either the wheel or the turbine wheel to rub on its housing. This may be heard as a high-pitched whine. 1. With the turbocharger removed, attach a dial indicator with a dogleg probe to the center housing. The indicator plunger should extend through the oil outlet port and contact the shaft of the turbine wheel assembly. 2. Manually apply equal and simultaneous pressure to the wheels to move the shaft as far as it will go away from the dial indicator probe. 3. Set the dial to zero. 4. Manually apply equal and simultaneous pressure to the wheels to move the shaft as far as it will go toward the plunger. Make a note of the shaft movement shown on the indicator dial. NOTE: Make sure the dial reading indicated is the maximum possible; roll the wheels slightly in both directions while applying pressure. 5. Manually apply equal and simultaneous pressure to the wheels to move the shaft away from the plunger again. Note that the indicator pointer returns exactly to zero. 6. Repeat steps 2 to 5 several times to ensure that maximum radial clearance, as indicated by maximum shaft movement, has been measured. 7. If the maximum clearance is less than 0.056 mm (0.0022″) or greater than 0.127 mm (0.0050″), replace the center housing and rotating assembly. Troubleshoot the engine to find the cause of bearing failure and correct the problem before resuming operations.

10-18

70-160-2158

21

SECTION 10 - ENGINE - CHAPTER 3 Axle Clearance Check Check the thrust bearing axial clearance: 1. Place a dial indicator, 1, with the probe on the compressor end of the turbocharger shaft assembly. 2. Manually move the compressor turbine wheel assembly as far as it will go away from the plunger. 3. Set the dial indicator, 1, to zero. 4. Manually move the compressor turbine wheel assembly as far as it will go toward the dial indicator plunger. Make a note of the shaft movement shown on the indicator dial. 5. Manually move the compressor/turbine wheel assembly as far as it will go away from the plunger; note that the indicator plunger returns to zero. 6. Repeat steps 2 through 5 several times to make sure the maximum axial clearance, as indicated by maximum shaft movement, has been measured. 7. If the maximum clearance is less than 0.0254 mm (0.0010″) or greater than 0.084 mm (0.0039″), replace the center housing rotating assembly.

CAUTION Continued operation of a turbocharger having an excessive amount of thrust bearing axial clearance will result in irreparable damage to the compressor wheel and housing or to the turbine wheel assembly.

Reassembly 1. It is recommended the following be replaced with factory authorized parts only, at each overhaul, or whenever parts are removed: Compressor housing retainer O ring seal, compressor housing retainer plates, turbine housing bolts, turbine housing retainers. 2. Parts that require changing if faulty or damaged: Center housing rotating assembly, turbine assembly, compressor housing, turbine housing. 3. Inspect all mating surfaces to insure they are free of burrs, foreign matter, and corrosion deposits.

10-19

70-160-2159

22

SECTION 10 - ENGINE - CHAPTER 3 4. Install an O ring, 1, on the center housing compressor end flange and place the compressor housing assembly in position. Be careful not to damage the compressor wheel blades. 5. Carefully rotate the compressor housing onto the center housing rotating assembly to line up scribe marks. 6. Reinstall bolts and lock tabs to secure the center housing to the compressor housing. Torque to 16 - 18 N⋅m (12 - 13 ft lbs). NOTE: When installing a new center housing rotating assembly or turbine housing, transfer scribe alignment marks from old to new parts. 7. Position the turbine housing discharge side down on a flat, level surface. Place the center housing rotating assembly turbine wheel end into the housing, using special care to avoid damaging the wheel blades. Check visually for proper alignment. 8. Carefully rotate the center housing rotating assembly in the turbine housing to line up the scribe marks. Recheck for proper alignment and position the locking plates. 9. Coat the bolts with a suitable non-seize compound and torque to 16 - 19 N⋅m (12 - 14 ft lbs).

10-20

70-160-2160

23

SECTION 10 - ENGINE - CHAPTER 3 Installation 1. Prior to installation, fill the turbocharger center housing with new clean oil, and rotate the main shaft to lubricate the bearings. 2. Installation of the turbocharger follows the removal procedure in reverse. Install a new manifold gasket, and tighten to 47 - 54 N⋅m (35 - 40 ft lbs). 3. Replace the washers and reconnect the oil feed tube banjo bolt and torque to 20 - 27 N⋅ m (15 - 20 ft lbs). 4. The oil feed tube connector if disturbed should be refitted. Apply sealer to the connector and torque to 54 - 81 N⋅m (4 - 60 ft lbs). 5. Apply sealer (see “Specifications”), assemble the oil feed tube to the oil filter head connector and tighten to 18 - 20 N⋅m (13 - 15 ft lbs). 6. Place a suitable receptacle below the oil outlet port and, with the electrical solenoid wire disconnected at the fuel injection pump, crank the engine until oil flows from the outlet port. 7. Reconnect the oil outlet tube using a new gasket and tighten the retaining bolts at the turbocharger to 20 - 25 N⋅m (15 - 18.5 ft lbs). 8. Tighten the oil return tube to cylinder block connector using new rubber hose and hose clamps if required. 9. If disturbed, the oil return tube connector should have sealer applied (see “Specifications”) and torque to 34 - 47 N⋅m (25 - 35 ft lbs). 10. Reconnect the air inlet and outlet tubes with the hose clamps and torque to 1.7 - 2.3 N⋅ m (15 - 20 in lbs). 11. Reconnect the fuel injection pump solenoid wire. 12. Check the engine oil level and add oil if required. Idle the engine and check all tubes and gaskets for leaks. 13. Run the engine at rated speed and listen for sounds of metallic contact from the turbocharger. If any noise is apparent, stop the engine immediately and correct the cause.

10-21

NOTE: After the unit has attained operating temperatures, the rotating assembly should coast freely to a stop after the engine is stopped. If the rotating assembly jerks to a sudden stop, correct the cause immediately. Leak Diagnosis 1. Feel, or listen, for air leaking while the engine is revved to engage the turbocharger. 2. Mark, then correct, any leak locations.

INTERCOOLER Removal To remove the intercooler, disconnect the supply hose from the turbocharger and the feed hose to inlet manifold. Loosen and remove the hardware retaining the cooler. 1. Do not damage the cooler fins or tubes. 2. Cover the cooler inlet and outlet to prevent any foreign matter from entering the cooler or engine. 3. Inspect the cooler to determine the extent of damage. 4. Look for two types of cracks: tube cracks and/or tank weld cracks. Tube cracks will usually occur first in the corners of the core and will be seen where the tube goes into the tank. Visual inspection will usually find most tube cracks; however, a better way is to pressurize the cooler to 2.1 bar (30 PSI) and apply a liquid soap film to all the tank joints. If bubbles form, there is a tube crack present. For additional information, refer to “Intercooler Leak Test” in the “Troubleshooting” portion of this chapter. 5. If tube cracks are found, replace the cooler. 6. Installation is the reverse of removal.

SECTION 10 - ENGINE - CHAPTER 3

10-22

SECTION 10 - ENGINE - CHAPTER 4

SECTION 10 -- ENGINE Chapter 4 -- Fuel System CONTENTS Section 10 000

Description

Page

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Fuel System Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Testing and Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Low Pressure Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Fuel Tank Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Filter Inlet and Outlet Pressure Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 High Pressure Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Injection Timing Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Fuel Injector Nozzle Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Injector Assembly Bench Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Preliminary Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Perform Opening Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Perform Nozzle Seat Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Perform Chatter and Spray Pattern Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Surging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Fuel Shutoff Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Shutoff Solenoid Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Checking Electrical Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Bleeding the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Adjustment of Foot and Hand Throttle Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Adjustment of High Idle Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Adjustment of Low Idle and Antisurge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

10-1

SECTION 10 - ENGINE - CHAPTER 4 Fuel Lift Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Fuel Shutoff Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Fuel Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Fuel Injection Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Low-pressure Fuel Injection Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 High-pressure Fuel Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Injector Leak-off Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Fuel Filter Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Injection Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

10-2

SECTION 10 - ENGINE - CHAPTER 4 SPECIFICATIONS 8670/8670A

8770/8770A

Fuel tank capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower (main) Upper (auxiliary) Total Injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch A2000

8870/8870A

8970/8970A

246 L (65 U.S. gal) 170 L (45 U.S. gal) 416 L (110 U.S. gal) Bosch P3000

Timing static deg. BTDC (non-emissionized) . . . . . . 24

21

16

16

Timing static deg. BTDC (emissionized) . . . . . . . . . . 18

18

16

16

Injectors - type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch, 5 Hole, Type - Differential Needle Injector opening pressure (new) . . . . . . . . . . . . . . . . . 241 bar (3500 PSI)

241 bar (3500 PSI)

255 bar (3700 PSI)

255 bar (3700 PSI)

Injector opening pressure (used) . . . . . . . . . . . . . . . . 213 bar (3100 PSI)

213 bar (3100 PSI)

227 bar (3300 PSI)

227 bar (3300 PSI)

Recommended injector service

2400 Hours

Governor type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch “RSV”/All Speed Governed range (RPM) . . . . . . . . . . . . . . . . . . . . . . . . 750-2310 Low idle speed (RPM) 8670/8670A, 8770/8770A . . 900 ± 25 Low idle speed (RPM) 8870/8870A, 8970/8970A . . 815 ± 25 High idle speed (RPM) . . . . . . . . . . . . . . . . . . . . . . . . . 2305 ± 25 Rated engine speed (RPM) . . . . . . . . . . . . . . . . . . . . . 2100 Fuel filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sedimenter and Micronic Filter Water separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral with Filter Recommended fuel filter service . . . . . . . . . . . . . . . . . 600 Hours

10-3

SECTION 10 - ENGINE - CHAPTER 4 FUEL SYSTEM TORQUE CHART N ⋅m

Ft Lbs

Injector attachment bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

17

Injector line nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

18

Injection pump drive gear . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

28

Injection pump rear mounting bolts . . . . . . . . . . . . . . . . . . . 38

28

Injection pump-to-front adaptor plate . . . . . . . . . . . . . . . . . 38

28

Injection pump-to-gear drive bolts . . . . . . . . . . . . . . . . . . . . 67

50

Injection timing gear access cover . . . . . . . . . . . . . . . . . . . 38

28

Leak-off tube banjo fitting bolts . . . . . . . . . . . . . . . . . . . . . . 9

7

Lift pump mounting to main junction pump, nuts (3) . . . . . 8

6

SPECIAL TOOLS Tool Number

Description

FNH00536

Timing pin kit - Contains rigid and spring-loaded

FTC213312

Universal Pressure Test Kit

FNH01721

Injection Nozzle Tester

FNH00041

Nozzle Tester Adapter

10-4

SECTION 10 - ENGINE - CHAPTER 4 DESCRIPTION OF OPERATION

T1/10/4C

1

Tanks

Low pressure to pump

Low pressure supply

High pressure to injectors

The fuel system consists of:

Return circuit

9. Low-pressure supply 10. Finger screen

1. Fuel injector assemblies

11. Drain valve

2. Injector return lines

12. Return line

3. High-pressure pumping elements

13. Lower supply tank

4. Overflow valve which regulates fuel gallery pressure

14. Upper supply tank

5. Supply pump

15. Fuel tank venting

6. Injection pump assembly

16. Filler neck

7. All-speed mechanical governor

17. High-pressure injection lines

8. Combination filter/ water separator /primer pump

18. Aneroid, or boost-control, assembly

10-5

SECTION 10 - ENGINE - CHAPTER 4 Supply Tanks Two fuel tanks are standard equipment. The lower, or main, tank, 4, having a capacity of 246 L (65 U.S. gallons), is located along the left side of the center axle housing. The upper, or auxiliary, tank, 2, having a capacity of 170 L (45 U.S. gallons), is located below the cab toward the rear of the tractor. Fuel tank filling, 8, as well as the engine supply and return, are accomplished through the lower tank. A large, diameter tube, 3, connects the upper and lower tanks. There is no valve on this tube, so it is not possible to isolate the upper and lower tanks. The tanks are vented through a tube attached to the upper tank. The vent tube, 1, extends up the right rear cab post. Both the supply, 6, and return fittings, 7, on the lower tank contain shutoff valves to ease service. The supply fitting threads into a 24 mesh inlet screen, 5, approximately 76 mm (3″) long, which in turn threads into the fuel tank. The return fitting contains a drain cock.

70-15-2200

2

10-6

SECTION 10 - ENGINE - CHAPTER 4 NOTE: Figure 3 is 70 Series art. NOTE: Figure 4 is 70A Series art. Fuel Filter/Water Separator/Primer Pump The primary purpose of this assembly is to remove water and solid contaminants from the fuel before the fuel enters the gallery of the injection pump. The plunger and barrel assemblies (pumping elements) of the injection pump are matched to each other with an accuracy of a few ten thousandths of an inch. Impurities of this size can cause severe damage, or excessive wear, to the injection pump and injector assemblies. The fuel filter assembly consists of a manifold, or base, containing the primer pump, 3, along with a bleed port. For the 70A Series tractor, the primer pump, 3, is now on the top of the supply pan. The primer and bleeder (70 Series only) are used when the engine has run out of fuel or a new filter element has been installed. Threaded onto the manifold is the filter element. The water separator, 1, is in turn threaded onto the filter element. The separator bowl contains a drain, 2, that can be used if water or sediment are observed.

1

70-150-151

33

2 3

3

50015834

4

10-7

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figures 5 and 6. Fuel Injection Pump Models 8670/8670A and 8770/8770A are equipped with the Bosch Type “A2000” pump.

70-150-2201

5 Models 8870/8870A and 8970/8970A are equipped with the Bosch Type “P3000” pump. NOTE: Operation of both pump types is very similar.

70-150-2202

6

10-8

SECTION 10 - ENGINE - CHAPTER 4

A2000 PUMP

P3000 PUMP

7 COMPARISON OF IN--LINE INJECTION PUMPS 1. 2. 3. 4. 5. 6. 7. 8. 9.

Deliver valve holder Filler Piece Delivery Valve Pump Barrel Flange Pump Plunger Gear Segment Control Sleeve Lever Arm With Ball Head

10. 11. 12. 13. 14. 15. 16. 17.

10-9

Control Rod Plunger Control Arm Plunger return Spring Adjusting screw Spring Seat Roller Tappet Camshaft Spring--Chamber Cover

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figures 8, 9 and 10. The fuel injection pump, the heart of the fuel system, consists of a number of subassemblies.

70-150-2203

8 The supply pump is the entry point into the engine fuel system from the tanks. The supply pump is mechanically driven by the injection pump camshaft. The purpose of the supply pump is to draw fuel from the tank, and pressurize the fuel to a minimum of 1.4 bar (20 PSI) in order to cause fuel to flow through the filter, and to provide sufficient pressure for pumping element filling. The supply pump housing also contains a sedimenter assembly consisting of a clear bowl, 1, and strainer screen, 2. The clear bowl should be inspected for sediment every 50 hours and cleaned every 300 hours. 70-150-152

9 The rear portion of the injection pump assembly houses the all-speed “RSV” mechanical governor. The governor receives inputs from the following: • • • • •

Throttle control lever, 1 Intake manifold pressure, 3 Injection pump camshaft speed, 4 Engine oil pressure, 2 Mechanical fuel shutoff lever, engine side of pump (not shown), which is, in turn, controlled by the fuel shutoff solenoid 70-150-2204

10

10-10

SECTION 10 - ENGINE - CHAPTER 4

70-150-2205

11 1. 2. 3. 4. 5. 6. 7. 8. 9.

Governor housing Starting spring Throttle control lever Governor housing Shutoff idle stop Tensioning lever Guide lever Governor spring Auxiliary idle speed spring

10. Torque control & idle speed helical compression spring 11. Full load stop (fuel delivery) 12. Fulcrum lever 13. Guide bushing 14. Flyweight 15. Swiveling lever 16. Rocker 17. Strap 18. Control rod

Receiving these inputs, the governor, by moving the pumping element control rack, 18, controls engineoff, excess fuel for starting, minimum and maximum idle speeds, and any midrange speeds independent of load. A pair of flyweights, 14, are attached to the pump camshaft. The force of the flyweights increases with engine speed. The force of the weights operates against that of the governor spring, 8. The tension on the governor spring is varied by the

10-11

position of the throttle lever, 3. Also contained within the governor housing is the starting spring, 2. This lightweight spring pulls the fuel control rack fully forward to the excess fuel position whenever the engine is not running. As soon as the engine starts and the flyweights begin to generate force, the starting spring is overcome and the rack returns to normal fuel delivery.

SECTION 10 - ENGINE - CHAPTER 4 Aneroid assembly The aneroid assembly prevents excessive smoke under load by limiting maximum fuel delivery until the turbocharger is providing sufficient air to effect clean combustion. An example of this operation would be starting a load out onto a roadway, when the engine is idling, and throttle position and load are increased simultaneously. 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Headless setscrew Plate washer Governor cover Strap Fulcrum lever Starting spring Governor housing Control rod Bell crank Control shaft Guide bushing Helical compression spring Diaphragm Charge air pressure

70-150-2206

12

The aneroid also contains a hydraulic activator, 1, which is controlled by engine oil pressure, A. When there is no oil pressure, B, the activator allows the control rack full travel to the excess fuel position. Without this feature, during starting, fuel delivery would be extremely limited due to lack of turbocharger boost pressure. 1 2 3

Hydraulic activator Bell crank Strap

70-150-2207

13

10-12

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figure 14. Overflow Valve Assembly The supply pump has a capacity of about twice that of the requirements of the high-pressure pumping elements. This excess flow provides cooling and lubrication for the injection pump. Flow from the supply pump travels through the filter element and then to the fuel gallery of injection pump, where it is available to fill the pumping elements. The fuel must be pressurized in order to properly fill the pumping elements. The job of the overflow valve, 1, is to maintain a pressure of approximately 1.5 bar (22 PSI) in the fuel gallery. Once that pressure is reached, the overflow valve opens and allows the excess fuel to return to the tank. 70-150-2208

14 High-Pressure Pumping Elements The high-pressure pumping elements, one for each engine cylinder, supply fuel at a pressure of approximately 240 bar (3500 PSI) to the injectors. The pumping elements must provide the fuel in a precisely measured amount at the proper time. Operation of the individual element is as follows:

70-150-2209

15

10-13

SECTION 10 - ENGINE - CHAPTER 4 Fuel Delivery Cycle Reference (A) -- Bottom dead center / Fuel in

FUEL FUEL

Reference (B) -- Spill port closure / Fuel Pressurized Reference (C) -- Spill port opening / Fuel delivery ends (A) With the plunger, 1, at the bottom of the stroke, fuel flows into the barrel through the spill port, 2, and fills the space above the plunger. (B) As the plunger, 1, rises, the spill port in the barrel, 3, is covered and the fuel is trapped. This is the point of port closure. The continued upward movement of the plunger pressurizes the trapped fuel until the delivery valve (at the base of each high-pressure injection line) is lifted from its seat. High- pressure fuel is transmitted through the line to the injector and injection takes place through the injector nozzle.

16

(C) Injection stops when the upper edge of the helix, 4, uncovers the lower edge of the spill port. Pressure escapes to the fuel gallery. The drop in pressure causes the injector to close and injection to stop. After fuel delivery ceases, the plunger continues to the top of the stroke and is returned by a spring for the next cycle. Because the end of delivery is reached when the helix on the plunger uncovers the spill port, 1, the amount of fuel delivered is varied by turning the pump plunger as shown at D. If the plunger is turned until the vertical groove completely uncovers the spill port as shown at E, during the entire lift of the plunger, there will be no fuel delivered to the engine. This is because injection pressure cannot be reached, thereby shutting off the engine. The plungers are rotated by a control rack splined to each plunger. Rack movement is determined by the control rod, actuated by the governor.

10-14

17

SECTION 10 - ENGINE - CHAPTER 4 Fuel Delivery and Timing During Starting The plungers, 1, are equipped with starting grooves, 2, on their crown. The purpose of this groove is to assist in starting the engine by providing both excess fuel and slightly retarded timing. When the key switch is turned on, the fuel shutoff solenoid retracts, moving the mechanical shutoff lever to the “RUN” position. The starting spring in the governor housing pulls the control rack fully forward, beyond the normal maximum fuel position. This aligns the starting groove with the spill port. With the starting groove aligned with the spill port, there is a delay in spill port closure which, in turn, delays the start of injection. Note also that there is no helix in this region of the plunger, so once injection begins, it is not cut off until the plunger reaches the end of its stroke. This provides a very large amount of fuel to aid starting.

18

Delivery Valves A delivery valve is located above each plunger. The delivery valve serves as a one-way valve which allows fuel under injection pressure to move into the high pressure tubes and prevents fuel from coming back. The valve also serves to rapidly reduce pressure in the injection line once pressure from the plunger has ceased. Rapid pressure reduction is required to ensure the injector valve snaps shut to prevent fuel “dribble,” a condition which can cause carbon formation on the injector tip. (a) Valve closed (b) Valve open during fuel delivery

19

Components are identified as follows: 1 2 3 4 5

Delivery valve holder Spring Valve Valve seat Valve holder

10-15

SECTION 10 - ENGINE - CHAPTER 4 Fuel Injector Assemblies The job of the injector assembly is to atomize the fuel in order to facilitate proper combustion. The injector must cleanly deliver the fuel into the combustion chamber with a good spray pattern. There must also be a “crisp” start, and end of, injection with no drips either before or after the injection cycle. The nozzle is housed within a nozzle holder. In order to properly place the fuel charge into the combustion chamber, dowel pins orient the nozzle within the holder, and a clamp ring orients the holder within the engine cylinder head. Operation of the injection nozzle is as follows: 1 2 3 4 5 6 7 8 9 10 11 12 13

High pressure inlet line Edge-type filter Pressure channel Intermediate disc Nozzle-retaining nut Union nut for fuel-injection tubing Holder body Leak-off port Pressure-adjusting shims Pressure spring Pressure spindle Locating pins (locating the nozzle) Injection nozzle

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20

10-16

SECTION 10 - ENGINE - CHAPTER 4 The high-pressure line delivers the fuel charge from the injection pump. Fuel enters the inlet and passes through the edge-type filter. Coarse foreign particles are retained by the filter. A passage routes fuel through the nozzle holder to the nozzle valve. The nozzle valve is lifted off its seat by the high-pressure inlet fuel, 1, acting on the annulus in the valve. When the nozzle valve opens, a definite quantity of fuel (determined by the injection pump output for each plunger stroke) is forced out through the orifices. The fuel becomes finely atomized as it is sprayed into the combustion chamber at high velocity. Once fuel flow from the pump ceases, the spring pressure forces the needle valve back onto its seat via the spindle and needle valve stem. Fuel dribble should not occur, as might happen if the nozzle showed excessive wear. The nozzle assembly is lubricated by a small amount of fuel which seeps between the lapped surfaces of the nozzle and valve which accumulates around the spring. The leakage fuel, 2, is routed out the nozzle holder through a leak-off connector and returned back to the fuel tank. 70-150-2211

21 NOTE: 70 Series art shown in Figure 22. Fuel Shutoff Solenoid The purpose of the fuel shutoff solenoid, 1, is to move the mechanical fuel shutoff lever to the “RUN” position when the key switch is turned on, and to keep the lever in that position while the key switch remains in the “RUN” position. When the key switch is turned “OFF,” the solenoid is de-energized, and allows spring force within the governor housing to move the mechanical shutoff lever to the “FUELOFF” position.

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22

10-17

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figures 23 and 24.

1

The fuel shutoff solenoid is connected to the tractor electrical system with a 3-wire connector. Wire colors (noted on the TRACTOR harness, NOT the fuel solenoid) are as follows:

Ref

Color

Function

Maximum Current Draw (Amps)

1

Black

Ground

N/A

2

Orange

Pull

60

3

Purple

Hold

0.87

2

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3 23

When the key switch is first turned to the “RUN” position, power is supplied to both the “pull” and “hold” circuits. After approximately 2 seconds, power to the “pull” circuit is removed, and only the “hold” circuit continues to be powered. See the Electrical System - Section 55 for further information on electrical operation of the fuel shutoff solenoid. The solenoid linkage must be free to travel fully. If the mechanical shutoff lever is not moved fully to the “RUN” position, difficult starting or failure to develop full power may occur.

Plumbing Low-Pressure Fuel Lines The purpose of the low-pressure fuel lines, 1, is to carry fuel from the tank to the injection pump gallery and to return excess fuel from the pump and injectors to the tank. High-Pressure Fuel Lines The purpose of the high-pressure fuel lines, 2, is to carry fuel, under high pressure, from the injection pump to the injector assemblies. These lines are a precise length to provide proper fuel delivery. For this reason, always use the correct line if replacement is required.

10-18

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24

SECTION 10 - ENGINE - CHAPTER 4 TESTING AND DIAGNOSIS The fuel system can be divided into 4 basic components. See the “Description of Operation” section for details on each of these components. •

The low-pressure system consists of the fuel supply tanks, supply (lift) pump, filter assembly, overflow valve, injector leak-off lines, and the associated plumbing. The job of the low-pressure system is to present to the high-pressure pumping elements a supply of clean fuel, with very little entrained air, at a regulated pressure of approximately 1.52 bar (22 PSI). An unrestricted return of excess fuel to tank also must be provided. The low-pressure system also must prevent or “check” the flow of fuel out of the injection pump gallery when the engine is not operating.

10-19







The high-pressure system consists of the pumping elements, delivery valves, fuel injector assemblies, and the lines connecting the pump to the injectors. The job of the high-pressure system is to delivery a measured, atomized charge of fuel into the combustion chamber at the proper time. The governor controls high and low idle speeds and attempts to maintain constant engine speed at the various throttle lever positions selected by the operator. The fuel shutoff solenoid, by controlling the mechanical shutoff lever on the pump, causes the injection pump to deliver fuel with the key switch in the “run” position and to cease delivery when the key switch is turned to “off.”

SECTION 10 - ENGINE - CHAPTER 4 LOW-PRESSURE FUEL SYSTEM NOTE: 70 Series art shown in Figures 25 and 26. Initial Test Conduct the following test FIRST. If the system passes this test, along with the leakback test, then the problem is not with the low- pressure fuel system. Check the system for air ingress, and correct pressure. Required gauges and fittings will be found in Pressure Test Kits FTC213312 and FTC61682.

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Install a clear line, with tee, between the filter manifold and the pump gallery inlet. This also will be referred to as the Filter Outlet Pressure Test below. With the engine operating under load, such as on a dynamometer, the fuel stream should be clear, and under a pressure of approximately 1.52 bar (22 PSI).

25

If insufficient pressure is found, check the following:

FUEL TANK VALVE(S) Ensure that both the supply and return valves at the lower fuel tank are open.

FILTER INLET AND OUTLET PRESSURE TESTS Leave the gauge and clear line installed between the filter and pump gallery inlet. Install a second gauge between the supply pump and filter. Operate the engine at full load. Monitor filter inlet and outlet pressures. Specifications are as follows: Filter Outlet Pressure . . . . . 1 - 2 bar (15-28 PSI) Filter Inlet Pressure . . . . . . . 1 - 2.1 bar (15-30 PSI) Difference Between Inlet and Outlet Pressures . . . . . 0.5 bar max. (7 PSI) If pressure drop across the filter is excessive, first replace the filter element. If pressure drop continues to be excessive, replace the filter base.

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26

10-20

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figure 27. Supply Pump Sedimenter Clean, or replace, the screen in the sedimenter. Be sure that the bowl is sealing well against the housing. IMPORTANT: Before loosening or disconnecting any part of the fuel injection system, thoroughly clean the area to be worked on. To clean the sedimenter: 1. Remove the sedimenter bowl, 1, from the lift pump, 2. Catch the fuel in a suitable container and dispose of properly. 2. Inspect the O ring, 3, and replace if damaged. 3. Remove the screen, 4, and spring, 5. 70-150-178

4. Clean screen and bowl.

27

5. Inspect screen and replace if damaged. 6. Install the spring and screen in the bowl. 7. Fill the bowl with clean, fresh fuel. 8. Install the bowl. Hand tighten only. 9. Depress the hand primer on the fuel filter manifold repeatedly until resistance is felt and the sedimenter bowl is full. 10. Start the engine and check for leaks. NOTE: A partially plugged filter screen can cause reduced fuel supply to engine. This can cause low power performance. IMPORTANT: If the engine does not start after cranking for 20 seconds, the fuel system must be purged of air. Supply Pump - Perform Pump Output Test 1. Connect a 0 - 60 PSI gauge to one end of a pressure hose 10 - 12″ long. Connect the other end of the hose to the pump outlet. All air must be out of the system. 2. Crank the engine for 10 seconds with the starter motor (approximately 200 RPM). Supply pump minimum pressure should be 2.0 bar (29 PSI). IMPORTANT: The starter motor must crank the engine at normal cranking speed. Use booster batteries if necessary. 3. If pressure is below the minimum specified above, check the in-tank strainer and supply line from the tank to pump. If no obstruction is found, replace the pump.

10-21

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28

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figure 29. Overflow Valve Temporarily replace the valve with a known good valve. If the overflow valve is at fault, it must be replaced as an assembly.

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29 In-Tank Strainer The strainer can be accessed by removing the inlet fitting. It will be necessary to first drain the fuel tanks. Both tanks drain through the cock at the return fitting.

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30

10-22

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figure 32. Test for Air Ingress If air ingress is indicated by foam and bubbles during the initial test, conduct the following test: 1. Disconnect the fuel supply line, 1, and return line, 2, at the fuel tank. 2. Direct the return line to a drain pan. 3. Using an air source regulated to not more the 2.75 bar (40 PSI), pressurize the fuel system at the fuel supply line. Most of the fuel will be forced out of the system and into the drain pan.

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31

NOTE: This procedure is necessary since air is less viscous (is thinner) than diesel fuel, and air will leak both in and out of a system component where fuel will not. 4. Once the fuel is purged from the system, shut off the air source. 5. Reinstall the return line to the tank fitting and ensure that the return valve is closed. 6. Using an air source regulated to not more the1.4 bar (20 PSI), pressurize the fuel system at the fuel supply line. 7. Apply liquid soap and water solution to all joints and connections in the fuel system and inspect for leaks. 8. If any leaks are found, take the necessary steps to repair. 9. Reconnect the supply and return lines and prime the system. 10. Start the engine and run it for approximately 10 minutes. 70-150-2220

32

10-23

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figure 33. Leakback to Tank with Engine Off When the engine is shut off, it is important that the injection pump fuel gallery remain full of fuel. If fuel trapped in the gallery is allowed to drain back to the tank, a void develops in the gallery. This void must be refilled with fuel before the engine will start. This situation can cause very difficult cold starting. The fuel is trapped in the gallery by a one-way check valve in the supply pump and by the overflow valve.

To Test Leakback Install a clear line several feet long to the supply pump inlet port. Install a clear line several feet long to the return port on the pump. Place a container of CLEAN fuel onto the floor, and insert both clear lines into the container. Start the engine. You will observe the fuel being drawn out of the container through the supply line and returned through the return line.

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33

Continue to operate the engine until all air is cleared from the system. Shut off the engine. Leave the engine shut off for a period of at least 4 hours. Overnight is better. Using the same principal as the finger over the straw, the clear lines should remain nearly full of fuel. If the fuel leaks out of the supply line, the problem is with the supply pump which should be replaced. If the fuel leaks out of the return line, the problem is with the overflow valve which should be replaced. 70-150-2222

34

10-24

SECTION 10 - ENGINE - CHAPTER 4 HIGH-PRESSURE FUEL SYSTEM The job of the high-pressure system is to deliver a measured, atomized charge of fuel into the combustion chamber at the proper time. The high-pressure pumping elements are housed within the injection pump. IMPORTANT: Internal repairs to the fuel injection pump must be accomplished through a Bosch authorized Diesel Service Dealer (DSD). The only adjustment that can be accomplished to the pump on-vehicle is low speed idle adjustment. Should symptoms arise that indicate a problem with the high-pressure portion of the fuel system, the following procedures should be used.

INJECTION TIMING CHECK The spring-loaded go/no-go pin, tool number FNH00536-2, 1, can be used to verify correct timing. The rigid pin, 2, should be used during injection pump installation.

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35 1. Remove the fan belt.

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36

10-25

SECTION 10 - ENGINE - CHAPTER 4 2. Remove the injection pump timing gear cover.

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37 3. Locate the timing pin hole on the front of the injection pump.

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38 4. Using a 29 mm (1-1/8″) socket on the bolt at the front of the crankshaft, rotate the engine clockwise, viewed from the front of the tractor, until the timing pin hole is near the 8 o’clock position. NOTE: This assures that #1 cylinder is coming up near TDC on the compression stroke.

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39

10-26

SECTION 10 - ENGINE - CHAPTER 4 5. Continue to rotate the engine clockwise until the timing marks on the front pulley align with the pointer according to the following text and chart.

70-150-2228

40 NOTE: All the 70A Series have emissionized static timing. The static timing for the 170 hp (North American specification only) and 190 hp emissionized engines is different to the earlier, non-emissionized versions. Model Type

HP

Non-Emissionized Static Timing (deg. BTDC)

Emissionized Static Timing (deg. BTDC)

8670*

170

24

18

8770

190

21

18

8870

210

16

16

8970

240

16

16

* North American specification only. The emissionized engines were introduced into production on the following tractor serial numbers. The emissionized 8670 and 8770 models can be visually identified by the fitment of an inter-cooler: 8670 -- D411682 8770 -- D408877 8870 -- D409270 8970 -- D409255

6. Thread the go/no-go timing pin (spring-loaded) FNH00536-2 into the pump hub.

CAUTION The engine must never be rotated while the timing pin is installed. Engine rotation, even carefully by hand, will both destroy the timing pin and make removal difficult. NOTE: The hole should be in the area of 8 to 10 o’clock position. If the pin is inserted at any other location it can catch on the pump timing plate. 70-150-2230

41

10-27

SECTION 10 - ENGINE - CHAPTER 4 7. If the pin anvil engages the hole in the pump timing plate, then the injection pump is in time and the engine can be reassembled. If the pin anvil will not engage the pump timing plate, then the pump drive gear must be removed and the rigid pin used. Use of the rigid pin can be found in the “Disassembly and Reassembly” section, under “Injection Pump Installation.”

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42

FUEL INJECTOR NOZZLE CHECK, ENGINE RUNNING 1. Operate engine at intermediate speed and no load. 2. Slowly loosen the fuel pressure line at one of the nozzles, 1, until fuel escapes at the connection (fuel not opening the nozzle). 3. If engine speed changes, the injection nozzle is probably working satisfactorily. 4. If engine speed does not change, a nozzle is faulty and must be checked and repaired (or replaced).

INJECTOR ASSEMBLY BENCH TESTING Remove the injector assemblies. Removal and reinstallation information is found later in this chapter. All tests are accomplished using Tester Tool No. FNH01721, Adapter Tool No. FNH00041, and a container, such as a glass beaker.

WARNING The spray from an injector tester can pierce human skin, with fatal results. When an injector is spraying, the nozzle holder should be turned away from the operator and any other persons. The spray is flammable. Ensure that no exposed light bulbs or ignition sources are in the area. Do not generate excessive vapor.

10-28

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43

SECTION 10 - ENGINE - CHAPTER 4 NOTE: If the injector assembly fails to pass any of the following tests, the assembly must be taken to an authorized Bosch Diesel Service Dealer for repairs and adjustment.

PRELIMINARY SETUP PROCEDURE 1. Fill the injector tester with a calibrating type fuel oil. Do not use diesel fuel, as gummy deposits can form over a period of time. Also vaporized diesel fuel is more flammable than calibrating fluid. 2. Prime the tester until oil is emitted from the tester line, then connect the injector. 3. Ensure the knob, 1, on the tester is screwed in to prevent the gauge being over pressurized if the nozzle is seized. 4. Pump the tester and check that the nozzle is free to open (i.e., not seized shut). Open the pressure gauge valve, 1, and commence injector testing. If the nozzle is blocked or the needle jammed, take the injector assembly to an authorized Bosch Diesel Service Dealer for repairs, or replace the injector assembly. IMPORTANT: Nozzle tester should be checked periodically for accuracy.

PERFORM OPENING PRESSURE TEST 1. Slowly increase the pressure until the nozzle opens, and fuel sprays from the tip. Opening specifications follow. A new nozzle, or a used nozzle with a new spring should open at approximately the following pressures. A used nozzle that has been rebuilt with a new spring and/or valve should be reset to same pressures as a new nozzle. New nozzle opening pressures are: Tractor Model

Opening Pressure

8670/8670A

241 bar (3500 PSI)

8770/8770A

241 bar (3500 PSI)

8870/8870A

255 bar (3700 PSI)

8970/8970A

255 bar (3700 PSI)

10-29

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44

SECTION 10 - ENGINE - CHAPTER 4 On nozzles which have been in service, the spring and spring seat will have taken a normal set. In this case, opening pressure is satisfactory if it meets or exceeds the used nozzle minimum opening pressure given below, but does not exceed the new opening pressure given previously. Used nozzle minimum opening pressures are: Tractor Model

Opening Pressure

8670/8670A

213 bar (3100 PSI)

8770/8770A

213 bar (3100 PSI)

8870/8870A

227 bar (3300 PSI)

8970/8970A

227 bar (3300 PSI)

The difference in nozzle opening pressures between cylinders in an engine should not exceed 3.5 bar (50 PSI). Spray pattern should be uniform and well-adjusted, 1. A stringy non-uniform or split stream, 2, is unacceptable.

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45

PERFORM NOZZLE SEAT LEAKAGE TEST 1. Wipe nozzle dry. 2. Apply a pressure of 20 bar (285 PSI) BELOW the opening pressure. 3. Hold the pressure for ten seconds. Ideally the tip should remain dry. However, if a drop forms but DOES NOT fall, the nozzle passes the test.

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46

10-30

SECTION 10 - ENGINE - CHAPTER 4 PERFORM CHATTER AND SPRAY PATTERN TEST 1. The injection nozzle should chatter very softly and only when hand lever movement is very rapid (four to six downward movements per second). Failure to chatter may be caused by a binding or bent nozzle valve. 2. Until the chattering range is reached, the test oil emerges as non-atomized streams. When lever movement is accelerated, sprays should be very broad and finely atomized. If the injector passes the tests, reinstall in the engine. If the injector fails any of the tests, take the injector to an authorized Bosch Diesel Service Dealer for repair.

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47

SURGING If surging occurs: 1. Adjust the low speed idle with the low idle screw, 1, and the low idle auxiliary adjustment screw, 2, as described in “Adjustments” (later in this chapter). 2. Check the low-pressure fuel system pressure, and for air ingress, as previously described.

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48

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SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figures 49 and 50.

FUEL SHUTOFF DIAGNOSIS In cases where the proper function of the fuel shutoff solenoid is suspect, the following steps will diagnose both the solenoid and the electrical feed to the pull coil terminal, hold coil terminal, and common ground terminal. Ref

Color

Function

1

Black

Ground

2

Orange

Pull

3

Purple

Hold

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49

SHUTOFF SOLENOID SPECIFICATIONS

Specifications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . @ Rated voltage 12V and rated temp. 20° C (68° F) Pull current: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 amps Hold current: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.87 amps Pull rating: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93.4 N (21 lbs) @ 1″ stroke Hold rating: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 N (40 lbs) Plunger stroke: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.4 mm (1″) maximum

PRELIMINARY CHECKS 1. Place the transmission in NEUTRAL and set the parking brake. 2. Check the battery voltage. Must be 12 volts or higher. 3. Turn the key switch to the “run” position. 4. Verify that the solenoid plunger and pump control lever, 1, move freely the full range, with no evidence of binding or sticking. 5. With key switch in the “off” position, the control lever will be in the down position, 2. 6. Check the fuel shutoff solenoid linkage adjustment as described later. If readjusted, try restarting the engine while observing the solenoid for proper function. 7. Inspect the electrical connections between the solenoid and harness to ensure good positive contacts, and not sign of rust or corrosion.

10-32

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50

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figures 51 and 52.

CHECKING ELECTRICAL FEED Ref

Color

Function

1

Black

Ground

2

Orange

Pull

3

Purple

Hold

1. Attach the positive lead of the voltmeter to the “hold coil terminal” of the solenoid. Attach the negative lead of the voltmeter to the “common ground terminal” of the solenoid. Turn the ignition switch to the “RUN” position. The voltmeter should read a minimum of 9 volts. Less than 9 volts indicates a bad circuit. Also, there should be a 0.87 amp current draw.

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51

2. Attach the positive lead of the voltmeter to the “pull coil terminal” of the solenoid. Attach the negative lead of the voltmeter to the “common ground terminal” of the solenoid. Turn the key switch to the “RUN” position. A voltage of at least 9 volts should be present for approximately two seconds, and the solenoid plunger should retract. Also there should be a 60.3 amp draw. 3. Attach the voltmeter leads between the solenoid “common ground” terminal and a good ground on the frame. While the solenoid is in the “PULL” and “HOLD” positions, the voltmeter should read 0 volts. If there is voltage, the ground circuit needs to be checked. Verify Linkage Adjustments 1. Turn the key switch to the “RUN” position. The solenoid should fully retract. 2. Remove the solenoid rod from the mechanical fuel shutoff lever. 3. Pull the mechanical fuel shutoff lever to the full “RUN” position. 4. It should now be possible to insert the fuel shutoff solenoid ball joint over the mechanical shutoff lever pin. 5. If necessary, adjust the fuel shutoff solenoid rod in order to accomplish step 4.

10-33

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52

SECTION 10 - ENGINE - CHAPTER 4 ADJUSTMENTS NOTE: 70 Series art shown in Figure 53. NOTE: 70A Series art shown in Figure 54.

BLEEDING THE FUEL SYSTEM To bleed the system, use the following procedure: NOTE: There must be a minimum of 19 L (5 gal) of fuel in the tank to ensure that priming can be achieved. 1. Open the bleed screw, 1, on the fuel filter manifold. (70 Series only)

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53

2. Pump the hand primer, 2, until fuel free of air bubbles escapes from the bleed screw. (70 Series only) 3. Close the bleed screw. (70 Series only) 4. Pump the hand primer, 2, 30 pumps. 5. Crank the engine for a a maximum of 30 seconds. While cranking, depress the foot accelerator to the floor. IMPORTANT: Do not crank the starter continually for more than 30 seconds at a time. Let the starter cool for two minutes between attempts.

2

NOTE: Keep the accelerator to the floor during rough running until the engine is running smoothly, then throttle back to idle. 6. Repeat steps 4 and 5 if the engine starts then stalls. NOTE: Repeat steps 1 through 6 and bleed the fuel system if the engine does not start.

50015834

54

CAUTION Check the bleed screw after the engine starts to ensure there are no fuel leaks.

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SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figures 55 and 56.

ADJUSTMENT OF FOOT AND HAND THROTTLE CABLES Set the foot throttle cable jam nuts, 1, at the throttle bracket bulkhead so that the throttle lever contacts the high-idle stop, 2, when the foot throttle is fully depressed.

70-150-2239

55 Set the hand throttle cable jam nuts, 1, at the throttle bracket bulkhead so that the throttle lever contacts the high-idle stops, 2, when the hand throttle lever is moved to the wide-open position. Recheck the foot throttle cable and correct, if necessary, by repeating the step above.

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56

ADJUSTMENT OF HIGH IDLE SPEED High idle speed adjustment is sealed. High idle can be adjusted only by an authorized Bosch Diesel Service Dealer.

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57

10-35

SECTION 10 - ENGINE - CHAPTER 4 ADJUSTMENT OF LOW IDLE AND ANTISURGE NOTE: Before proceeding, make certain that the foot and hand throttle cables are properly adjusted, as previously described. NOTE: This is the only adjustment that can be done to the fuel injection pump by a technician NOT authorized by Bosch. 1. Release any operator pressure on the foot throttle pedal, and ensure that the hand throttle lever is pulled fully rearward to the low idle position. 2. Back off the low idle auxiliary adjustment screw, 2. 3. Adjust the low idle screw, 1, so that the engine speed is 870 ± 10 RPM. 4. Thread the low idle auxiliary screw in until low idle speed reaches 880 ± 10 RPM. 5. If surging still exists, repeat steps 2, 3, and 4, EXCEPT that in step 3, adjust the low idle screw to 850 ±10 RPM instead of 870 RPM. 6. Run the throttle up to high idle and then back down to the low idle position to confirm correct speed settings.

10-36

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58

SECTION 10 - ENGINE - CHAPTER 4 REMOVAL AND INSTALLATION FUEL LIFT PUMP NOTE: 70 Series art shown in Figure 59. Removal 1. Remove the fuel inlet and outlet lines from the lift pump. 2. Remove the three nuts which mount the lift to the fuel injection pump. 3. Remove the lift pump. 4. Clean all old gasket material from the lift pump and the fuel injection pump mating surfaces. 5. If required, remove the fuel inlet tube fitting. Discard the seal ring. Installation 1. If needed, rotate the crankshaft so the low side of the fuel injector pump camshaft lobe is facing out. 2. Install the lift pump gasket onto the fuel injection pump. Make sure the gasket mating surfaces are clean. 3. Install the lift pump onto the fuel injection pump. 4. Place the mounting nuts on the studs and tighten to 7 - 9 N⋅m (5 - 7 ft lbs). 5. Start and stop the engine to check proper operation of the solenoid. 6. Install the inlet and outlet lines on the fuel lift pump. Tighten until the coupling contacts the body shoulder 7 N⋅m (5 ft lbs). 7. Loosen the inlet line to the fuel injection pump. Operate the hand primer on the lift pump to displace any air that might be in the fuel lines. Tighten the connection. 8. Start the engine and run it for approximately two minutes. Observe all connections for fuel leaks. 9. Stop the engine and check for oil leakage from the lift pump gasket.

10-37

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59

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figures 60 and 61.

FUEL SHUTOFF SOLENOID Removal 1. Disconnect the wire connector from the fuel shutoff solenoid. 2. Remove the solenoid plunger linkage from the pump run/stop lever, 1. 3. Remove the two cap screws which hold the fuel shutoff solenoid to the engine block.

70-150-2242

60 Installation 1. Attach the fuel shutoff solenoid to the engine block with two cap screws. 2. Torque cap screw to 5 - 7 N⋅m (42 - 60 in. lbs). 3. Attach the solenoid plunger linkage to the pump run/stop lever, 1. 4. Connect the wire connector to the fuel shutoff solenoid, 1. 5. Check the fuel shutoff solenoid for proper adjustment. 6. Start and stop the engine to check for proper operation of the solenoid.

10-38

70-150-2243

61

SECTION 10 - ENGINE - CHAPTER 4 FUEL INJECTION PUMP NOTE: Before removing any fuel lines, clean the exterior of the fuel injection pump with clean fuel oil or solvent to help prevent the entry of dirt or other contamination. The area can be steam cleaned (which is probably the best method of getting the area clean), but it can only be done when the engine is cold and shut off. ATTENTION: Do not wash or steam clean the engine while it is running or still hot from running. Serious damage to the injection pump could occur.

Removal 1. Disconnect the negative battery cables from the battery and/or batteries. 2. Remove the fan guard and belt.

70-150-2224

62 3. Remove the injection pump timing gear cover.

70-150-2225

63

10-39

SECTION 10 - ENGINE - CHAPTER 4 4. Locate the timing pin hole on the front of the injection pump.

70-150-2226

64 5. Using a 29 mm (1-1/8″) socket on the bolt at the front of the crankshaft, rotate the engine clockwise, viewed from the front of the tractor, until the timing pin hole is near the 8 o’clock position. NOTE: If the injection timing is correct initially, the timing pin hole will be in the 8 to 9 o’clock position when the #1 cylinder is at approaching TDC on the compression stroke.

70-150-2227

65

10-40

SECTION 10 - ENGINE - CHAPTER 4 6. Continue to rotate the engine clockwise until the timing marks on the front pulley align with the pointer according to the following chart.

70-150-2228

66 NOTE: All the 70A Series have emissionized static timing. The static timing for the 170 hp (North American specification only) and 190 hp emissionized engines is different to the earlier, non-emissionized versions. Model Type

HP

Non-Emissionized Static Timing (deg. BTDC)

Emissionized Static Timing (deg. BTDC)

8670*

170

24

18

8770

190

21

18

8870

210

16

16

8970

240

16

16

* North American specification only. The emissionized engines were introduced into production on the following tractor serial numbers. The emissionized 8670 and 8770 models can be visually identified by the fitment of an inter-cooler: 8670 -- D411682 8770 -- D408877 8870 -- D409270 8970 -- D409255

10-41

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figures 67 and 68. 7. Remove the four cap screws, 1, retaining plate, 2, and drive gear, 3, from the front of the injection pump.

70-150-2244

67 8. Remove the oil feed, 1, and fuel lines, 2. Cap all the lines and openings to prevent the entry of dirt or contaminants.

CAUTION Use two wrenches on these high pressure lines to prevent distorting or rotating the pumping element. 9. Remove the tube assembly from the boost control. 10. Disconnect the throttle and fuel shutoff linkage, 4.

10-42

70-150-2245

68

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figure 69. 11. Remove the pump support bracket from both the fuel injection pump and the engine mounting bracket. This will allow for easier turning of the pump when it is loosened. 12. Remove the five bolts from the rear of the adapter plate. 13. Slide the pump toward the rear of the engine and remove it from the machine. 70-155-2201

69 Installation 1. With the pump on the bench, rotate the injection pump clockwise, viewed from the front, until the threaded hole in the pump drive flange aligns with the pump timing plate.

70-150-2246

70 2. Thread in the rigid pin, Tool No. FNH00536, 1, until it bottoms.

1

Install new O ring, 2, on pump mounting flange.

70-150-2231

71

10-43

SECTION 10 - ENGINE - CHAPTER 4

8

7

6

5

3

4

70-150-2247

72 1. 2. 3. 4.

A Type Fuel Injection Pump Pump Retaining Nuts Pump Retaining Bolts Cylinder Block Bracket

5. 6. 7. 8.

Models 8670/8670A and 8770/8770A NOTE: Initially tighten hardware finger tight during fuel injection pump installation 3. Locate A type pump, 1, into position on the engine. 4. Install the four nuts, 2, from the rear of the injector pump adapter plate. 5. Install the two hex bolts, 3, that retain the injection pump to the pump support bracket, 7. 6. Install cylinder block bracket, 4, with two bolts, 5. 7. Install two bolts, 6, securing the two brackets together.

10-44

Cylinder Block Bolts Bracket Bolts Pump Support Bracket Pump Crankcase Oil Fill Plug

SECTION 10 - ENGINE - CHAPTER 4 2

3

8

4

7 70-150-2248

6

5

73 1. 2. 3. 4.

B Type Fuel Injection Pump Pump Retaining Nuts Pump Retaining Bolts Cylinder Block Bracket

5. 6. 7. 8.

Models 8870/8870A and 8970/8970A NOTE: Initially tighten hardware finger tight during fuel injection pump installation. 3. Locate B type pump, 1, into position on the engine. 4. Install four nuts, 2, from the rear of the injector pump adaptor plate. 5. Install the two hex bolts, 3, that retain the injection pump to the pump support bracket, 7. 6. Install cylinder block bracket, 4, with two bolts, 5. 7. Install two bolts, 6, securing the two brackets together.

10-45

Cylinder Block Bolts Bracket Bolts Pump Support Bracket Pump Crankcase Oil Fill Plug

SECTION 10 - ENGINE - CHAPTER 4 8. Tighten the following bolts previously installed in the installation procedure: a. Four nuts, 2, in rear of injection pump adaptor plate 27 - 34 N⋅m (20 - 25 ft lbs). b. Two hex-head bolts, 3, retaining the injection pump to the pump support bracket, 47 - 61 N⋅m (35 - 40 ft lbs), see step 9. c. Bolts for injection pump support and engine mounting bracket, 5 and 6, 27 - 35 N⋅m (20 - 26 ft lbs). 9. Add 450 ml (1.0 pt) of crankcase oil to the pump assembly through the fill plug, 8. Tighten the plug to 10 - 12 N⋅m (7 - 9 ft lbs).

12. Install the oil feed and fuel lines. Do not remove caps from the lines until just before they are to be installed. Observe the torque specifications. 13. Install the boost control tube assembly to the boost control. 14. Install all the fuel lines. Use two wrenches on the fuel lines to prevent accidental rotation of the pumping element. 15. Make sure all connections are complete and tightened to specification. NOTE: It may be necessary to bleed the fuel system if the engine fails to start.

NOTE: Premature pump failure may result if the pump is not pre-lubricated.

16. Connect the battery cables.

10. Reconnect the fuel shutoff solenoid.

18. Replace fan belt, guard and hood trim panel.

11. Attach the throttle linkage and adjust if necessary.

10-46

17. Then start the engine and check for leaks.

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figure 74.

FUEL INJECTION LINES In the case of damage to a single fuel injection line, do not attempt to remove it by itself. Always remove the fuel injection lines as a set, 2, it is much easier to get them off the engine, and it helps to prevent damaging the injection lines that are still good.

LOW-PRESSURE FUEL INJECTION LINES

70-150-2214

Removal NOTE: Before removing any fuel lines, clean the exterior of the fuel lines with fuel oil or solvent to prevent the entry of dirt into the fuel system when the fuel lines are removed. Blow dry with compressed air. 1. Disconnect the battery ground cables from all batteries. 2. Disconnect and remove the low-pressure fuel line assembly, 1, including the filter. Cap the lines as they are removed. Inspect the rubber spacers at the ends of the lines for distortion. Replace as required. 3. If required, remove the overflow valve from the pump return tube. Remove and discard the overflow valve seal. 4. If required, remove the inlet fitting and seal from the pump. Discard the seal. Installation 1. Install the low-pressure fuel lines, 1, and filter assembly back on the engine. Make sure the tubes have fully seated into their correct fittings before tightening the retaining nuts to specification. 2. If removed, install the overflow valve with a new seal to the pump return tube. Tighten the valve to 30 - 40 N⋅m (22 - 30 ft lbs). 3. If removed, install the fuel inlet fitting with a new seal to the pump. Tighten to 30 - 40 N⋅m (22 - 30 ft lbs). 4. Connect the battery ground cable to both batteries. 5. Run the engine and check for leaks.

10-47

74

SECTION 10 - ENGINE - CHAPTER 4

70-150-2249

75

HIGH-PRESSURE FUEL LINES NOTE: 70 Series art shown in Figure 75. Removal 1. Remove the low-pressure fuel lines following the procedures described in this chapter.

Once removed from the engine, individual fuel lines can be removed from the assembly for replacement. Keep in mind when ordering parts that each line is different and cannot be interchanged; therefore, order lines individually for the particular cylinder the line goes to.

2. Disconnect the fuel injection lines at the injectors. As the line is removed, use a plastic cap to prevent the entry of dirt into the system.

Installation 1. Make sure the clamps, 4, holding lines together are tight.

3. Disconnect the fuel lines at the fuel injection pump, 1. Cap each line and pumping element as the line is removed to prevent the entry of dirt into the system. Use two wrenches on the lines to prevent accidental rotation of the pumping element.

NOTE: High-pressure fuel lines must be installed as a set. It is much easier than installing them individually.

4. Detach the bracket, 1, holding the fuel injection line assembly to the intake manifold. 5. Carefully wiggle the fuel injection lines, 2, out from under the intake manifold and remove them from the engine. Start from the back and move toward the front of the engine.

10-48

2. Wiggle the high-pressure fuel injection lines into position on the engine. Start from the back and go toward the front of the engine. 3. Install the injection lines, 2, onto the injection pump, 3, and tighten the nuts to 22 - 27 N⋅m (16 - 20 ft lbs). Tighten the bracket, 1, holding the high-pressure fuel lines to the intake manifold. Use two wrenches to tighten the lines to prevent accidental rotation of the pumping element.

SECTION 10 - ENGINE - CHAPTER 4 4. Connect the high fuel injection lines to the fuel injectors one at a time starting with cylinder No. 1. NOTE: Do not remove the caps from the fuel lines or components until they are to be connected. This will help prevent the entry of dirt into the system. 5. Tighten the fuel injection line to injector nuts, 1, to 22 - 27 N⋅m (16 - 20 ft lbs). 6. Install the low-pressure fuel lines and filter assembly back on the engine. Tighten the nuts to specification. 7. Connect the battery ground cables to both batteries. 8. Run the engine and check for leaks. 9. If necessary, purge the high-pressure fuel lines of air by loosening the connector one-half to one turn and cranking the engine until solid fuel, free from bubbles, sprays from the connection.

WARNING Wear safety glasses or a protective face shield when working with high-pressure fuel. Keep eyes and hands away from nozzle spray. Fuel spraying from the nozzle under high pressure can penetrate the skin and cause blood poisoning. Medical attention should be provided immediately in the event of skin penetration.

10-49

70-150-2232

76

SECTION 10 - ENGINE - CHAPTER 4 INJECTOR LEAK-OFF LINE Removal 1. Remove the fuel injector line, 1. Remove banjo bolts, 3, holding leak-off line, 4, to the fuel injector, 2. Start at No. 1 injector and work back.

70-150-209

77 2. Store banjo bolts in a clean place to avoid contamination. Discard washers, 5, 8 and 9. New washers, 5, 8 and 9, must be used for reassembly.

3

5 6

Installation 1. Position the leak-off line on the engine at the injectors. 2. Insert the banjo bolt, 3, into the No. 1 injector, 2, first. Make sure there is a washer, 5, on both sides of the banjo fitting; otherwise, the connection will leak. Start the banjo bolt, 3, into the injector. Do not tighten it at this time. ATTENTION: Be careful to avoid cross threading the banjo bolt into the nozzle body. 3. Install the rest of the banjo bolts and new washers working from front to back. 4. Beginning at injector No. 1, tighten the banjo bolts to 5.6 - 6.8 N⋅m (50 - 60 in. lbs). Tighten the support bracket, 7, using the existing manifold attaching bolt, 6, to 31 - 38 N⋅m (23 - 28 ft lbs). 5. Install the fuel injector lines. 6. Start the engine and check the connection for fuel leaks.

10-50

9

7

70-150-210

2

8 78

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figures 79 and 80.

FUEL FILTER Removal and Installation A single fuel filter/water separator is located on the side of the engine. The filter is a spin-on type and is replaced as part of the scheduled maintenance. 1. Hold the filter, 1, so it cannot turn. 2. Unscrew the plastic water separator bowl, 2, from the filter. Do not damage the bowl or lose the O ring, 3. Catch the fuel in a suitable container and dispose of properly.

70-150-194

79

3. Remove the filter, 1. Dispose of filter properly. 4. Clean the filter mount surface, 2. 5. Install the O ring and plastic water separator bowl on the new filter. Hand tighten only. 6. Fill the filter with clean, fresh, diesel fuel. 7. Coat the filter seal, 3, with diesel fuel. 8. Install the filter until the seal contacts the mount, then tighten an additional 1/2 turn. 9. Depress and release the hand primer, 4, until resistance is felt indicating the filter is full. 10. Start the engine and check for fuel leaks.

70-150-195

80

10-51

SECTION 10 - ENGINE - CHAPTER 4 NOTE: 70 Series art shown in Figure 81.

FUEL FILTER MANIFOLD Removal 1. Remove the filter, 1, from the fuel filter manifold with a suitable oil filter wrench. 2. Disconnect the low-pressure inlet and return lines, 2, from the ports on the rear of the fuel filter manifold, 3, and inspect the rubber spacers, 4, for distortion or cracks and replace as required. 3. Remove the two bolts, 5, retaining the fuel filter manifold to the intake manifold, and remove the fuel filter manifold. Installation 1. Position the fuel filter manifold on the intake manifold and install hardware. Tighten to 27 34 N⋅ m (20 - 25 ft lbs). 2. Install the lines in their respective ports in the fuel filter manifold. 3. Install new fuel filter. Refer to “Fuel Filter Removal and Installation” earlier in this chapter. 4. Bleed the system as required. Refer to “Bleeding the Fuel System” earlier in this chapter.

10-52

70-150-2250

81

SECTION 10 - ENGINE - CHAPTER 4 INJECTION NOZZLES Removal and Reinstallation

WARNING Diesel fuel escaping under pressure can penetrate the skin causing serious injury. Do not use your hand to check for leaks. Use a piece of cardboard or paper to search for leaks. Wear eye protection. Stop the engine and relieve pressure before connecting or disconnecting lines. Tighten all connections before starting the engine or pressurizing lines. If any fluid is injected into the skin, obtain medical attention immediately or gangrene may result. IMPORTANT: Before loosening or disconnecting any part of the fuel injection system, thoroughly clean the area to be worked on. IMPORTANT: Remove and replace one injector at a time. This will reduce the chance of dirt entering the engine through the injector opening. IMPORTANT: Place caps on all open lines or injector openings to prevent the entry of dirt. 1. Disconnect the high pressure injector line, 1, from the injector, 2. 2. Remove the leak-off line retaining bolt, 3. 3. Remove the leak-off line, 4, and discard the two copper washers (one on either side of the banjo fitting).

70-150-209

82

10-53

SECTION 10 - ENGINE - CHAPTER 4 4. Remove the injector retaining bolts and washers, 1, and hold-down clamp, 2. 5. Turn the injector, 3, clockwise to loosen it, then remove from the head. 6. Remove the copper sealing washer, 4, from the injector. If the washer is not on the injector it has remained in the head and must be extracted. Discard the copper washers. Make sure the injector cavity is clean of carbon before installing new copper washer. 7. Remove the cork dust seal, 5, from the injector. 8. Install a new cork dust seal on the replacement injector. 9. Install a new copper washer on the end of the injector. 10. Install the injector. 11. Install the hold-down clamp. NOTE: Be sure to install the clamp with the raised side facing up. 12. Install the retaining bolts and washers. Torque the bolts evenly to 22 N⋅m (17 ft lbs). 13. Install the leak-off line using new copper washers, 6, on either side of the banjo fitting. 14. Torque the leak-off line retaining bolt, 7, to 4.5 N⋅m (40 in. lbs). 15. Install the high pressure line and tighten the connector to 24 N⋅m (18 ft lbs). 16. Repeat the process on the remaining injectors. 17. Bleed the fuel system as detailed earlier in this chapter. 18. Start the engine and visually inspect for leaks. The injectors which were removed should be serviced by an authorized dealer and retained for use at the next service interval. NOTE: Unauthorized modification or adjustment of fuel injection equipment outside specification will invalidate the warranty.

WARNING Wear safety glasses or a protective face shield when working with high-pressure fuel. Keep eyes and hands away from nozzle spray. Fuel spraying from the nozzle under high pressure can penetrate the skin and cause blood poisoning. Medical attention should be provided immediately in the event of skin penetration.

10-54

70-150-210

83

SECTION 10 - ENGINE - CHAPTER 5

SECTION 10 -- ENGINE Chapter 5 -- Engine Removal CONTENTS Section

Description

Page

10 000

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Disassembly and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engine Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engine Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

10-1

SECTION 10 - ENGINE - CHAPTER 5 SPECIFICATIONS Engine size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5 L (456 in.3) Engine weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 738 kg (1625 lbs) Cylinders, bore x stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6, 112 mm x 127 mm (4.4″ x 5″) Coolant capacity:

8670, 8770 . . . . . . . . . . . . . . . . . . . . . . . . 8670/8670A, 8770/8770A 25 L (6.6 U.S. gal.) 8870, 8970 . . . . . . . . . . . . . . . . . . . . . . . . 8870/8870A, 8970/8970A 26.4 L (7 U.S. gal.)

Torques Starter mount retainers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 N⋅m (41 ft lbs) Engine to transmission bolts (top) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 488 N⋅m (360 ft lbs) Engine to transmission bolts (center) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240 N⋅m (177 ft lbs) Engine to transmission bolts (bottom) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 N⋅m (41 ft lbs) Fan mount bolts to pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 N⋅m (41 ft lbs) Air-conditioner compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 N⋅m (40 ft lbs) Side rail bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 528 N⋅m (390 ft lbs)

10-2

SECTION 10 - ENGINE - CHAPTER 5 DESCRIPTION OF OPERATION The tractor engine is mounted to the front surface of the transmission. The engine is not attached or supported at the front bolster. The axle and front bolster are connected to the transmission by the use of side rails.

The engine can be removed for major service without separating the transmission from the front axle. A central engine lift point is provided to remove the engine with a suitable hoist. Enough clearance is provided to remove the engine without removing the radiator.

10-3

SECTION 10 - ENGINE - CHAPTER 5 DISASSEMBLY AND REPAIR ENGINE REMOVAL If major engine repair is required, the engine assembly can be removed from the tractor as follows: 1. Park the tractor on a level surface and apply the parking brake. Ensure that there is a clear area to use a lifting hoist to lift the engine from the tractor. 2. Remove the battery cover and the negative battery cables, 1. 3. Remove the engine hood as described in this section, Section 90, Chapter 2, “Hood Removal.”

70-510-65

1

4. Remove the left hood access door and hinge mount. 5. Remove the exhaust pipe, 1, from the right side of the tractor and the hood access door, 2, and hinge mount.

70-160-1615

2 6. Drain the engine coolant into a suitable container using the drain tap at the bottom of the radiator. 7. Remove the fan shields, 1, and the fan assembly, 2. 8. Remove all hoses, 3, from the front of the engine to the radiator.

70-110-1626

3

10-4

SECTION 10 - ENGINE - CHAPTER 5 9. Turn the cab heater valves, 1, off and disconnect the hoses from the front and rear of the intake manifold.

70-610-1186

4 NOTE: 70 Series art shown in Figure 5. 10. Remove the starter, 1, from the right rear of the engine. A 16 mm curved obstacle wrench is required to remove the inner retaining nut. The fuel filter, 2, may have to be removed for better access to the starter. 11. Remove the throttle cables, 3, from the injection pump on the right side of the engine. 12. Remove the fuel supply and return lines, 4, from the right side of the engine. 70-110-1627

5 13. Remove the cab doorsill plates, then the front floor mats and the center floor cover to gain access to the two transmission to engine retaining bolts.

70-660-1611

6

10-5

SECTION 10 - ENGINE - CHAPTER 5 14. Remove the intercooler supply, 1, and return tube, 2.

70-160-1628

7

2

50015833

8 15. Remove the air-conditioner compressor and hoses from the engine. NOTE: DO NOT disconnect the hoses or discharge the system.

70-610-1168

9

10-6

SECTION 10 - ENGINE - CHAPTER 5 NOTE: 70 Series art shown in Figure 10. 16. If additional air-conditioner hose clearance is required to clear the engine, remove the airconditioner condenser, 1. NOTE: DO NOT disconnect the hoses or discharge the system. 17. Remove the air cleaner inlet horn, 2.

70-160-1608

10 18. Disconnect the front main harness from the rear main harness (C008 connector), 1, above the batteries.

70-530-1629

11 19. Attach a suitable lift to the center attaching point in the upper engine frame. NOTE: Removal of the transmission and rear axle oil cooler lines may be required for additional clearance.

70-110-1630

12

10-7

SECTION 10 - ENGINE - CHAPTER 5 20. Remove the two top transmission to engine bolts, 1, from inside the cab. 21. With the engine weight supported with a hoist, carefully remove the two lower bolts, 3, and the four center engine to transmission retaining bolts, 2.

70-110-1631

13 22. Pull the engine forward and up to clear the transmission and side frame rails. 23. Place the engine in a stand or on suitable blocks to allow further disassemble and repair of the engine.

70-110-1632

14

ENGINE INSTALLATION 1. Installation of the engine is the reverse of removal. 2. Ensure that the engine is properly aligned without damage to wiring, lines and fittings during installation. 3. Torque all retaining bolts as indicated in the “Specifications” portion of this chapter.

70-110-1633

15

10-8

SECTION 10 - ENGINE - CHAPTER 6

SECTION 10 -- ENGINE Chapter 6 -- Fuel Tank Removal CONTENTS Section

Description

Page

10 000

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Disassembly and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Lower Tank Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Lower Tank Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Top Tank Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Top Tank Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

10-1

SECTION 10 - ENGINE - CHAPTER 6 SPECIFICATIONS Tank material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plastic with steel frame Tank capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower - 246 L (65 U.S. gal.) Upper - 170 L (45 U.S. gal.)

Torques Tank mount to transmission bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 N⋅m (85 ft lbs) Lower tank retaining strap bolts:

large . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 N⋅m (85 ft lbs) small . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 N⋅m (47 ft lbs)

Top tank retaining strap bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 N⋅m (47 ft lbs) Cab step bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 N⋅m (47 ft lbs)

10-2

SECTION 10 - ENGINE - CHAPTER 6 DESCRIPTION OF OPERATION The tractor fuel system is supplied by two fuel tanks. The lower tank is mounted on the left side of the transmission at the left steps, and the top tank is mounted to the bottom rear of the cab.

To make repairs to the components on the left side of the rear axle, removal of the lower fuel tank is required. The tank must also be removed prior to removing the cab.

10-3

SECTION 10 - ENGINE - CHAPTER 6 DISASSEMBLY AND REPAIR LOWER TANK REMOVAL 1. Remove the left cab step assembly.

70-150-1592

1 2. Close the supply, 2, and return, 1, valves. 3. Open the drain valve, 3, and drain the fuel into an approved container. 4. Disconnect the fuel lines at the shutoff valves.

70-150-1593

2 5. Remove the fuel tank front, 2, and rear, 1, lower support pins.

70-150-1594

3

10-4

SECTION 10 - ENGINE - CHAPTER 6 6. Disconnect the top to lower fuel tank hose at the top rear of the lower tank.

70-150-1595

4 7. Support the fuel tank on a floor jack. Raise and disconnect the tank from the upper support pins. 8. Carefully lower the tank assembly 10 mm (3″).

70-150-1596

5 9. Disconnect the fuel sender, 1, (white) and work light, 2, (black) connectors located at the top front of the fuel tank and lower the tank from the tractor. 10. Remove the mount brackets from the tank by removing the retaining straps. Note the large center bolt and spacer. 11. Cap all tank openings and store the tank in a suitable location.

LOWER TANK INSTALLATION

70-530-1597

6

1. The tank is installed in the reverse order of disassembly. Torque the retaining straps to 64 N⋅m (47 ft lbs). The center bolt and spacer is torqued to 115 N⋅m (85 ft lbs).

10-5

SECTION 10 - ENGINE - CHAPTER 6 TOP TANK REMOVAL 1. The top tank can only be removed after the cab has been removed. See Section 90, Chapter 3 “Cab Removal” in this manual for details. 2. With the cab removed and supported, remove the tank vent connection, 1, from the right rear corner of the tank.

70-150-1598

7 3. Carefully loosen the four tank attaching straps and lower the tank from the bottom of the cab.

TOP TANK INSTALLATION The tank is installed in the reverse order of disassembly. Torque the retaining straps to 64 N⋅m (47 ft lbs).

70-150-1599

8

10-6

SECTION 21 -- TRANSMISSION -- CHAPTER 1

SECTION 21 -- TRANSMISSION Chapter 1 -- Operation and Overview CONTENTS Section

Description

Page

21 000

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Powershift Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Gear Ratios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Ground Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Transmission Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Powershift Transmission Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Digital Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Inching Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Starting the Engine and Moving Forward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Starting the Engine and Moving in Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Shuttle Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Speed Matching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Auto Shift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Creeper Gears (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Programmable Upshift - Downshift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Transmission Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Speed Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Directional Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Clutch Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Troubleshooting and Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

21-1

SECTION 21 -- TRANSMISSION -- CHAPTER 1 SPECIFICATIONS POWERSHIFT TRANSMISSION Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 forward and 9 reverse speed, using helical cut gears and multi-plate wet clutches. Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrohydraulic with single lever and inching pedal and Electronic Management System

GEAR RATIOS (F=Forward R=Reverse) U=Upshift ratio, D=Downshift ratio for F8 and F9 F1

9.144

F9-U

2.564

R3

6.773

F2

7.737

F9-D

2.566

R4

5.731

F3

6.612

F10

2.193

R5

4.898

F4

5.772

F11

1.914

R6

4.275

F5

4.884

F12

1.620

R7

3.618

F6

4.174

F13

1.384

R8

3.091

F7

3.546

F14

1.176

R9

2.626

F8-U

3.000

F15

0.995

R10

2.222

F8-D

3.033

F16

0.850

R11

1.899

21-2

SECTION 21 -- TRANSMISSION -- CHAPTER 1 GROUND SPEED - 8670/8670A WITH 16X9 POWERSHIFT TRANSMISSION (18.4 - 42 TIRES) FORWARD GEARS Gear Ratio

1500 engine RPM

1900 engine RPM

2100 engine RPM

MPH

(KPH)

MPH

(KPH)

MPH

(KPH)

F1

1.23

(1.98)

1.56

(2.51)

1.72

(2.77)

F2

1.46

(2.34)

1.85

(2.97)

2.04

(3.28)

F3

1.70

(2.74)

2.16

(3.48)

2.39

(3.84)

F4

1.95

(3.14)

2.48

(3.98)

2.73

(4.40)

F5

2.30

(3.71)

2.93

(4.71)

3.23

(5.20)

F6

2.71

(4.35)

3.43

(5.51)

3.78

(6.08)

F7

3.18

(5.11)

4.03

(6.49)

4.45

(7.16)

F8

3.76

(6.04)

4.77

(7.67)

5.26

(8.46)

F9

4.40

(7.07)

5.58

(8.97)

6.16

(9.90)

F10

5.14

(8.27)

6.52

(10.49)

7.20

(11.58)

F11

5.89

(9.47)

7.47

(12.01)

8.24

(13.26)

F12

6.96

(11.19)

8.82

(14.19)

9.74

(15.67)

F13

8.14

(13.10)

10.33

(16.62)

11.40

(18.34)

F14

9.59

(15.91)

12.16

(19.56)

13.42

(21.59)

F15

11.33

(18.22)

14.37

(23.11)

15.86

(25.51)

F16

13.25

(21.32)

16.81

(27.04)

18.55

(29.85)

R3

1.66

(2.68)

2.11

(3.40)

2.33

(3.75)

R4

1.97

(3.16)

2.49

(4.01)

2.75

(4.43)

R5

2.30

(3.70)

2.92

(4.70)

3.22

(5.18)

R6

2.64

(4.24)

3.34

(5.38)

3.69

(5.94)

R7

3.11

(5.01)

3.95

(6.36)

4.36

(7.02)

R8

3.65

(5.87)

4.62

(7.44)

5.10

(8.21)

R9

4.29

(6.90)

5.44

(8.75)

6.01

(9.67)

R10

5.07

(8.16)

6.43

(10.34)

7.10

(11.42)

R11

5.93

(9.55)

7.53

(12.11)

8.31

(13.37)

REVERSE GEARS

Based on rear tire 18.4 - 42

21-3

SECTION 21 -- TRANSMISSION -- CHAPTER 1 GROUND SPEED - 8770/8770A, 8870/8870A AND 8970/8970A WITH 16X9 POWERSHIFT TRANSMISSION (18.4 - 42 TIRES) FORWARD GEARS Gear Ratio

1500 engine RPM

1900 engine RPM

2100 engine RPM

MPH

(KPH)

MPH

(KPH)

MPH

(KPH)

F1

1.25

(2.01)

1.58

(2.54)

1.75

(2.81)

F2

1.47

(2.37)

1.87

(3.01)

2.06

(3.32)

F3

1.72

(2.77)

2.19

(3.52)

2.41

(3.88)

F4

1.97

(3.18)

2.50

(4.03)

2.76

(4.45)

F5

2.33

(3.75)

2.96

(4.76)

3.27

(5.26)

F6

2.73

(4.39)

3.46

(5.57)

3.82

(6.15)

F7

3.21

(5.17)

4.08

(6.56)

4.50

(7.24)

F8

3.80

(6.12)

4.82

(7.76)

5.32

(8.57)

F9

4.44

(7.15)

5.64

(9.07)

6.22

(10.00)

F10

5.20

(8.36)

6.59

(10.60)

7.27

(11.70)

F11

5.95

(9.58)

7.55

(12.15)

8.33

(13.41)

F12

7.03

(11.31)

8.92

(14.33)

9.85

(15.84)

F13

8.23

(13.24)

10.44

(16.80)

11.52

(18.54)

F14

9.69

(15.59)

12.29

(19.78)

13.56

(21.83)

F15

11.45

(18.42)

14.52

(23.37)

16.03

(25.79)

F16

13.40

(21.56)

16.99

(27.34)

18.76

(30.18)

R3

1.68

(2.71)

2.13

(3.43)

2.36

(3.79)

R4

1.99

(3.20)

2.52

(4.06)

2.78

(4.48)

R5

2.33

(3.74)

2.95

(4.75)

3.26

(5.24)

R6

2.67

(4.29)

3.38

(5.44)

3.73

(6.00)

R7

3.15

(5.07)

4.00

(6.43)

4.41

(7.10)

R8

3.69

(5.93)

4.67

(7.52)

5.16

(8.30)

R9

4.34

(6.98)

5.50

(8.85)

6.07

(9.77)

R10

5.13

(8.25)

6.50

(10.46)

7.18

(11.55)

R11

6.00

(9.66)

7.61

(12.25)

8.40

(13.52)

REVERSE GEARS

Based on rear tire 18.4 - 42

21-4

SECTION 21 -- TRANSMISSION -- CHAPTER 1 ELECTRICAL SYSTEM COMPONENT Fuses

LOCATION

FUNCTION

Main fuse panel (MFP) right side of floor

MFP #3 - 40 AMP main trans. power

Main distribution panel (MDP) right “B” post

MDP #18 - 20 AMP trans. shift control MDP #19 - 20 AMP trans. shift control MDP #20 - 15 AMP trans. f/r control

Relays

Main distribution panel (MDP) right “B” post

MDP #6 dir. interrupt relay MDP #11 Trans. power relay

Electronic transmission control (ETC) Speed sensors

Switches

Potentiometer Solenoids

Part of chassis control module (CCM)

16 BIT micro-controller with application memory and non-volatile calibration memory

Engine speed front trans. housing

2500 OHMS resistance digital eng. speed

Ground speed center trans. housing

2500 OHMS resistance digital grnd. speed

Inching pedal

Normally closed opens at full stroke

Transmission pressure transmission valve

Operates pressure lamp closes at 125 PSI

Inching pedal

Variable resistance feathers MC1 and MC2

Transmission valve

9-direct acting 1.79 OHMS operate at 100 Hz 2-modulating 1.79 OHMS MC1 & MC2 operate at 100 Hz

21-5

SECTION 21 -- TRANSMISSION -- CHAPTER 1 DESCRIPTION OF OPERATION

70-220-787

1 The powershift transmission is a 16 forward speed and 9 reverse speed hydromechanical transmission with electronic management. The term “powershift” refers to the feature of the transmission that allows gear changing, or shifting, to be performed without interruption of the power delivery to the wheels.

Forward and reverse speeds are achieved by using a constant mesh system of high quality carburized helical cut gears. Power flow selection is made possible by multi-plate wet clutches engaged hydraulically using an electronic control system. A cutaway view of the mechanical aspect of the transmission is shown.

21-6

SECTION 21 -- TRANSMISSION -- CHAPTER 1 TRANSMISSION HOUSING The housing is cast in three major parts - a front housing, 1; a center section, 2; and a rear housing, 3. Access to the internal components is only possible by separating the rear housing from the center section, and then removing the center section from the front housing. The transmission must be completely removed from the tractor for all disassembly procedures involving the internal components. 70-220-788

2 The front housing contains the primary speed components, 1, that provide the first 9 speeds in their initial stages. In addition, it provides support on its forward face for the front bearings of these components. The center section provides support for the rear bearings of these components and has attached to it the main hydraulic control valve housing. This center section also acts as the oil circuit distributor. All circuits are drilled and routed to the various components through this item. Additionally, the forward bearings of the components in the rear housing are supported by this center section. The rear housing contains the components providing two forward range and reverse speeds, 2. This housing also provides support for the rear bearings of these components. The transmission housing together with the rear axle center housing form a common oil reservoir.

70-220-789

3

21-7

SECTION 21 -- TRANSMISSION -- CHAPTER 1 POWERSHIFT TRANSMISSION CONTROLS NOTE: 70 Series art shown in Figure 4. The powershift transmission is operated by a single control lever, 1. Because the transmission has only one control lever, it is extremely easy to use. NOTE: The control lever is equipped with a neutral lock button, 2. The control lever may only be moved to the forward or reverse position if the neutral lock button on the control lever knob is depressed. Neutral may be selected without depressing the neutral lock button.

70-220-327

4

In place of the usual clutch pedal is an inching pedal. The powershift transmission control lever is used to select forward or reverse travel and to change transmission speeds. Move the lever forward for forward travel and rearward for reverse travel. The powershift transmission control lever is also used to make instantaneous upward or downward gear ratio changes. Nudge the lever to the right for upward changes and to the left for downward changes. In this context, “nudge” means move the lever and then release. Consecutive gear ratio changes may be made, either by nudging the lever several times or by holding the lever to the left or right and allowing the transmission to shift through the gear ratios automatically. IMPORTANT: The powershift transmission should not be towed other than to remove it from the field or onto a transporter. Do not attempt to tow-start the tractor. See “Starting the Tractor with Jumper Leads” in this section of the manual.

DIGITAL DISPLAY The function of the LCD display, 1, indicates which gear is selected and whether the transmission is in forward (F), neutral (N), or reverse (R).

70-550-300

5

21-8

SECTION 21 -- TRANSMISSION -- CHAPTER 1 INCHING PEDAL The inching pedal, 1, is installed in place of the clutch pedal found on tractors with a conventional transmission. The inching pedal operates like a clutch for safe, accurate positioning of the tractor when hitching up implements or operating in confined spaces.

70-210-328

6 Optimum inching control, particularly with heavy loads, is achieved in the lowest ratios (F1 and R3). The degree of inching control gradually diminishes as higher gear ratios are selected up to 10th speed. At gear ratios higher than 10th, the electronic management system takes over to protect the system from abuse. IMPORTANT: To ensure maximum transmission life, avoid using the inching pedal as a footrest or “riding” the pedal. Use of the inching pedal is only necessary if the low gears are not slow enough at moderate/low engine speeds to give precise control for operations such as implement attachment.

70-550-378

7

When using the inching pedal, particularly at high engine speeds, avoid stalling the engine. Lubrication of the transmission ceases under stall conditions and is detrimental to the transmission. The inching pedal may also be used to automatically select a gear ratio to match load, engine speed, and road conditions. See “Speed Matching” later in this section. To stop the tractor in an emergency, depress the inching pedal and apply both foot brakes together. The inching pedal is not required for normal gear changes.

21-9

SECTION 21 -- TRANSMISSION -- CHAPTER 1 STARTING THE ENGINE AND MOVING FORWARD There are two methods: 1. Preselect A Forward Gear Ratio Before Moving Start the engine with the speed control lever in neutral (the digital display will show “N5”). Nudge or hold the control lever to the right and allow the transmission to select any speed ratio between 5th and 10th as shown in the display (10th speed is the highest available speed for moving from a standstill).

70-220-330

8

To start in a speed ratio below 5th, nudge or hold the control lever to the left and allow the display to change sequentially from 5th down to 1st. After the desired gear ratio is selected, increase engine speed, as required, by means of the throttle. Depress the neutral lock button and move the control lever forward. To increase tractor speed, open the throttle further and/or continue to nudge or hold the control lever to the right to select a higher speed ratio. To decrease speed, close the throttle and/or move the control lever to the left to select a lower gear ratio.

70-220-331

9 2. Powershift Moving

Forward

Gear Ratios While

With the engine running, depress the neutral lock button and move the control lever forward (the digital display will show “F5” and the tractor will start to move forward). Increase engine speed and/or move the control lever to the right and allow the transmission to run through the gear ratios until the desired operating speed is achieved. To further increase tractor speed, open the throttle more and/or continue to hold the control lever to the right to select a higher ratio. To decrease speed, close the throttle and/or hold the control lever to the left to select a lower ratio.

21-10

70-220-332

10

SECTION 21 -- TRANSMISSION -- CHAPTER 1 STARTING THE ENGINE AND MOVING IN REVERSE As with forward travel, there are two methods: 1. Preselect a Reverse Gear Ratio Before Moving Start the engine with the control lever in neutral (the digital display will show “N5”). Nudge or hold the control lever to the right and allow the transmission to select any gear ratio between 5th and 10th as shown in the display. Nudge the lever to the left to select 4th and 3rd. NOTE: There are nine reverse gears, the lowest shown as R3 in the digital display, the highest shown as R11. They are numbered R3 to R11 since the ground speeds correspond to the forward speeds F3 to F11. After the desired gear ratio is selected, depress the neutral lock button and move the control lever rearward. To increase speed, open the throttle further and/or hold the control lever to the right to select a higher gear ratio. To decrease speed, close the throttle and/or hold the control lever to the left to select a lower gear ratio. NOTE: If the transmission has been preprogrammed to select a different reverse from forward gear, the neutral gear selected may change when reverse gear is selected - see “Programming Reverse Gear Ratios” later in this section.

21-11

70-220-333

11

SECTION 21 -- TRANSMISSION -- CHAPTER 1 2. Powershift Moving

Reverse

Gear

Ratios

While

With the engine running, depress the neutral lock button and move the control lever rearward. The digital display will show “R5,” provided the transmission has not been preprogrammed (see “Programming Reverse Gear Ratios” later in this section). Nudge or hold the lever to the right and allow the transmission to run through the gear ratios until the desired operating speed is achieved. To further increase tractor speed, open the throttle more and/or hold the control lever to the right to select a higher ratio. To decrease speed, close the throttle and/or move the control lever to the left to select a lower ratio.

SHUTTLE OPERATIONS To change from forward to reverse travel, simply depress the neutral lock button and move the control lever fully rearward. This may be done at any engine speed and with any gear ratio selected.

WARNING Gear ratios 1, 2 and 12-16 inclusive are not available in reverse.

21-12

70-226-334

12

SECTION 21 -- TRANSMISSION -- CHAPTER 1 SPEED MATCHING When traveling on the road in 10th gear or higher, the transmission will automatically select a ratio to match the engine speed to the road speed if the following is performed: Upshift Momentarily depress the inching pedal, then decrease engine speed with the foot throttle. Release the inching pedal, then increase engine speed. The transmission will automatically select a higher ratio (provided 16th speed is not already selected) to match the lower engine speed and so maintain approximately the same road speed.

70-550-379

13

NOTE: It is recommended that the hand throttle is set to maintain a minimum engine speed of 1000 RPM and the foot throttle is used when higher engine speeds are required.

Downshift Decrease engine speed, then depress the inching pedal, simultaneously increasing engine speed by pressing the foot throttle further down, then release the inching pedal. The transmission will automatically select a lower gear (provided 10th gear is not already selected) to match the higher engine speed.

70-550-380

14

21-13

SECTION 21 -- TRANSMISSION -- CHAPTER 1 AUTO SHIFT NOTE: 70 Series art shown in Figure 15. 70A Series art shown in Figure 16. AUTO shift controls automatic speed shifting through forward gears 10 - 16. AUTO shift can be engaged by depressing, then releasing, the AUTO switch, 1, on the right-hand console while traveling in forward gear ratios of 10th and above at engine speeds of 1600 RPM or more. 70-540-342

15 When AUTO shift is engaged, the LCD digital display on the dash will display an “A” for AUTO, 2, and show the gear selected, 3. When in AUTO shift, the tractor will automatically select higher gears whenever the engine speed exceeds a predetermined speed. It will select lower gears when the engine speed drops below a predetermined speed as shown.

20021939

16 To disengage AUTO shift and return to normal shifting, depress the AUTO switch, upshift, or downshift with the shift control lever. Depressing the inching pedal or selecting neutral in any gear other than 10th will also disengage AUTO shift.

20022366

17

21-14

SECTION 21 -- TRANSMISSION -- CHAPTER 1 CREEPER GEARS (OPTIONAL) Tractors can be equipped with a 10.609:1 creeper gear for extra low ground speeds. Creeper gear provides an additional 16 forward and 9 reverse gears. When in creeper gear, the transmission display on the dash will show “C” for creep, 1, and the gear ratio, 2, selected. To engage creeper gears, place the transmission in neutral, stop the tractor and depress the inching pedal. Depress the top of the creeper switch, 3, engage a gear and release the inching pedal and operate normally.

70-540-82

18

To disengage the creeper gear, stop the tractor, depress the inching pedal, return the shift lever to neutral, and depress the bottom of the creeper switch. IMPORTANT: The creeper gear offers very low ground speeds. Do not use the low gearing to apply excessive draft loads to the tractor.

PROGRAMMABLE UPSHIFT - DOWNSHIFT NOTE: 70 Series art shown in Figure 19. 70A Series art shown in Figure 20. For field use, the transmission can be programmed to upshift 1, 2, or 3 gears or downshift 1, 2, or 3 gears when switch, 1, is activated. This feature allows the operator to upshift or downshift a predetermined number of gears on row ends then return to the original gear when returning to work. 70-540-381

19 The programmable downshift should be used to reduce speeds in the field for crossing rough terrain or climbing steep inclines. The UPSHIFT, DOWNSHIFT rocker switch, 1, is located beside the 3-point hitch FAST RAISE/WORK switch, 2. See “3-Point Hitch Hydraulic Controls.” The use of these features together allows quick turnaround at the end of the field.

20021940

20

21-15

SECTION 21 -- TRANSMISSION -- CHAPTER 1 Upshift Up shift is activated by depressing then releasing the front of the switch. The transmission will automatically upshift the preprogrammed number of gears. The EIC dash Up-Shift lamp, 1, will illuminate and the new gear ratio will be displayed as shifts are completed. To return to the original gear ratio, depress then release the rear of the switch. The Up-Shift lamp will go out, and the tractor will downshift to the original gear. Downshift Downshift is activated by depressing then releasing the rear of the switch. The transmission will automatically downshift the predetermined number of gears. The EIC Down-Shift lamp, 2, will illuminate and the new gear ratio will be displayed as shifts are completed. To return to the original gear ratio, depress then release the front of the switch. The Down-Shift lamp will go out and the transmission will upshift to the original gear. NOTE: The programmable upshift, downshift feature only functions in forward gears. The programmed change in gear ratios will occur whenever the front or the rear of the rocker switch is depressed.

21-16

70-550-301

21

SECTION 21 -- TRANSMISSION -- CHAPTER 1 TRANSMISSION COMPONENTS CLUTCHES Nine multi-plate clutches are used in conjunction with twenty-two gears. The clutches can be divided into two groups. The first group consists of six speed clutches, 1, positioned in the transmission front housing; the second group of three directional clutches, 2, are positioned in the transmission rear housing.

SPEED CLUTCHES The “speed” clutches control the selection of the first nine ratios. The clutches provide the early stages of engine speed reduction. The “directional” clutches work with the speed clutches, provide a further two stages of engine speed reduction to the required final output level and additionally provide reverse direction.

70-210-790

22

21-17

SECTION 21 -- TRANSMISSION -- CHAPTER 1

70-220-729

23 1. 2. 3. 4. 5. 6. 7. 8. 9.

Front tapered roller bearing End gear bearing set (6 pieces) End gear for “3” clutch Retainer plate and snap ring Clutch piston and seals Center gear and shaft assembly Friction and separator plates (9) End gear carrier ball bearings (Tapered set in A clutch) End gear for “B” clutch

10. 11. 12. 13. 14. 15. 16. 17. 18. 19.

Illustrated is a sectional view of the 3/B speed clutch assembly. Two speed clutches share a common center shaft, 6. This illustration is representative of all six speed clutches in that they are all paired and share common shafts. The only differences in these three pairs of speed clutches are the center shaft, 6, of one of them and the number of gear teeth and hub shape of the end gears, 3 and 9. The main shaft has a central gear that is precision welded to it. This weldment also provides the housings for the two multi-plate clutches. At each end of the main shaft are two free-running gears, supported by two tapered roller ball bearings, 2, or

21-18

Rear tapered roller bearing Center housing oil supply sleeve Sealing rings Snap ring and retainer Belleville washers (6) Lube blocker washer Clutch apply oil passage (“B” clutch) Clutch apply oil passage (“3” clutch) Lube oil passage End gear snap ring

ball bearings, 8. The complete assembly is carried by a tapered roller bearing at each end, 1 and 10. All of the six speed clutches are identical. Nine internally splined, composition friction plates, 7, are carried on the hub of the end gears, and nine polished steel plates are externally splined and carried by the central housing. The clutches are hydraulically applied and spring released. The spring medium is provided by six belleville washers, 14, in each clutch. As the clutches are hydraulically applied there is automatic compensation for normal wear, eliminating any need for adjustment.

SECTION 21 -- TRANSMISSION -- CHAPTER 1 When a clutch, 2, is applied, the respective end gear, 1, is locked to the shaft, 3, and power can be transmitted from the end gear to the center gear, or vice versa. When both clutches are actuated, power can be transmitted from end gear to end gear. The speed clutch assemblies each receive three separate oil supplies - a supply for each of the two clutch actuation circuits, 4, and one common supply, 5, for lubrication and cooling of the two clutch assemblies, the bearings of the two main gears, 6, and the two support shaft bearings, 7. 70-210-792

24 The three oil supplies are controlled by an electronically managed hydraulic control valve, 1, mounted externally on the right-hand side of the center section, 2, of the three-piece main casing. Details of the hydraulic control valve and the electronic management system are covered in Chapters 3 and 4 respectively. Internal drillings, 3, in the housing center section route the oil supplies to the ends of the three pairs of speed clutches.

70-210-793

25 Bronze impregnated Teflon sealing rings, 2, are positioned in annular grooves on the shaft ends. Oil for clutch actuation is fed between the sealed grooves from the drilled passages, 1, in the center section. The center section carries serviceable steel sleeves, 3, should wear occur in this oil transfer area. The third oil supply for lubrication and cooling enters the end of the shaft from a similar drilling, 4, in the center section. Oil is transferred along the center of the shaft through axial drillings and meets cross drillings connecting with the clutch piston chambers.

70-210-794

26

21-19

SECTION 21 -- TRANSMISSION -- CHAPTER 1 Oil entering the piston chamber, 6, acts on the surface area of the piston, 3, which is sealed to the central housing, 4, and the shaft by sealing rings, 5, and moves the piston against the lube blocker washer, 7, and the six belleville washers, 8. The polished steel plates, 2, that are externally splined to the central housing, are then compressed against the composite friction plates, 9, which are internally splined to the end gears, 1. Power can be transmitted between the central gear, 4, to the end gear, 1, or vice-versa, depending on which speed is selected. Note that for some speeds both clutches within a speed clutch assembly may be engaged transferring power from one end gear to the other end gear.

70-210-795

27

When the electronically managed control valve signals release of a clutch, the belleville springs, 8, return the piston, 3, to its original position, sending the exhausted oil back to the control valve and releasing the friction between the two sets of plates, 2 and 9.

70-210-796

28 The rate and amount of pressure supplied to and released from the clutch is controlled by the electronic management system and provides smooth, progressive, and timely clutch engagements. Lubrication and cooling oil, entering the shaft at its end face, 3, is allowed to exit the shaft at various lateral drillings, 1, positioned to ensure all components are thoroughly lubricated and cooled. The lube blocker washers, 2, limits lube oil flow to the non-applied clutches to reduce drag and increase efficiency. As the piston, 4, moves, the lube blocker washer uncovers the lube port, 1, to maximize lube flow to the clutch.

21-20

SECTION 21 -- TRANSMISSION -- CHAPTER 1

18

70-220-746

29 1. 2. 3. 4. 5. 6. 7. 8. 9.

Front tapered roller bearing F2 gear and output shaft Clutch piston Lube blocker washer Belleville washers (8) F2 drive gear F2 drive gear ball bearings (small bearing has shield or seal) Rear tapered roller bearing Lube oil passage

10. 11. 12. 13. 14. 15. 16. 17. 18.

DIRECTIONAL CLUTCHES The directional clutches F1 and F2 for forward speeds and R for reverse speeds are much heavier in construction compared with the speed clutches. The directional clutches are operating at slower revolutions and are carrying higher torque loads. All three directional clutches are similar to each other but differ from the speed clutches in that there is only one clutch system in each directional clutch assembly. The directional clutch assemblies each have a gear precision welded to the center shaft, 2, and a second

21-21

Bearing spacer Snap ring and retainer Clutch retaining plate Snap ring Clutch friction and separator plates (11) Clutch apply oil pressure Center housing oil sleeve Sealing rings O Ring (Directional clutches only)

free-running gear, 6, which can be connected to the shaft and its gear by the clutch. The second gear is supported by two ball bearings, 7, mounted on the common shaft. Each directional clutch is similar, only the number of teeth on the respective gears and the hub design differ. Like the speed clutches, the directional clutches receive oil supplies from the electronically managed control valve, but they only receive two supplies, one supply for the actual clutch operation, 15, and the second for lubrication and cooling, 9.

SECTION 21 -- TRANSMISSION -- CHAPTER 1 Application of the clutch and oil routing in principle is identical to the speed clutches, oil being channelled from the control valve through the transmission housing center section to the end, 1, of the directional clutch assemblies. The F1 and R directional clutches, because of their heavier duty, feature fourteen composition internally splined friction plates and fourteen polished steel externally splined plates. The plates, pistons, snap rings, and seals are all common between both speed clutches and directional clutches, although the number of plates is increased to fourteen, and the number of belleville spring washers increased to eight.

70-210-798

30

The F2 clutch and shaft assembly, 2, has larger diameter friction, 4, and steel drive plates, 5, than the F1 and reverse clutches. The F2 clutch also has a larger piston, 7, and belleville washers, 6. The F1 and Reverse directional clutches are supported between the center and rear housing on roller bearings. The F2 clutch has tapered roller bearings, 8, which are shim adjustable. The center shaft, 2, of the F2 directional clutch is utilized as the main output shaft for all forward and reverse speeds. However, the clutch is only engaged for hi range forward speeds.

CLUTCH ENGAGEMENT All clutch engagement is accomplished by the solenoid operated low-pressure hydraulic valves controlled by Electronic Transmission Control module (ETC) as follows. Note the overlap of the F8 and F9 gears. The speed and directional clutch application varies for these gears depending on the operator upshifting or downshifting the tractor.

21-22

GEAR

UP

DOWN

SHIFT GEARS

SHIFT GEARS

SPEED

DIR

SPEED

DIR

F1

1

A

F1

1

A

F1

F2

2

A

F1

2

A

F1

F3

3

A

F1

3

A

F1

F4

1

B

F1

1

B

F1

F5

2

B

F1

2

B

F1

F6

3

B

F1

3

B

F1

F7

1

C

F1

1

C

F1

F8

2

C

F1

1

A

F2

F9

3

C

F1

2

A

F2

F10

3

A

F2

3

A

F2

F11

1

B

F2

1

B

F2

F12

2

B

F2

2

B

F2

F13

3

B

F2

3

B

F2

F14

1

C

F2

1

C

F2

F15

2

C

F2

2

C

F2

F16

3

C

F2

3

C

F2

R3

1

A

R

R4

2

A

R

R5

3

A

R

R6

1

B

R

R7

2

B

R

R8

3

B

R

R9

1

C

R

R10

2

C

R

R11

3

C

R

SECTION 21 -- TRANSMISSION -- CHAPTER 1

1

70-220-799

31 First Gear Forward 1. With1st speed selected, clutch 1 and clutch A are hydraulically applied.

21-23

2. Clutch 1 locks the adjacent end gear to its center shaft gear assembly, and clutch A locks the adjacent end gear to its center shaft.

SECTION 21 -- TRANSMISSION -- CHAPTER 1

2

70-220-800

32 Second Gear Forward 1. With 2nd speed selected, clutch 2 and clutch A are applied locking both end gears to the center shaft gear assembly.

21-24

2. Power flows are as shown.

SECTION 21 -- TRANSMISSION -- CHAPTER 1

3

70-220-801

33 Third Gear Forward 1. With 3rd speed selected, clutch 3 and clutch A are applied locking their end gears to their respective shaft gear assemblies.

21-25

2. Power flows are as shown. 3.

Power is transmitted to the rear housing by the two gear cluster and transfer shaft.

SECTION 21 -- TRANSMISSION -- CHAPTER 1

5

70-220-802

34 Fifth Speed Selected 1. With speeds 4, 5 or 6 selected, clutch B is hydraulically engaged locking the adjacent end gear to the center shaft gear assembly. 2. Application of clutches 1, 2 and 3 with clutch B engaged provides speeds 4, 5 and 6 respectively. 3. Power flow in 5th speed is illustrated.

21-26

4. The power flow through clutch B end gear to the two gear cluster decreases the drive reduction compared to the power flow through clutch A. Therefore, the speeds using clutch B are increased compared to the speeds using clutch A. 5. Power is transmitted to the rear housing by the two gear cluster and transfer shaft.

SECTION 21 -- TRANSMISSION -- CHAPTER 1

8

70-220-803

35 Seventh Speed Selected 1. With speeds 7, 8 and 9 selected during upshifts, clutch C is hydraulically engaged locking the adjacent end gear to the center shaft gear assembly. 2. Application of clutches 1, 2 and 3 with clutch C engaged provides speeds 7, 8 and 9 respectively. 3. Power flow in 8th speed is illustrated.

21-27

4. The power flow through clutch C and its end gear direct to the two gear cluster decreases the drive reduction compared to the power flow through clutch B. Therefore, the speeds using clutch C are increased compared to speeds using clutch B. 5. Power is transmitted to the rear housing by the two gear cluster and transfer shaft.

SECTION 21 -- TRANSMISSION -- CHAPTER 1

F1 (1-9)

70-220-804

36 Engagement of Gears F1-F9 1. The F1 directional clutch is engaged for upshift speeds 1-9 and downshift gears 7-1. 2. With the clutch engaged, the shaft gear assembly is locked to the end gear.

21-28

3. Power flows are as indicated; low speed range is achieved by the three stages of reduction between the transfer gear and output shaft gear.

SECTION 21 -- TRANSMISSION -- CHAPTER 1

F2 (10-18)

70-220-805

37 Engagement of Gears F8-F16 1. The F2 directional clutch is engaged for upshift speeds 10-16 and downshift gears 16-8.

3. Power flows as shown from the transfer gear directly to the locked F2 clutch end gear and output shaft.

2. With the clutch engaged, the end gear is locked to the output shaft and gear.

4. The higher speed range is achieved by only one stage of reduction between the transfer gear and output shaft.

21-29

SECTION 21 -- TRANSMISSION -- CHAPTER 1

R (R3-R11)

70-220-806

38 Engagement of Gears R3-R11 1. The reverse directional clutch is engaged for reverse speeds (R3-R11). 2. With the clutch engaged, the end gear is locked to the shaft gear assembly. 3. Power flows are as indicated.

21-30

4. The reverse speed range is achieved by two stages of reduction between the transfer gear and output shaft; the output shaft rotation is also reversed. 5. The reverse speeds (R3-R11) are matched to forward speeds F3-F11.

SECTION 21 -- TRANSMISSION -- CHAPTER 1 All gear teeth and speed ratios are detailed as follows: F=Forward R=Reverse U=Upshift ratio D=Downshift ratio for F8 and F9 F1

9.144

F2

7.737

F3

6.612

F4

5.772

F5

4.884

F6

4.174

F7

3.546

F8-U

3.000

F8-D

3.033

F9-U

2.564

F9-D

2.566

F10

2.193

F11

1.914

F12

1.620

F13

1.384

F14

1.176

F15

0.995

F16

0.850

R3

6.773

R4

5.731

R5

4.898

R6

4.275

R7

3.618

R8

3.091

R9

2.626

R10

2.222

R11

1.899

70-220-807

39

21-31

SECTION 21 -- TRANSMISSION -- CHAPTER 1 Torque Limiting Clutch The torque limiting clutch provides protection to the engine and transmission driveline components in the event of shock loading or transmission malfunction causing a lockup condition. The clutch “disc” consists of a friction lining attached to spring damper hub. The disc is clamped inside the pressure plate and bolted to the flywheel. Drive is transmitted from the torque limiting clutch to the transmission input gear by the input shaft. 70-210-791

40 PTO Drive The power take-off driveline is driven directly from the engine. Drive from the engine is transmitted through the torque limiting clutch to the input gear, 1, in the front housing. The PTO drive shaft, 2, is splined into the input gear, 1, which transmits live power to the hydraulic gear drive splines, 3, and on to the PTO clutch pack located in the rear axle housing. 70-220-797

41

21-32

SECTION 21 -- TRANSMISSION -- CHAPTER 1 TROUBLESHOOTING AND DIAGNOSIS PROBLEM Tractor won’t move after starting

CORRECTION

POSSIBLE CAUSE Flashing

“F” “R” “P” “U” or “d” Transmission operation performed out of sequence

Return shift control lever to neutral and release parking brake. See “Operator Prompts.”

Poor inching control when using Transmission clutches out of cal- Recalibrate transmission clutches inching pedal ibration F1, F2 and R. See “Hydraulic Components,” Chapter 5. Clutch potentiometer

Replace the clutch potentiometer.

Clutch spring

Replace the clutch spring.

Transmission will not operate

Fault code displayed indicating malfunction

See “Fault Codes” Electrical System, Section 55, Chapter 2.

Low transmission oil pressure warning lamp on

Low oil supply

Fill system with oil. See “Hydraulic Components,” Chapter 5.

Transmission filter lamp on

Clogged transmission oil filter

Replace filter.

Tractor drives in limited gears

One or operation

in

Compare working gears to clutch apply chart (Chapter 5) to determine faulty solenoid.

Tractor stalls in limited gears

More than 3 clutches engaged at one time

Compare non-working gears to clutch apply chart (Chapter 5) to determine faulty clutch.

more

21-33

solenoids

SECTION 21 -- TRANSMISSION -- CHAPTER 1

21-34

SECTION 21 -- TRANSMISSION -- CHAPTER 2

SECTION 21 -- TRANSMISSION Chapter 2 -- Separating the Engine and Front Axle from the Transmission CONTENTS Section

Description

Page

21 000

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Disassembly and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engine and Side Rail Separation from the Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Four-wheel Drive Shaft Removal (if equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Engine and Side Rail Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

21-1

SECTION 21 -- TRANSMISSION -- CHAPTER 2 SPECIFICATIONS Engine size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5 L (456 cu. in.) Engine weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 738 kg (1625 lbs.) Cylinders, bore x stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6, 112 mm x 127 mm (4.4″ x 5″) Coolant capacity: 8670/8670A, 8770/8770A . . . . . . . . . . . . . . . . . . . . 25 L (6.6 U.S. gal.) 8870/8870A, 8970/8970A . . . . . . . . . . . . . . . . . . . . 26.4 L (7 U.S. gal.)

Torques Starter mount retainers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 N⋅m (47 ft. lbs.) Engine to transmission bolts (top) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 488 N⋅m (360 ft. lbs.) Engine to transmission bolts (center) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240 N⋅m (177 ft. lbs.) Engine to transmission bolts (bottom) . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 N⋅m (41 ft. lbs.) Air-conditioner compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 N⋅m (40 ft. lbs.) Side rail bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576 N⋅m (425 ft. lbs.)

SPECIAL TOOLS Engine support brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FNH00526 Tractor splitting stands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTC201387 Splitting stand adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FNH00530

21-2

SECTION 21 -- TRANSMISSION -- CHAPTER 2 DESCRIPTION OF OPERATION The tractor engine is mounted to the front surface of the transmission with no supports at the front bolster. The axle and front bolster are connected to the transmission by the use of side rails. The engine, front axle and side rails can be separated from the transmission. Special tools are provided

to attach the side rails to the engine and allow the assembly to be rolled away from the transmission. This procedure should be completed if the transmission requires repair or if a leak is diagnosed between the engine and transmission.

21-3

SECTION 21 -- TRANSMISSION -- CHAPTER 2 DISASSEMBLY AND REPAIR ENGINE AND SIDE RAIL SEPARATION FROM THE TRANSMISSION The engine and side rails can be rolled away from the transmission assembly as follows: 1. Park the tractor on a level surface and apply the parking brake. Be sure there is a clear area to use a lifting hoist to lift the engine from the tractor. 2. Remove the battery cover and the negative battery cables, 1.

70-510-65

1 3. Removal of the front weights will aid in the proper balance of the engine and front axle. Use a suitable hoist to lift the weights from the tractor. 4. Remove the left hood access door and hinge mount. 5. Remove the lower fuel tank, as outlined in this section, Chapter 2, “Fuel Tank Removal.”

70-360-517

2 6. Remove the exhaust pipe, 1, from the right side of the tractor and the hood access door, 2, and hinge mount. (Hood removed for clarity.)

70-160-1615

3

21-4

SECTION 21 -- TRANSMISSION -- CHAPTER 2 7. Turn the cab heater valves, 1, off at both ends of the intake manifold. Disconnect the hoses and plug them to prevent coolant loss.

70-610-1186

4 NOTE: 70 Series art shown in Figure 5. 8. Remove the starter, 1, from the right rear of the engine. A 16-mm curved obstacle wrench is required to remove the inner retaining nut. The fuel filter, 2, may have to be removed for better access to the starter. 9. Remove the throttle cables, 3, from the injection pump on the right side of the engine. 10. Remove the fuel supply and return lines, 4, from the right side of the engine. 70-110-1627

5 11. Remove the cab doorsill plates, then the front floor mats and the center floor cover. 12. Remove the two transmission to engine retaining bolts.

70-660-1611

6

21-5

SECTION 21 -- TRANSMISSION -- CHAPTER 2 13. Disconnect and cap the two steering axle supply lines at the cab floor opening. 1 2

Left-hand steering line Right-hand steering line

70-610-1612

7 14. Remove the air-conditioner compressor and hoses from the engine. NOTE: Do not disconnect lines or discharge the system.

70-610-1168

8 NOTE: 70 Series art shown in Figure 9. 15. Remove the air-conditioner condenser, 1. Remove the receiver/drier. NOTE: Do not disconnect lines or discharge the system.

70-610-1613

9

21-6

SECTION 21 -- TRANSMISSION -- CHAPTER 2 16. Store the air-conditioner compressor, 1, and condenser, 2, in the cab. Attach the receiver/ drier, 3, to the cab rail.

70-610-1614

10 17. Disconnect the front main harness from the rear main harness (C008 connector), 1, above the batteries.

70-530-1629

11 18. Remove the cooler bypass valve to cooler lines, 1, at the transmission.

70-410-1634

12

21-7

SECTION 21 -- TRANSMISSION -- CHAPTER 2 FOUR-WHEEL DRIVE SHAFT REMOVAL (IF EQUIPPED) If not equipped, proceed to step 23. The four-wheel drive shaft is comprised of two shafts splined together in the middle. 19. Remove the drive shaft and shields. 20. Unscrew the dust seal retainer, 1, from the rear section, 2. This will allow the front section, 3, to slide from the rear section. 70-230-1635

13 21. Disconnect the front section, 2, from the front axle by removing the retainer caps, 1 and 3. Carefully lower and remove the front drive shaft from the tractor.

70-230-1636

14 22. Disconnect the drive shaft support bearing, 1, and pull the rear section, 2, from the rear axle pinion shaft.

70-230-1637

15

21-8

SECTION 21 -- TRANSMISSION -- CHAPTER 2 23. Install the four engine to side rail brackets FNH00526 inside the rails. The brackets attach to the engine oil pan bolts in four locations. NOTE: The two hole bracket is used at the left rear corner of the engine.

70-320-1638

16 24. Install the adapter FNH00530, 1, to the side rails and attach it to the engine section of the splitting stands FTC201387, 3. NOTE: The location of the engine to side rail brackets, 2.

70-320-2072

17 25. Install the transmission section of the tractor splitting stands FTC201387, 1, securely under the transmission. NOTE: The splitting stand transmission adapter plate (front), 2, part #42148-BL2, will have to be drilled to fit the transmission case. Use the dimensions from the case for proper spacing.

70-320-1640

18

21-9

SECTION 21 -- TRANSMISSION -- CHAPTER 2 26. With the engine and transmission supported, carefully remove the remaining engine to transmission retaining bolts and rail to transmission bolts.

70-110-1641

19 27. Roll the engine, side rails and front axle forward to clear the transmission. Ensure that all electrical harnesses, fuel and hydraulic lines are clear to prevent damage.

70-110-1642

20

ENGINE AND SIDE RAIL REASSEMBLY 1. Reassembly of the engine and side rails is the reverse of removal. 2. Ensure that the engine is properly aligned to prevent damage to wiring, lines and fittings during installation. 3. Torque all retaining bolts as indicated in the “Specifications” portion of this chapter.

70-110-1643

21

21-10

SECTION 21 -- TRANSMISSION -- CHAPTER 3

SECTION 21 -- TRANSMISSION Chapter 3 -- Separating the Rear Axle from the Transmission CONTENTS Section

Description

Page

21 000

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Disassembly and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Rear Axle to Transmission Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 MInimum Hardware Tightening Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

21-1

SECTION 21 -- TRANSMISSION -- CHAPTER 3 SPECIFICATIONS General Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 x 9 powershift Rear axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Double reduction Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bar

Sealers Anaerobic sealer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Loctite Gasket Eliminator 518 RTV silicone sealer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Loctite Superflex 593, 595, or 596 Loctite Ultra Blue 587 Dow Corning Silastic 732 General Electric RTV 103 or 108 Pipe sealant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PST 592 Pipe Sealant with Teflon Thread-locking compound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Loctite 271 Threadlocker/Sealant (red)

Torques 1

Four rear axle to transmission (large) 668 N⋅m (495 ft. lbs.)

2

Sixteen rear axle to transmission (medium) 135 N⋅m (100 ft. lbs.)

3

Four rear axle to transmission 344 N⋅m (255 ft. lbs.)

70-240-1644

1

SPECIAL TOOLS Splitting stands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTC201387 Stand adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FNH00530 Engine supports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FNH00526 Cab lifting fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTC213997B

21-2

SECTION 21 -- TRANSMISSION -- CHAPTER 3 DESCRIPTION OF OPERATION If major internal rear axle service is required, the tractor must be separated at the rear axle to transmission connection.

To service either component, the tractor cab must be removed. See Section 90, Chapter 3 - “Cab Removal,” Chapter 2 - “Fuel Tank Removal,” and Section 21, Chapter 2 - “Engine and Side rail Separation” before completing this chapter.

If internal transmission repair is required, the tractor must be separated at the rear axle and at the engine.

21-3

SECTION 21 -- TRANSMISSION -- CHAPTER 3 DISASSEMBLY AND REPAIR REAR AXLE TO TRANSMISSION SEPARATION 1. Remove the cab as described in Section 90, Chapter 3. 2. Remove the fuel tank as described in Section 90, Chapter 2. 3. Remove the rear axle drain plug, 1, and drain the oil into a suitable container capable of holding 140 L (37 U.S. gal.). 70-410-198

2 4. Remove 4WD shield assembly. 5. The four-wheel drive shaft is comprised of two sections splined together in the middle. Unscrew the dust seal retainer, 1, which protects the splined joint from ingress of dirt between the rear section, 2, and the front section, 3, of the drive shaft.

70-230-1635

3 6. Disconnect the drive shaft, 2, from the front axle by removing the retaining caps, 1 and 3. Carefully lower and remove the front drive shaft from the tractor.

70-230-1636

4

21-4

SECTION 21 -- TRANSMISSION -- CHAPTER 3 7. Disconnect drive shaft support bearing, 1, and pull rear section, 2, of the drive shaft from the rear axle pinion shaft.

70-230-1637

5 8. Remove hydraulic hoses: 1 2 3

Charge filter to variable displacement hydraulic pump Charge pump to charge filter Transmission pump to transmission filter

70-410-1645

6 9. Remove the power steering flow divider valve, 1, and mounting bracket.

70-410-1646

7

21-5

SECTION 21 -- TRANSMISSION -- CHAPTER 3 10. Disconnect the low-pressure supply line, 1, and the PTO lubrication line, 2, from the transmission control valve.

70-410-1647

8 11. Disconnect and fold back the rear main harness, 1. 12. Remove the brake valve return to sump hose, 2.

70-530-1648

9 13. Install wooden chocks, 1, and 2, to prevent the axle from oscillating.

70-240-1649

10

21-6

SECTION 21 -- TRANSMISSION -- CHAPTER 3

3

70-240-1650

11 14. Position the tractor transmission splitting stand beneath the tractor.

secure the transmission section of the splitting stand, 1, to the transmission.

NOTE: The splitting stand transmission adapter plate (front), 3, part #42148-BL2, will have to be drilled to fit the transmission case. Use the dimensions from the case for proper spacing.

16. Ensure the rear axle section of the splitting stands, 2, is securely located beneath the rear axle immediately in front of the axle pinion. NOTE: Make sure the tractor is evenly supported on the splitting stands.

15. Using the two 1/2″ threaded holes provided in the bottom of the transmission casing to secure the FWD shaft pillow block and two long 1/2″ bolts,

21-7

SECTION 21 -- TRANSMISSION -- CHAPTER 3

70-240-1651

12 17. Remove the twenty-four buckle-up bolts securing the rear axle to the transmission and roll the engine and transmission assembly away from the rear axle.

REASSEMBLY 1. Reassembly follows the separation procedure in reverse. 2. Clean the mating surfaces thoroughly and apply a bead of specified anaerobic sealer, 4, as shown.

70-240-1652

13

3. During reassembly, ensure all bolts are tightened to: 1

668 N⋅m (495 ft. lbs.)

2

344 N⋅m (255 ft. lbs.)

3 135 N⋅m (100 ft. lbs.) 4. Make sure the transmission/rear axle is replenished with the correct quantity of specified oil.

21-8

SECTION 21 -- TRANSMISSION -- CHAPTER 3

MINIMUM HARDWARE TIGHTENING TORQUES IN FOOT POUNDS (NEWTON-METERS) FOR NORMAL ASSEMBLY APPLICATIONS

INCH HARDWARE AND LOCKNUTS SAE GRADE 2 NOMINAL UNPLATED SIZE or PLATED SILVER 1/4 5/16 3/8 7/16 1/2 9/16 5/8 3/4 7/8 1

55* (6.2) 115* (13) 17 (23) 27 (37) 42 (57) 60 (81) 83 (112) 146 (198) 142 (193) 213 (289)

SAE GRADE 5

PLATED W/ZnCr

SAE GRADE 8

PLATED W/ZnCr

GOLD

UNPLATED or PLATED SILVER

72* (8.1) 149* (17) 22 (30) 35 (47) 54 (73) 77 (104) 107 (145) 189 (256) 183 (248) 275 (373)

86* (9.7) 178* (20) 26 (35) 42 (57) 64 (87) 92 (125) 128 (174) 226 (306) 365 (495) 547 (742)

112* (13) 229* (26) 34 (46) 54 (73) 83 (113) 120 (163) 165 (224) 293 (397) 473 (641) 708 (960)

GOLD

UNPLATED or PLATED SILVER

LOCKNUTS

PLATED W/ZnCr GOLD

121* (14) 157* (18) 250* (28) 324* (37) 37 (50) 48 (65) 59 (80) 77 (104) 91 (123) 117 (159) 130 (176) 169 (229) 180 (244) 233 (316) 319 (432) 413 (560) 515 (698) 667 (904) 773 (1048) 1000 (1356)

GR.B w/GR5 BOLT

GR.C w/GR8 BOLT

NOMINAL SIZE

61* (6.9) 125* (14) 19 (26) 30 (41) 45 (61) 65 (88) 90 (122) 160 (217) 258 (350) 386 (523)

86* (9.8) 176* (20) 26 (35) 42 (57) 64 (88) 92 (125) 127 (172) 226 (306) 364 (494) 545 (739)

1/4 5/16 3/8 7/16 1/2 9/16 5/8 3/4 7/8 1

NOTE: Torque values shown with * are inch pounds.

IDENTIFICATION CAP SCREWS AND CARRIAGE BOLTS

SAE GRADE 2

SAE GRADE 5

SAE GRADE 8 REGULAR NUTS

SAE GRADE 5 HEX NUTS

SAE GRADE 8 HEX NUTS

LOCKNUTS

GRADE IDENTIFICATION

GRADE IDENTIFICATION

GRADE A NO NOTCHES

GRADE A NO MARKS

GRADE B ONE CIRCUMFERENTIAL NOTCH

GRADE B THREE MARKS

GRADE C TWO CIRCUMFERENTIAL NOTCHES

GRADE C SIX MARKS MARKS NEED NOT BE LOCATED AT CORNERS GRADE A NO MARK GRADE B LETTER B GRADE C LETTER C

GRADE IDENTIFICATION

21-9

SECTION 21 -- TRANSMISSION -- CHAPTER 3

MINIMUM HARDWARE TIGHTENING TORQUES IN FOOT POUNDS (NEWTON-METERS) FOR NORMAL ASSEMBLY APPLICATIONS

METRIC HARDWARE AND LOCKNUTS CLASS 5.8

CLASS 8.8

CLASS 10.9

PLATED W/ZnCr

UNPLATED

PLATED W/ZnCr

LOCKNUT CL.8 W/CL8.8 BOLT

23* (2.6)

30* (3.4)

33* (3.7)

42* (4.8)

16* (1.8)

67* (7.6)

79* (8.9)

102* (12)

115* (13)

150* (17)

56* (6.3)

124* (14)

159* (18)

195* (22)

248* (28)

274* (31)

354* (40)

133* (15)

M10

21 (28)

27 (36)

32 (43)

41 (56)

45 (61)

58 (79)

22 (30)

M12

36 (49)

46 (63)

55 (75)

72 (97)

79 (107)

102 (138)

39 (53)

M16

89 (121)

117 (158)

137 (186)

177 (240)

196 (266)

254 (344)

97 (131)

M20

175 (237)

226 (307)

277 (375)

358 (485)

383 (519)

495 (671)

195 (265)

M24

303 (411)

392 (531)

478 (648)

619 (839)

662 (897)

855 (1160)

338 (458)

NOMINAL SIZE

UNPLATED

PLATED W/ZnCr

M4

15* (1.7)

19* (2.2)

M6

51* (5.8)

M8

UNPLATED

NOTE: Torque values shown with * are inch pounds.

IDENTIFICATION HEX CAP SCREW AND CARRRIAGE BOLTS CLASSES 5.6 AND UP MANUFACTURER’S IDENTIFICATION

PROPERTY CLASS

HEX NUTS AND LOCKNUTS CLASSES 05 AND UP MANUFACTURER’S IDENTIFICATION

PROPERTY CLASS

21-10

CLOCK MARKING

SECTION 21 -- TRANSMISSION -- CHAPTER 4

SECTION 21 -- TRANSMISSION Chapter 4 -- Mechanical System CONTENTS Section

Description

Page

21 000

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Torque Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Troubleshooting and Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Disassembly and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Removal and Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Rear Housing and Directional Clutches - Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Front Housing and Speed Clutches - Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Main Input Gear Assembly - Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Speed Clutches - Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Speed Clutches - Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Directional Clutches - Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Directional Clutches - Inspection and Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Speed/Directional Clutch - Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Main Input Gear and Oil Seal - Disassembly Inspection, Overhaul and Reassemble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Two Gear Clusters in Front and Rear Housing - Disassembly, Inspection and Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Front and Rear Housings and Center Section - Inspection and Overhaul . . . . . . . . . . . . . 30 Torque Limiting Clutch and Sprung Damper Hub Drive Assembly Removal, Inspection and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Speed Clutches and Front Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Directional Clutches and Rear Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Transmission Shimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Front Housing Shimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Rear Housing Shimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Shimming the Output Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Creeper Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Creeper Gear Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

21-1

SECTION 21 -- TRANSMISSION -- CHAPTER 4 SPECIFICATIONS Transmission Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 section, cast iron Transmission Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22, helical cut, carbonized precision cut gears Creeper Gear (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.609:1 - Addition 16 x 9 speeds Double planetary gear set Multi-Plate Wet Clutches No. and type of clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 speed clutches, A,B,C, and 1,2,3 3 directional clutches Rev, F1 and F2 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Constant running, pressure lubricated, pressure applied and spring released. Speed Clutches No. of friction plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No. of separator plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . No. of belleville springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . *Maximum clutch piston travel . . . . . . . . . . . . . . . . . . . . . . *Minimum clutch piston travel . . . . . . . . . . . . . . . . . . . . . . .

9 in each of 6 clutches 9 in each of 6 clutches 6 in each of 6 clutches 5.38 mm (0.212″) 3.38 mm (0.133″)

Directional Clutches No. of friction plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No. of separator plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . No. of belleville springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . *Maximum clutch piston travel . . . . . . . . . . . . . . . . . . . . . . *Minimum clutch piston travel . . . . . . . . . . . . . . . . . . . . . . . *Maximum clutch piston travel . . . . . . . . . . . . . . . . . . . . . . *Minimum clutch piston travel . . . . . . . . . . . . . . . . . . . . . . . *Maximum clutch piston travel . . . . . . . . . . . . . . . . . . . . . . *Minimum clutch piston travel . . . . . . . . . . . . . . . . . . . . . . .

14 in F1 and R clutches, 11 in the F2 clutch 14 in F1, 15 in R clutches, 11 in the F2 clutch 8 in each of 3 clutches 14 plates - 8.2 mm (0.323″) F1 14 plates - 5.13 mm (0.202″) F1 14 plates - 4.57 mm (0.180″) Reverse 14 plates - 2.54 mm (0.100″) Reverse 11 plates - 5.76 mm (0.247″) 11 plates - 3.76 mm (0.148″)

Friction and separator plates, pistons and belleville springs in all clutches are identical except the F2 clutch. *Maximum and minimum clutch travel is measured with clutch fully assembled

Bearings Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High quality, high performance and durability roller and tapered roller. (substitution with claimed equivalents is not recommended) Weight (dry) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 886 kg (1950 lbs.) approximately

21-2

SECTION 21 -- TRANSMISSION -- CHAPTER 4 TORQUE SPECIFICATIONS

70-220-702

1

21-3

SECTION 21 -- TRANSMISSION -- CHAPTER 4 SPECIAL TOOLS DESCRIPTION

PART NUMBER

USAGE

Clutch gear/bearing puller

*FNH 00101

Clamp and pull gears/bearings

Speed clutch lifting tool

*FNH 00102

Speed clutch lifting device

Clutch spring compressor

*FNH 00103

Allow clutch piston removal

Aligning dowel set (2)

*FNH 00104

Aligns housing assemblies

Wear sleeve remover

*FNH 00105

Remove clutch supply sleeve

Housing lifting eyes (3)

*FNH 00106

Lift housing sections

Housing lifting eyes (3)

*FNH 00107

Lift housing sections

Clutch lifting eye

*FNH 00108

Lift clutch packs

Limp home harness

FNH00539

Troubleshoot transmission

Clutch lifting eye

**FNH 00546

F2 clutch removal/shimming

Bearing installer - short

**FNH 00543

Press bearings in place

Bearing installer - long

**FNH 00544

Press bearings in place

Transmission rotation tool

**FNH 00545

Rotate trans while shimming

* All items part of kit **All items part of kit

FNH 00100 FNH 00542

Powershift Service kit

21-4

SECTION 21 -- TRANSMISSION -- CHAPTER 4 DESCRIPTION OF OPERATION The mechanical components of the powershift transmission consist of a front, center and rear housing. Six speed clutch packs are located in the front housing, and three directional clutch packs are located in the rear housing. The transmission is controlled by an electrohydraulic valve on the right side and oil is supplied by the tandem gear pump mounted on the rear axle housing. This chapter deals with the disassembly and repair procedures for the transmission. For additional operation on transmission controls and operation see Chapter 1, “Operation/Overview.”

70-220-701

2

21-5

SECTION 21 -- TRANSMISSION -- CHAPTER 4 TROUBLESHOOTING AND DIAGNOSIS PROBLEM Tractor won’t move after starting

CORRECTION

POSSIBLE CAUSE Flashing

“F” “R” “P” “U” or “d” Transmission operation formed out of sequence

per-

Return shift control lever to neutral and release parking brake. See “Operator Prompts.”

Poor inching control when using Transmission clutches out of cal- Recalibrate transmission clutches inching pedal ibration F1, F2 and R. See “Hydraulic Components” Chapter 5. Clutch potentiometer

Replace the clutch potentiometer.

Clutch spring

Replace the clutch spring.

Transmission will not operate

Fault code displayed indicating malfunction

See “Fault Codes” Electrical System, Section 55, Chapter 2.

Low transmission oil pressure warning lamp on

Low oil supply

Fill system with oil. See “Hydraulic Components” Chapter 5.

Transmission filter lamp on

Clogged transmission oil filter

Replace filter.

Tractor drives in limited gears

One or more solenoids inoperative.

Compare working gears to Clutch Apply Pressure Chart - Chapter 5 to determine faulty solenoid/ clutch.

Tractor stalls in limited gears

More than 3 clutches engaged at one time.

Compare non-working gears to Clutch Apply Pressure Chart Chapter 5 to determine faulty clutch.

21-6

SECTION 21 -- TRANSMISSION -- CHAPTER 4 DISASSEMBLY AND REPAIR Disassembly of the transmission for access to the speed and directional clutches can only be performed with the transmission completely removed from the tractor and with the housing in a vertical position resting on its front buckle-up face. If the main input seal, or the torque limiting, cushioned damper drive shaft assembly between the engine flywheel and the transmission assembly require attention, these items may be disassembled by separating the engine from the transmission. Refer to Section 21, Chapter 2 - Separating the Tractor for details of transmission separation and removal.

REMOVAL AND DISASSEMBLY To aid in disassembly and repair of the transmission, special tool kit FNH00100 will be required. An additional transmission rotation tool FNH00545, 1, and bearing installers FNH00544, 2, and FNH00543, 3, will also be required along with an additional lifting eye FNH00546, 4.

70-220-703

3 Additional shop tools including a dial indicator with extension, 1, good quality bearing splitters, 3, and pullers, 2, along with a Porta-Power with a 6″ ram.

70-220-704

4

21-7

SECTION 21 -- TRANSMISSION -- CHAPTER 4 1. Remove the transmission as described in Section 21, Chapter 2 - Separating the Tractor. 2. Place the transmission, 1, vertically on its front buckle-up face, resting it on a wooden sheet, 2,to protect the front face. If a trolley or cart can be made that incorporates wheels, this will aid in disassembly. 3. Remove the input and output speed sensors, 3. NOTE: The transmission weighs approximately 886 kg (1950 lbs.). Make sure an adequate hoist is available and note that a hoist will be necessary during disassembly; therefore, a smooth floor space will be required.

70-220-705

5

REAR HOUSING AND DIRECTIONAL CLUTCHES - REMOVAL 1. Remove the 5 bolts, 1, retaining the lube cooler valve.

70-220-706

6 2. Carefully remove the valve, 1, and O rings.

70-220-707

7

21-8

SECTION 21 -- TRANSMISSION -- CHAPTER 4 3. Remove the 22 bolts retaining the main hydraulic control valve assembly in the numbered sequence shown. Start with bolt 22 and end with bolt 1. 4. Remove the valve and gasket.

70-220-708

8 5. Remove the snap ring, 1, securing the PTO shaft, 2, to the rear housing, 3, and by grasping the PTO shaft withdraw it from the transmission.

70-220-709

9 6. Remove the 19 bolts that retain the rear housing, 1, and center section to the front housing. Attach a suitable lifting sling, 2, to the rear housing, with lifting eyes FNH00107, 3, and place two threaded aligning dowels, FNH00104, 4, at opposite sides of the housing (guide rods may be suitably threaded bolts with the heads cut off). 7. With the aid of a suitable hoist, carefully lift off the rear housing. Do not allow the front housing to separate from the center section. Remove the gasket, 5. 70-220-710

10

21-9

SECTION 21 -- TRANSMISSION -- CHAPTER 4

8. Remove the two bolts, 1, retaining the F2 directional clutch/output shaft oil splash shield, 2, and remove it.

CAUTION All helical cut gears are very sharp. Use gloves to handle gears.

70-220-711

11 9. Mark all gears with a paint pen to aid in inspection and reassembly. Reverse, 1. Transfer gear, 2. Two gear cluster, 3. F1 directional clutch, 4. F2 directional clutch, 5.

70-220-712

12 10. Install the transmission rotation tool FNH 00545, 1, into the rear transmission transfer gear. Remove the transfer gear and spacer, 2, using the transmission rotation tool to aid in removal.

70-220-713

13

21-10

SECTION 21 -- TRANSMISSION -- CHAPTER 4 11. Remove reverse clutch pack, 1.

70-220-714

14 12. With a hoist and FNH 00108 eyebolt, 1, installed, lift F1 clutch, 2, slightly. 13. Remove F1 transfer gear, 3, then remove F1 clutch.

70-220-715

15 14. Remove F2 clutch, 1, with hoist and FNH 00546 lifting eye, 2.

70-220-716

16

21-11

SECTION 21 -- TRANSMISSION -- CHAPTER 4 Disassembly of the rear housing components (directional clutches) is now complete. If repair of the removed assemblies is now necessary, refer to the following headings covering overhaul of these items. If further disassembly is required, it is recommended that complete transmission disassembly is completed before overhauling sub-assemblies.

70-220-717

17

FRONT HOUSING AND SPEED CLUTCHES - REMOVAL 1. Screw in three lifting eyes, FNH 00106, 1, into the threaded holes provided in the center section, 2, (thread size 3/4-10 U.N.C.) Using a suitable lifting sling, 3, carefully lift the center section away from the front housing. 2. Remove the gasket.

70-220-717

18 3. Using a paint pen, 1, mark the speed clutches and case to aid in inspection and reassembly.

70-220-719

19

21-12

SECTION 21 -- TRANSMISSION -- CHAPTER 4 4. In order to remove speed clutches 1/C, 1, and 3/B, 2,it will be necessary to use lifting tool, FNH 00102, 3. 5. Position the tool over the ends of the speed clutch shafts and install the locking bar, 4, by rotating in place.

70-220-720

20 6. Using the hoist, slightly raise the two speed clutches, 1, and at the same time slightly raise the two gear cluster, 2. By applying a lever or pry bar to the hole in the lifting eye, 3, the angle of the clutches may be altered to assist in removal, if necessary. 7. Grasp the two gear cluster, 2, and lift it away from the speed clutches. It may be necessary to alter the angle of the suspended speed clutches and to lift them further. 70-220-721

21 8. With the two gear cluster removed, carefully raise the two speed clutches 1/C, 1, and 3/B, 2, and remove them from the housing, 3.

70-220-722

22

21-13

SECTION 21 -- TRANSMISSION -- CHAPTER 4 9. The remaining speed clutch 2/A, 1, may now be lifted and removed from the housing, 2. NOTE: Installing the lifting tool, 3, on this clutch to use as a handle will aid in removal.

70-220-723

23 10. Inspect the bearing races, 1, in the front housing, 2, for damage.

70-220-724

24

MAIN INPUT GEAR ASSEMBLY - REMOVAL 1. With the front housing now resting on its rear face, remove the 8 bolts, 1, retaining the input gear cover, 2, to the front housing.

70-220-725

25

21-14

SECTION 21 -- TRANSMISSION -- CHAPTER 4 2. Remove the front cover, 1, and shims, 2. Note the location of the lube inlet hole, 3, at the 12 o’clock position on the front cover.

70-220-726

26 3. Pull out the input gear and bearing assembly, 1.

70-220-727

27 4. The front housing center bearing races, 1, can now be removed. 5. Use a 3-jaw puller and slide hammer or soft punch to remove both races, one from each side. 6. Remove the 2 snap ring retainers, 2, one from each side. 7. Remove the internal snap rings, 3. 8. After inspection, replace the snap rings, retainers and bearing races in the reverse order of removal. 70-220-728

28

21-15

SECTION 21 -- TRANSMISSION -- CHAPTER 4

70-220-729

29 1. 2. 3. 4. 5. 6. 7. 8. 9.

Front tapered roller bearing End gear bearing set (6 pieces) End gear for “3” clutch Retainer plate and snap ring Clutch piston and seals Center gear and shaft assembly Friction and separator plates (9) End gear carrier ball bearings (tapered set in A clutch) End gear for “B” clutch

10. 11. 12. 13. 14. 15. 16. 17. 18. 19.

SPEED CLUTCHES - DISASSEMBLY The speed clutch assemblies are all identical with respect to the actual clutch components - all pistons, belleville springs, plates and retainers being common. End gears are of differing size and hub shape, and bearings vary in size and type. However the disassembly, inspection and overhaul procedure is identical. The following illustrations depict the 3/B speed clutch assembly, but the principles apply to all speed clutches.

21-16

Rear tapered roller bearing Center housing oil supply sleeve Sealing rings Snap ring and retainer Belleville washers (6) Lube blocker washer Clutch apply oil passage (“B” clutch) Clutch apply oil passage (“3” clutch) Lube oil passage End gear snap ring

SECTION 21 -- TRANSMISSION -- CHAPTER 4 1. Position the speed clutch assembly, 1, on suitable blocks, 2, or a support that will allow the assembly to sit securely in a vertical plane.

70-220-730

30 2. Pull off the front shaft support bearing, 1, and gear assembly, 2, using tool FNH 00101, 3, and a suitable shaft protector.

70-220-731

31 3. Note that the inner bearing, 1, of the end gears, 2, may remain on the shaft, 3. The bearing will be removed in a following step.

70-220-732

32

21-17

SECTION 21 -- TRANSMISSION -- CHAPTER 4 4. Invert the assembly and remove the rear end gear and carrier bearing assembly, 1, by repeating steps 1 and 2. Protect the oil passage with a suitable shaft protector, 2.

70-220-733

33 5. The clutch assembly, 1, may now be disassembled. Remove the clutch plate retainer snap ring, 2.

70-220-734

34 6. Invert the assembly, 1, and allow the clutch plate retainer, 4; clutch friction, 2; and separator plates, 3, to fall out.

70-220-735

35

21-18

SECTION 21 -- TRANSMISSION -- CHAPTER 4 7. If not previously removed, pull off the end gear inner bearing, 1, from the main shaft as follows: Using a 2-jaw puller, 2, and a suitable shaft protector, 3, pull the bearing from the shaft. Ensure that the cage is not damaged by the puller. A C-clamp, 4, may be required to hold the jaws securely when removing the taper roller bearings (4 places).

70-220-736

36 8. To release the belleville washers, it will be necessary to compress them to release the retaining snap ring, 1. Use the clutch spring compressor tool, FNH 00103, 2, in a press as follows: Position the clutch assembly in a suitable press. Using the FNH 00103 tool, compress the washers sufficiently to allow removal of the snap ring, 1. Remove the snap ring and the retainer ring, 3. 70-220-737

37 9. Remove the 6 belleville washers, 1, and the lube blocker washer, 2. 10. Repeat steps 8 and 9 on the opposite clutch.

70-220-738

38

21-19

SECTION 21 -- TRANSMISSION -- CHAPTER 4 11. Using an air supply, not exceeding 3 bar (50 PSI), apply the air gun, 1, to each of the two annular groove cross drillings, 3, to expel the two clutch pistons, 2. IMPORTANT: For safety, position the clutch assembly on a bench so the piston cannot cause injury when expelled.

70-220-739

39 12. An exploded view of a complete speed clutch assembly is shown. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

Tapered roller carrier bearing Tapered bearing set, (7 parts) Input end gear ( “1” clutch ) Retainer snap ring Clutch plate retainer Friction and separator plates (9 each) Piston retainer snap ring Snap ring retainer Belleville washers (6 each) Lube blocker washer Piston and sealing rings Shaft assembly, 1/C clutch Roller bearing for end gear Output end gear (“C” clutch) Roller bearing for end gear Tapered roller carrier bearing Clutch apply sealing rings (3 each)

The 1/C clutch and the 3/B speed clutches use ball bearings, 13 and, 15, in the end gear, 14. All other speed clutches have a matched bearing set, 2, consisting of 7 pieces in the end gear.

70-220-740

40

21-20

SECTION 21 -- TRANSMISSION -- CHAPTER 4 SPEED CLUTCHES - INSPECTION Before inspection of the transmission, consider the history of the transmission. If disassembly and overhaul has been dictated by a specific failure at relatively low service hours, a thorough examination of components will identify salvageable bearing, seals and other such items. If, however, the transmission has operated considerable service hours, then replacement of all bearings and seals is recommended. 1. Clean all parts in a suitable solvent and dry thoroughly using a clean, lint free cloth or compressed air.

70-220-741

41

2. Remove and discard the three annular groove sealing rings, 1. 3. Remove the inner, 2, and outer, 3, seals from the pistons and inspect both pistons for scoring or damage. Install new seals. 4. Check the clutch assembly shaft, 1, carefully, the center gear, 2, the two contained clutch housings, 3, for scratches, scores, excessive wear and piston scuffing. Any damage caused to the shaft during bearing removal should be carefully dressed using a suitable abrasive. Be sure to remove all traces of abrasive upon completion.

70-220-742

42 5. Check the clutch friction and separator plates, 1, for excessive wear; measure a new friction disc and separator plate. Measure the friction discs and separator plates from the transmission. If more than .10 mm (.004 in.) of wear is present, replace the friction discs or plates. All plates should be flat without warping, and there should not be excessive discoloration. 6. Inspect the two end gears, 2, examining the teeth for wear or pitting, and the clutch friction plate hub splines for wear or damage. 7. Make sure the snap ring, 3, separating the bearings in the front end gear and the “A” clutch end gear is in place and secure.

21-21

70-220-743

43

SECTION 21 -- TRANSMISSION -- CHAPTER 4 8. Inspect all bearings for wear, looseness and free running if these are to be reused. Consider the economic value of reinstalling new bearings versus the possibility of a further transmission removal and overhaul. NOTE: The A, 3, 2, and 1 speed clutches are all assembled with a matched bearing set consisting of two bearings, 3; two races, 4; an inner spacer, 5, and an outer spacer/snap ring retainer, 2. This assembly is only serviced as a set. The inner bearing race, 6, goes against the snap ring, 1; and the outer race goes against the snap ring retainer. 70-220-744

9. Install new sealing rings to the shaft annular grooves. Make sure these rings are allowed to “resize” themselves to the grooves before reassembly to the center section.

44

10. Inspect the lube blocker washer, 1, and Belleville washers, 2, for deformation or damage. If necessary, compare these parts with a new part, using the new part as an example. NOTE: If any doubt exists as to the further service life of any component, assess the economic factor involved of a further transmission removal and disassembly cost versus the replacement cost of that particular part.

70-220-745

45

21-22

SECTION 21 -- TRANSMISSION -- CHAPTER 4

70-220-746

46 1. 2. 3. 4. 5. 6. 7. 8. 9.

Front tapered roller bearing F2 gear and output shaft Clutch piston Lube blocker washer - (reverse clutch washer is drilled) Belleville washers (8) F2 drive gear F2 drive gear ball bearings (the small bearing is shielded or sealed on one side) Rear tapered roller bearing Lube oil passage

10. 11. 12. 13. 14. 15. 16. 17. 18.

DIRECTIONAL CLUTCHES - DISASSEMBLY The directional clutches are similar to the speed clutches except that each of the assemblies houses just one clutch. The pistons and plates in F1 and reverse are identical to the speed clutches except that there are 14 friction plates and 14 separator plates. The reverse clutch has 15 separator plates. Piston seals and snap rings are also identical. In addition, note that directional clutches, F1 and R, are identical, including number of gear teeth and bearings. However, the 8th stage (Rev) shaft has a larger drilling lube orifice than the 6th stage (F1) shaft. the part numbers are not interchangeable. Directional clutch F2 has 11 larger friction and separator plates, a larger piston, retainer and belleville washer and has different gears and bearings. It also serves as the main output shaft.

21-23

Bearing spacer Snap ring and retainer Clutch retaining plate Snap ring Clutch friction and separator plates (11, 14 for F1 and Rev. clutch) Clutch apply oil pressure gallery Center housing oil sleeve Sealing rings O Ring (Directional clutches only)

SECTION 21 -- TRANSMISSION -- CHAPTER 4 1. Position the directional clutch, 3, on a suitable block or support that will allow the assembly to sit in a vertical plane. Pull off the shaft support bearings using a suitable puller, 1, making sure a suitable shaft protector, 2, is used.

70-220-747

47 2. Remove the snap ring, 1, retaining the end gear and bearing, 2. NOTE: F2 clutch does not have a snap ring at this location.

70-220-748

48 3. Using the puller assembly, 1, positioned around the end gear, pull off the gear, 2. Note that similar to the speed clutches, the gear hub forms the carrier for the internally splined clutch friction plates.

70-220-749

49

21-24

SECTION 21 -- TRANSMISSION -- CHAPTER 4 4. Remove the clutch plate retainer snap ring, 1. 5. Invert the assembly, 2, and allow the clutch plate retainer and clutch friction and separator plates to fall out.

70-220-750

50 6. Pull the inner ball bearing, 1, using a two-jaw puller, 2.

70-220-751

51 7. Using the clutch spring compressor tool, FNH00103, 1, compress the belleville washers sufficiently to allow removal of the snap ring, 2. Remove the snap ring and the locking retainer ring, 3. 8. Invert the assembly and remove the 8 belleville washers and the lube blocker washer.

70-220-752

52

21-25

SECTION 21 -- TRANSMISSION -- CHAPTER 4 9. Using an air supply not exceeding 3 bar (50 PSI), apply the air gun, 1, to the annular groove cross drilling, 2, to expel the clutch piston, 3. IMPORTANT: For safety, position the clutch assembly on a bench so the piston cannot cause injury when expelled. An exploded view of a complete F1 or Reverse directional clutch assembly is shown in Figure 54. 70-220-753

53

15

70-220-754

54 1. 2. 3. 4. 5. 6. 7. 8.

Sealing rings (2) End gear roller bearing (tapered on F2 clutch) Snap ring (not used on F2 clutch) End gear outer roller bearing End gear End gear inner roller bearing (with shield or seal on one side) Snap ring and retainer Clutch friction and separator plates (14) (11 for F2)

9. 10. 11. 12. 13. 14. 15.

DIRECTIONAL CLUTCHES INSPECTION AND OVERHAUL As the directional clutches are very similar to the speed clutches, the inspection and overhaul procedure listed for these also applies to the directional clutches.

21-26

Piston snap ring and ring retainer Belleville washers (8) Lube blocker washer Piston and seal rings F1 or Reverse shaft assembly End roller bearing O Ring (Directional clutches only)

SECTION 21 -- TRANSMISSION -- CHAPTER 4 SPEED CLUTCHES AND DIRECTIONAL CLUTCHES - REASSEMBLY Reassembly of the speed and directional clutches in general follow the disassembly procedure in reverse. However, note the following points: 1. Lubricate the piston seals and the clutch housing before assembling the piston into the housing. 2. Assemble the belleville washers in the pattern as shown in the assembly view, noting that the speed clutches use 6 washers and the directional clutches use 8 washers. 3. If new clutch friction plates are to be installed, lubricate the plates with transmission oil prior to assembly. If used plates are to be reinstalled, do not lubricate until plate stack height has been checked. This is not necessary if all new plates have been installed. Check the height as follows: a. Place a dial indicator with a long extension, 1, against the piston. b. Apply an air gun, 2, with at least 7 bar (100 PSI) pressure, to the piston oil supply port. With the air pressure applied, energizing the clutch, record the distance the piston moved. This measurement is the total piston movement and equal to the wear of the clutch plates and separator plates. c. If the measurement exceeds that specified (see Specifications), then the clutch plates and/or separator plates are not fit for further service and should be replaced. d. If the pack is within specified limits, remove the snap ring and retainer plate, 3. Remove the clutch plates and lubricate with transmission oil prior to assembly. 4. Install the clutch plates into the clutch housing starting with an externally splined separator plate. Install the clutch plate retainer and the snap ring, making sure the snap ring is fully seated.

70-220-755

55

5. Press the end rear inner bearing, 1, on the shaft using the bearing installer tool, FNH00544, 2, pushing on the bearing inner track. NOTE: Use the smaller OD end of the bearing installer tool on the tapered roller bearings to prevent damage to the bearing cage.

70-220-756

56

21-27

SECTION 21 -- TRANSMISSION -- CHAPTER 4 6. Install O ring, 3, then, assemble the gear and its splined hub, 1, to the shaft over the installed inner bearing, 2. Ensure that the splined hub engages with each friction plate. Do this by lightly supporting, by hand, some of the weight of the gear and its hub while allowing it to rest slightly on the next spline to be engaged. Swift rotational backward and forward movement of the hub within the plates will engage each of the internally splined friction plates and allow the gear and hub to drop one by one through the plates until all plates are positioned on the gear hub. Under no circumstances should the gear and hub be forced through the plates.

3

70-220-757

57

7. Press the remaining bearings in a similar fashion and install the snap ring, 1, on the F1 and Reverse clutches as identified in the sectional views.

70-220-758

58 8. Press the large speed clutch end bearing, 1, in place using bearing installer FNH00543, 2. Tapered roller end bearings are installed on all speed clutches and the F2 directional clutch only.

70-220-759

59

21-28

SECTION 21 -- TRANSMISSION -- CHAPTER 4 MAIN INPUT GEAR AND OIL SEAL DISASSEMBLY INSPECTION, OVERHAUL AND REASSEMBLE Disassembly of the main input gear and oil seal is limited to removal of the oil seal, outer O ring seal, and the bearings. 1. Remove the oil seal, 1, by carefully prying it from the housing, 2.

70-220-760

60 2. Inspect both front and rear bearings, 4, for looseness and wear. If necessary, pull off the bearings using bearing splitters and two jaw pullers with a suitable shaft protector. 3. Inspect the gear, 5, for wear or pitting and the shaft spline for fretting. 4. Press on new bearings, if required, using a suitable installer pushing on the inner track. 5. Inspect the front cover O ring groove, 2, for any nicks or burrs; remove any using an abrasive stone. 6. Press the bearing race into the carrier. 7. Install a new O ring, 3, on the front cover outer diameter. 8. Gently press a new oil seal, 1, into the center of the front cover, making sure the oil seal lip is facing inward towards the oil.

21-29

70-220-761

61

SECTION 21 -- TRANSMISSION -- CHAPTER 4 TWO GEAR CLUSTERS IN FRONT AND REAR HOUSING - DISASSEMBLY, INSPECTION AND REASSEMBLY Overhaul of the three two gear cluster assemblies is confined to inspection of the gear teeth, the bearings and splines. 1. Inspect the gear teeth, 2, on each of the three clusters for excessive wear and pitting. 2. Inspect the splines, 3, of the two mating assemblies, one internal, one external, for excessive wear and looseness.

70-220-762

3. Inspect each bearing assembly, 1, for wear and looseness; if necessary, pull off the bearings from the shaft using bearing splitters and two-jaw pullers.

62

4. Install new bearings using a press and the FNH00543/FNH00544 bearing installers or a suitable diameter installer pressing on the inner track.

FRONT AND REAR HOUSINGS AND CENTER SECTION - INSPECTION AND OVERHAUL 1. The three main housings are doweled together at two opposing points on each face joint. Make sure all four dowels, 2, are undamaged and in place. 2. Inspect all three housings for damage including each bearing bore, 1. If bearings have been found excessively worn, make sure the respective bore is undamaged. 3. A split or “jiggle” pin is located in the lower part of the front housing. Check that this pin is present and free to “jiggle.” This pin allows any engine or transmission oil leakage to escape from the front housing and be identified.

21-30

70-220-763

63

SECTION 21 -- TRANSMISSION -- CHAPTER 4 4. Each of the speed and directional clutches have oil for control of the clutch actuating pack fed to the ends of the clutch shaft. Located in the center section, 1, forward face, for the speed clutches, are three removable sleeves, 2, and in the rear side three removable sleeves for the directional clutches. Inspect these sleeves for wear and damage. If necessary, extract the sleeves using a slide hammer and puller, FNH00105, 3. It is important during removal that the bore in the center section is not damaged. 70-220-764

64 5. Install new sleeves using a suitable step plate adapter. Ensure that the correct sleeve is installed in the center section before driving in the sleeves. Directional sleeves, 1, have two holes and speed sleeves, 2, have four.

70-220-765

65

21-31

SECTION 21 -- TRANSMISSION -- CHAPTER 4 TORQUE LIMITING CLUTCH AND SPRUNG DAMPER HUB DRIVE ASSEMBLY REMOVAL, INSPECTION AND REPLACEMENT The torque limiting clutch and sprung damper hub assembly, 1, bolted to the engine flywheel, 2, should be removed and inspected. 1. Remove the damper assembly from the engine flywheel by removing the eight retaining bolts, 3. 2. Inspect the input shaft spline for wear and fretting, and inspect for any looseness between it and the damper assembly.

70-220-766

66

3. Remove the sixteen inner damper bolts, 1.

70-220-767

67 4. Inspect the lining face, 1, and the sprung hub, 2, for wear of the lining face and looseness of the springs, 4, in the spring pocket area. 5. Inspect the splines, 3, in the sprung hub for excessive wear. 6. Reassembly of the torque limiting clutch and sprung hub assembly follows the disassembly procedure in reverse. 7. Tighten the pressure plate retaining bolts to 46 N⋅m (34 ft. lbs.). 70-220-768

68

21-32

SECTION 21 -- TRANSMISSION -- CHAPTER 4 REASSEMBLY SPEED CLUTCHES AND FRONT HOUSING 1. Install the main input shaft and gear assembly, 1, into the front housing. Use alignment studs, 2, to install the front cover, 4, and shims, 3. NOTE: The front cover notch, 5, should be installed at the 9 o’clock position. 2. Tighten the eight retaining bolts to 27 N⋅m (20 ft. lbs.). Rotate the front housing onto a flat surface with the center housing mating surface up. 70-220-769

69 3. Reassembly of the speed clutches into the front housing is as follows: • • • • •

1/C clutch first, 1. 3/B and 2/A clutch assemblies using FNH00102 lifting tool, 2. Raise 3/B and 2/A clutch slightly. Insert front two gear cluster, 4. Lower 3/B and 2/A clutch, 2.

4. Make sure the sequence of disassembly is exactly reversed when installing each assembly.

70-220-770

5. Liberally lubricate each assembly with transmission/rear axle oil, making sure each bearing and each of the annular groove areas and sealing rings is fully coated.

70

6. Make sure the aligning dowels, 1, are threaded into the front housing and a new gasket is used before installing the center section, 2. With the lifting eyes, FNH00106, 3,installed, use a sling, 4, to lower the center housing onto the front housing. During this operation it is essential that the center section is lowered or parallel to the front section. The annular grooves and seals of the speed clutch shafts and the shaft bearings must enter the housing without damage.

70-220-771

71

21-33

SECTION 21 -- TRANSMISSION -- CHAPTER 4 DIRECTIONAL CLUTCHES AND REAR HOUSING 1. Reassembly of the three directional clutches, the transfer gear and the two gear cluster again follows the disassembly procedure in reverse. 2. Thoroughly lubricate the annular grooves and seals on the front end of the clutch shafts and the bearings. 3. As with the speed clutches, make sure the sequence of disassembly is exactly reversed during assembly as follows: • • • •

F2 clutch first, 1. F1 and 2 gear cluster, 2. Reverse clutch, 3. Output transfer gear last, 4.

70-220-772

72

4. Install the F2 clutch oil splash shield, tightening the two retaining bolts to 27 N∙m (20 ft lbs). 5. Install a new gasket, 4, on the center section, 3. Using the lifting eyes, FNH 00107, 1, and a sling, raise the rear housing, 2. Make sure the rear housing is perfectly aligned to allow the bearings to enter the bores cleanly. Slight bumping of the rear housing may be necessary to fully seat the housing. 6. Remove the guide bolts, 5, and install the nineteen housing retaining bolts.

70-220-773

73 7. Check the clutch apply circuits for leaks by pressurizing the ports as shown. If large amounts of escaping air can be heard, investigate the cause.

70-220-774

74

21-34

SECTION 21 -- TRANSMISSION -- CHAPTER 4 8. The nine clutch apply ports can be identified on the valve mount with a paint pen.

70-220-775

75 9. Install the control valve assembly with a new gasket, tightening the retaining bolts in the sequence shown starting with bolt, 1. Tighten bolts progressively to 27 N⋅m (20 ft. lbs.).

70-220-708

76

21-35

SECTION 21 -- TRANSMISSION -- CHAPTER 4 TRANSMISSION SHIMMING Both ends of the transmission require shimming to prevent internal damage. The front housing has four shimmable shafts and the back housing has two. To begin shimming, rotate the transmission, 1, in a horizontal position and install the transmission arbor tool, 2.

70-220-777

77

FRONT HOUSING SHIMMING The input shaft must be rotated using the transmission arbor tool, then shimmed to 0.025 0.125 mm (0.001 - 0.005″) end play as follows: 1. Install a dial indicator, 2, to measure input shaft movement. 2. Grasp the shaft, 1, then push and pull. Record the dial indicator reading. 3. If end play exceeds 0.125 mm (0.005″), remove the cover, 3, and remove shims to achieve proper end play.

70-220-778

78

4. If no end play is recorded, remove cover and add shims to achieve proper clearance. The three speed clutches must be rotated using the transmission arbor tool, then shimmed to 0.025 0.125 mm (0.001 - 0.005″) as follows: 1. Make sure caps, 1, are properly torqued. 2. Remove both plugs in each cap. 3. Install a 5/16″ x 4″ cap screw into the center of a speed clutch shaft ( a “T” handle, 2, can be made by welding a piece of round stock to the bolt). 4. Push and pull on the “T” handle to check end play. 5. If the shaft has end play, install a dial indicator, 3, through the outer hole to contact the end of the shaft. 6. Push and pull the T handle and record the shaft end play. If in excess of 0.125 mm (0.005″), remove the end cover and remove shims to achieve proper clearance.

21-36

70-220-779

79

SECTION 21 -- TRANSMISSION -- CHAPTER 4 7. If end play is less than 0.050 mm (0.002″) or no movement, remove end cover, 1, and add shims, 2, to achieve the proper end play. NOTE: Check end play only with end cover properly torqued and after transmission is rotated using the transmission rotation arbor. 8. Reinstall end cover plugs, 3, with sealer. Check the two remaining speed clutch shafts for proper end play. Adjust following the previous procedure. 70-220-780

80

REAR HOUSING SHIMMING The rear housing has two shafts that must be shimmed; the main output shaft and the transfer shaft that is retained by the PTO carrier cap. The PTO cap is shimmed to 0.150 - 0.250 mm (0.006 0.010″) and the output shaft to 0.025 - 0.075 mm (0.001 - 0.003″) as follows: 1. Rotate the transmission gears using the transmission rotating arbor, FNH00545, 1, installed in the transfer shaft. 2. Push and pull on the tool to make sure the shaft has some end play. If there is no end play, remove the end cap, 3, pull the race, and remove a shim.

70-220-781

81

3. Reinstall and torque the end cap retaining bolts. Make sure the shaft has end play. 4. Install a dial indicator with a long extension, 2, down the bore of the end cap, 3. 5. Push and pull the shaft using the rotation tool and measure the end play. 6. If the shaft has too little end play, remove the end cap, 1, and bearing race, 2, and remove a shim, 3. If the shaft has too much end play,add a shim. 7. Reinstall the end cap and torque the bolts. Recheck the end play until 0.150 - 0.250 mm (0.006 - 0.010″) is achieved.

70-220-782

82

21-37

SECTION 21 -- TRANSMISSION -- CHAPTER 4 SHIMMING THE OUTPUT SHAFT 1. Rotate the output shaft by turning the transmission arbor tool. 2. Push and pull the output shaft, 2, to ensure it has end play. 3. Install a dial indicator, 4, and check for 0.075 0.175 mm (0.003 - 0.007″) end play by pushing and pulling the shaft, 2. NOTE: Using the FNH 00546 eye, 3, in the end of the shaft will aid in pushing and pulling the shaft. 70-220-783

83 4. If there is no end play, remove the end cap, 1, and remove a shim, 2, from under the bearing race. 5. Reinstall the end cap, retorque the bolts and recheck for end play. 6. Add or remove shims as with the previous shaft to adjust end play to achieve the proper clearance.

70-220-784

84 7. Reinstall the PTO shaft, 1, bearing and snap ring.

70-220-785

85

21-38

SECTION 21 -- TRANSMISSION -- CHAPTER 4 CREEPER GEAR The optional factory-installed creeper reduction gear consists of a double set of planetary gears that provide an additional 10.609:1 reduction of all forward and reverse gear speeds. The reduction gears, 1, are mounted on the output shaft.

70-220-1559

86 Creep is engaged by a rocker switch, 3, on the front operator’s console. The operator knows that creep is engaged by the letter “C,” 1, and the gear, 2, selected being displayed in the EIC on the dash.

70-540-82

87 The switch operates as electrohydraulic solenoid, 1, mounted on the top rear transmission housing. A pressure test port, 2, is provided on the left side of the transmission housing.

70-220-1560

88

21-39

SECTION 21 -- TRANSMISSION -- CHAPTER 4 Direct Drive In direct drive, the outer ring gear moves rearward due to spring-loaded pistons, 1, in the transmission housing. This causes the ring gear to engage the drive gear, 2, on the output shaft, 3. The entire planetary set rotates at output speed.

70-220-1561

89 Creep (Reduction) Drive When creep is engaged, low-pressure hydraulic oil is provided to the pistons which forces them into the housing and the ring gear, 2, moves forward. The ring gear engages a stationary gear, 3, on the rear housing and prevents rotation. The first planetary set, 4, begins to rotate inside the ring gear and its output drives the second planetary set, 1, to its output which is attached to the rear axle. The double reduction reduces the transmission output speed from 10.609 to 1. 70-220-1562

90

70-220-1563

91

21-40

SECTION 21 -- TRANSMISSION -- CHAPTER 4 CREEPER GEAR REPAIR Solenoid Valve Disassembly 1. Disconnect the supply tube to the creep solenoid valve, 1. 2. Remove the two retaining bolts, 2, and remove the valve assembly.

70-220-1564

92 3. Remove the solenoid retaining nut and remove the solenoid. 4. Remove the core and valve assembly, 2, from the holder, 1. 5. Clean the assembly with a suitable solvent and inspect all parts of the valve for wear and damage. Solenoid Valve Reassembly 1. Reassemble the valve in reverse order. Use new seals and gaskets, 3. Torque the valve retaining bolts to 27 N⋅m (20 ft. lbs.).

70-220-1565

93 Creep Gear Disassembly 1. Remove the output shaft retaining bolt, 1. 2. Remove the piston disc snap rings and washers, 2.

70-220-1566

94

21-41

SECTION 21 -- TRANSMISSION -- CHAPTER 4 3. After removing the retaining bolt, 3, pull the planetary gear set, 2, and ring gear, 4, from the transmission output shaft. 4. Remove the two piston retaining nuts and the pistons assemblies, 1, from the transmission housing. 5. Remove the creep stationary gear from the transmission housing by removing the sixteen bolts.

70-220-1567

95

70-220-1568

96 6. On a clean bench, disassemble the planetary gear set by sliding the components apart. One snap ring must be removed from the rear planetary gear set to allow the thrust washer and bearing to be removed. Lay all parts out in order to aid in reassembly.

21-42

SECTION 21 -- TRANSMISSION -- CHAPTER 4 Reassembly 1. Inspect all parts for damage and wear. If wear is noticed, inspect the lubrication orifice in the transmission output shaft. 2. Reassemble the planetary assembly, 1, in reverse order of disassembly. NOTE: Washers, 3 and 5, must be installed with chamfer away from thrust bearing, 4, on spacer, 2.

70-220-1569

97 3. Install the creep stationary gear, 1, on the transmission and torque the bolts to 54 N⋅m (40 ft. lbs.). 4. Install the pistons, 2, into the transmission housing. DO NOT install the discs on the pistons.

70-220-1570

98 5. Slide the assembled planetary gear set, 1, on the output shaft while at the same time engaging the discs, 2 and 3, for the pistons into the grooves on the side of the ring gear. 6. Install washers and snap rings on each piston. 7. Install the output shaft retaining bolt and torque to 76 N⋅m (56 ft. lbs.).

70-220-1571

99

21-43

SECTION 21 -- TRANSMISSION -- CHAPTER 4 INSTALLATION 1. Install the transmission as described in Section 21, Chapter 2 - Separating the Tractor. 2. Make sure all electrical components are correctly installed. 3. Fill the hydraulic system with fresh oil to the quantity and type described in Section 35, Chapter 1 - Specifications. 4. Pressure test and calibrate the transmission assembly as detailed in Chapter 5 - Hydraulic Components.

70-220-786

100

21-44

SECTION 21 -- TRANSMISSION -- CHAPTER 5

SECTION 21 -- TRANSMISSION Chapter 5 -- Hydraulic System CONTENTS Section

Description

Page

21 000

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Low-pressure Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Regulator Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Clutch Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Modulator Valve Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Electro-hydraulic Pilot Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Troubleshooting and Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 70/70A Series Transmission Test Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Electrical/Electronic System Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Hydraulic System Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Clutch Apply Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Pressure Testing and Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Clutch Apply Circuit Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Transmission Pressure Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Transmission Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Programming the Programmable Upshift, Downshift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Programming Reverse Gear Ratios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Transmission Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Check Powershift Transmission Clutch Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Calibration Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Calibrate F1 Directional Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Calibrate F2 Directional Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Calibrate Reverse Directional Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Exit Calibration Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

21-1

SECTION 21 -- TRANSMISSION -- CHAPTER 5 Calibration of Shift Constant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Disassembly and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Removal and Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Removal of the Complete Valve Assembly from the Tractor . . . . . . . . . . . . . . . . . . . . . . . . 31 Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Solenoid and Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Speed and Directional Clutch Circuit Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Modulator Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Lubrication and Cooling Circuit Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

21-2

SECTION 21 -- TRANSMISSION -- CHAPTER 5 SPECIFICATIONS

Pump

LOW-PRESSURE HYDRAULIC SYSTEM

Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Positive displacement spur gear, mounted on right side of the rear axle housing. Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum of 117 L/min (31 GPM) @ 57° C (135° F) and 2100 ERPM Lubrication Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and flow from low-pressure pump, oil from rear axle and transmission. Lube relief setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2 - 9.3 bar (90 - 135 PSI) factory set, non-adjustable. Cooler Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil to air mounted in front of engine radiator Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum of 92 L/min (22 GPM) @ 57° C (135° F) and 2100 ERPM Filtration Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spin-on 10-micron high capacity with electrical restriction warning light and bypass facility. Filter bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Differential pressure 2.0 bar (30 PSI) Warning light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Differential pressure 1.7 bar (23 PSI) Transmission Control Valve Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Separate casting, Multi-spool with internal cast-in galleries Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrically operated solenoid coils signalled by the ETC module Regulated pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.5 - 18.9 bar (240 - 275 PSI) @ 57° C (135° F) and 2200 ERPM Shim adjustable Modulating valve pressure . . . . . . . . . . . . . . . . . . . . . . . . . . Factory set, non-adjustable Torques Valve body retaining bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 N⋅m (20 ft. lbs.) Valve body spool plugs (large) . . . . . . . . . . . . . . . . . . . . . . . 74 N⋅m (55 ft. lbs.) Valve body plugs (small) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 N⋅m (17 ft. lbs.) Solenoid retaining nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 N⋅m (6 ft. lbs.)

21-3

SECTION 21 -- TRANSMISSION -- CHAPTER 5 SPECIAL TOOLS DESCRIPTION

TOOL NUMBER

USAGE

PD male quick coupler

FNH 00533

Pressure checks

PD female quick coupler

FNH 00535

Pressure checks

Adapter

FNH 00035

Connects test hose to PD coupler

Hose, test

FNH 07099

High-pressure hose with fittings

Gauge, pressure

FNH 02027

600 PSI mechanical gauge

Gauge, pressure

FNH 02026

100 PSI mechanical gauge

Adapter

FNH 00110

Low-pressure pump flow

Adapter

FNH 00538

Low-pressure pump flow

Hydraulic flowmeter

FNH02760

Low-pressure pump /cooler flow

Gauge set

FNH02990A

12-gauge bar and hose set

21-4

SECTION 21 -- TRANSMISSION -- CHAPTER 5 DESCRIPTION OF OPERATION The electrohydraulic transmission control valve assembly is mounted externally on the right-hand side of the transmission housing center section. The valve functions to perform the actual application and release of the speed clutches and the directional clutches. The main control valve contains twelve separate hydraulic valves - the regulating valve and eleven valves which are actuated by electronically energized coils. Of these eleven electronically actuated valves, nine control the application of the six speed and three directional clutches, while the two remaining valves control modulating circuits - one for the F1 (forward 1) directional clutch and the other for the F2 (forward 2) and REV (reverse) directional clutches.

70-220-786

1

The two modulation valves, MC1 and MC2, control the apply pressure of the directional clutches: 1. Whenever they are first energized. 2. When the transmission is shuttled to change direction. 3. In all upshifts using the F2 clutch pack. 4. Anytime the inching pedal is used. The energization of the valve, 1, and modulator circuits is controlled by the electronic management system, 3, which in turn is signaled by the in-cab control lever, 2, and the foot operated inching pedal, 4. A regulating valve within the main control valve assembly, set at 16.5 - 18.9 bar (240 - 275 PSI), maintains a constant oil pressure for the tractor low-pressure circuit which controls the power brake valve, the PTO clutch, Diff-lock and four-wheel-drive engagement clutch.

70-220-909

2

21-5

SECTION 21 -- TRANSMISSION -- CHAPTER 5

70-220-910

3 1. 2. 3. 4. 5.

Speed clutch assemblies (6) Cooler assembly Direct acting solenoids (9) Pressure regulating valve Transmission filter

6. 7. 8. 9.

The low-pressure hydraulic circuit provides oil to the control valve by the tandem gear pump, 6, via the external filter, 5. The main regulator valve, 4, maintains a pressurized oil supply to each of the nine clutch circuits, 3, the modulator valves, 7, and a supply for the tractor low-pressure circuit. The oil flow from the hydraulic pump continues past the regulator valve to the lubrication and cooling circuit, passing a lube and cooling circuit relief valve, 8, and the cooler assembly, 2, mounted in front of the engine radiator,

Tandem gear pump Modulator solenoids (2) Lube relief valve Directional clutches (3)

and an internal bypass port cast into the main control valve housing. The external cooler handles only a proportion of the total lubrication and cooling oil flow. All excess flow is passed through the internal bypass port directly to the transmission lubrication and cooling circuit. The main purpose of the control valve is to supply oil to apply the speed clutches, 1, in the front of the transmission and to modulate the apply pressure to the directional clutches, 9, in the rear of the transmission.

21-6

SECTION 21 -- TRANSMISSION -- CHAPTER 5 REGULATOR VALVE OPERATION Pump oil, present in gallery A, of the control valve assembly, 2, which is also linked to the clutch circuits at gallery B, cannot escape until the regulator spool, 5, has moved to the right. Oil enters the hollow spool through an opening and via a removable orifice plate, 1, incorporated for cushioning purposes, which acts on the left side of the spool. This oil pressure moves it to the right, against the opposing force of the two springs, 3, and the pressure adjustment shims, 4. As the spool moves, pump oil, surplus to that required for operating the speed clutches, directional clutches and modulating valves, moves on to the lubrication and cooling circuits via gallery C.

70-220-911

4

CLUTCH VALVE OPERATION Each of the nine clutch circuit valves operates in an identical manner. However, the directional clutch application circuits are modulated or proportionally controlled, allowing their application and release to be cushioned and feathered when required. The nine clutch circuits operate on a simple open or shut basis. Oil from the now regulated pressure gallery A is not allowed to pass to the clutch supply port, S, by the position of the clutch circuit valve spool, 1. The coil spring, 2, holds the valve in the closed position.

70-220-912

5 With the coil, 1, energized, the core of the valve, 2, is magnetically drawn into the surrounding tube, 3, allowing the clutch circuit to open to the regulated oil supply. The coil spring, positioned in the hollowed end of the valve core acts as a shock absorber when the valve is energized, and a return device when the electrical signal is removed to close the valve. Any oil leaking past the valve from the regulated pressure supply will exhaust to the peripheral gallery R connected to sump. When the valve closes, oil within the clutch pack can return to sump from gallery S to R.

70-220-913

6

21-7

SECTION 21 -- TRANSMISSION -- CHAPTER 5 MODULATOR VALVE OPERATION The modulator valve, 3, controlled by the Electronic Transmission Controller (ETC), proportionally varies the pressure being sent to the directional clutches the variation being determined by the degree of movement of the valve, 10, controlled by the strength of the electrical signal from the electronic management system. Oil from the regulated oil pressure gallery, A, passes around the waisted section of the modulating spool, 10, to gallery, D, which in turn, is connected to the directional clutch circuit valves. As the solenoid coil, 4, in this situation, is not energized, oil passing into the center of the spool from passage A to D cannot overcome the same oil pressure which is present in chamber E, and assisted by the force of the spring, 9.

70-220-914

7

The solenoid coil, 4, has now been energized and the pilot valve spool, 7, is drawn off its seat, 8,inside the solenoid housing, 6. This allows oil to flow from chamber E, over the pilot seat to sump at R. The degree of flow is controlled by the removable orifice, 2, (which is protected by a filter screen, 1) and the amount the pilot valve is drawn off its seat. The degree of pilot valve movement is dictated by the strength of the current supplied to the coil, 4.When the current is turned off, return spring, 5, reseats the pilot valve, 7, on its seat, 8.

As the oil flows across the pilot valve seat, the pressure in chamber E reduces, dependent on the rate of flow, and unbalances the modulating spool, 10, causing it to move to the right. This allows pressure at gallery D to be regulated by the throttling action of the spool as it opens the gallery, R, to sump. Depending on the strength or degree of electrical current supplied to the proportional valve solenoid and the timing of the opening of the clutch circuit valve, speed of application and release of the directional clutches will be controlled. All signals to the solenoids are controlled by the ETC. Refer to Chapter 4 for additional information on the ETC and electrical system.

70-220-915

8

21-8

SECTION 21 -- TRANSMISSION -- CHAPTER 5 ELECTRO-HYDRAULIC PILOT LINE NOTE: 70A Series tractor only.

1

The electro-hydraulic pilot line, 1, supplies transmission regulated pressure to the remotes as pilot oil to assist up to 10 electro-hydraulic solenoids (depending upon how the tractor is equipped), in shifting the remote valve main spools and EDC spool. The pilot line connects from the transmission main pressure port, 2, to the remote assembly top cap, Figure 9. An inline screen helps protect the EHR pilot valves from contaminants.

50008225

2 20008226

9

21-9

SECTION 21 -- TRANSMISSION -- CHAPTER 5 TROUBLESHOOTING AND DIAGNOSIS PROBLEM Tractor won’t move after starting

POSSIBLE CAUSE Flashing

“F” “R” “P” “U” or “d” Transmission operation performed out of sequence

CORRECTION Return shift control lever to neutral and release parking brake. See “Operator Prompts.”

Poor inching control when using Transmission clutches out of cal- Re-calibrate transmission clutches inching pedal ibration F1, F2 and R. See “Hydraulic Components” - Chapter 5. Clutch potentiometer

Replace the clutch potentiometer.

Clutch spring

Replace the clutch spring.

Transmission will not operate

Fault code displayed indicating malfunction

See “Fault Codes” Electrical System - Section 55, Chapter 2.

Low transmission oil pressure warning lamp on

Low oil supply

Fill system with oil. See “Hydraulic Components” - Chapter 5.

Transmission filter lamp on

Clogged transmission oil filter

Replace filter.

Tractor drives in limited gears

One or more solenoids inoperative

Compare working gears to Clutch Apply Pressure Chart (Chapter 5) to determine faulty solenoid.

Tractor stalls in limited gears

More than 3 clutches engaged at one time

Compare non-working gears to Clutch Apply Pressure Chart (Chapter 5) to determine faulty clutch.

21-10

SECTION 21 -- TRANSMISSION -- CHAPTER 5 70/70A SERIES TRANSMISSION TEST SHEET 1. Date:

Dealer Code:

Dealer Contact:

2. Phone Number:

Dealership Name:

3. Model:

Tractor Serial Number:

Hours:

4. Transmission Serial Number: 5. Description of Concern: Be Specific (Won’t move, erratic operation, harsh shifting, intermittent problems, inability to calibrate, noisy…). What is the actual customer Complaint?

If tractor will not move, was Limp Home harness tried with what results? 6. Check the condition of the inching pedal return spring?

ELECTRICAL/ELECTRONIC SYSTEM CHECKS NOTE: Refer to Section 3 - Electrical system for detailed information on accessing and using the various EIC Modes identified or the 70 Series Portable Diagnostic Tool Instruction manual (FNH00507) for information on using PDT. 7. Record stored Clutch Calibration Values (Mode 10 or PDT): F1

F2

R

8. Record Hardware and Software Versions (Mode 9 or PDT): Hardware

Software

Hardware

EIC

RHC

ETC

EDC

Software

9. Record system status of each module (with key switch on). Circle one in each row. EIC Status Light: FLASHING STEADY OFF RHC Status Light: FLASHING STEADY OFF CCM Status Light 1: FLASHING STEADY OFF CCM Status Light 2: FLASHING STEADY OFF 10. Record fault codes: (Mode 2 or PDT) Fault Code

Description

Hour of last occurrence

21-11

Number of occurrences

Current

Stored

SECTION 21 -- TRANSMISSION -- CHAPTER 5 70/70A SERIES TRANSMISSION TEST SHEET 11. Check condition of Fuses (Pull and Examine): MFP-2 MFP-3 MDP-F25 MDP-F18 MDP-F19 MDP-F20 12. Check condition of Relays:

MDP-R11

MDP-F21 MDP-R6

(Install known good relay.)

13. Check condition of Grounds: Remove, clean, re-install (Repair manual page ????). Cab Main Rear Cab Main Front

Rear Main Front Main

Cab to Chassis Battery Cab to Chassis Ground Strap

14. Check condition of Connectors (corrosion, damaged, loose…) Disconnect, inspect, install. C001 C005

C002 C006

C003 C007

15. Perform Module Input Checks (Mode 3 or PDT): All switches must indicate a “HI” (single tone) and “LOW” (pulse tone) response. Correct any defects. HI

LOW

Neutral switch P108 Downshift P109 Up-shift P110 Forward P112 Auto-shift P115 Park brake P203

HI

LOW

Inching pedal potentiometer P215 (range) Transmission enable P107 Reverse P111 Programmable downshift P113 Programmable up-shift P114 Creeper P110 (if equipped)

Was the inching pedal transition smooth? 16. Perform ETC Module Output Checks (Mode 7 or PDT): Check each parameter for a “HI” (single tone) and “LOW” (pulse tone). A “HI” indicates the ETC has sent voltage to the solenoid and “LOW” indicates the ETC has turned the solenoid off. Verify the operation of each solenoid by checking for voltage at the solenoid when turned on and off. Solenoid F1 F2 R 1 2 3 A B C Creeper MC1 MC2

Parameter P350* P351* P352* P353 P354 P355 P356 P357 P358 P359 P360** P361**

LOW

Parameter Test Sol Volt HI

Sol Volt

* Parameter Will only work when shift lever is in forward position. ** Did voltage start high and modulate to low?

17. Calibrate and record new Clutch Calibration Values: F1

21-12

F2

R

SECTION 21 -- TRANSMISSION -- CHAPTER 5 70/70A SERIES TRANSMISSION TEST SHEET HYDRAULIC SYSTEM CHECKS 18. Perform low pressure circuit relief pressure check (transmission main regulator valve). Pressure 1724 - 1896 kPa (240 - 275 PSI) 19. Check MC1 and MC2 filter screens. Damaged

Clogged

MC1 filter screen

Yes

No

Yes

No

MC2 filter screen

Yes

No

Yes

No

20. Check hydraulic system for evidence of contamination. Check Contamination Description Suction Screen

Yes

No

Transmission Filter

Yes

No

Hydraulic Filter

Yes

No

21. Verify operation of solenoid valve assemblies. Swap solenoid/valve assemblies. All solenoid assemblies are interchangeable with each other except MC1 and MC2. MC1 and MC2 can only be interchanged with each other. Did the problem move from one gear to another? NO /YES (if yes replace solenoid assembly). 22. Verify operation of solenoid valve assemblies. Swap solenoid/valve assemblies. All solenoid assemblies are interchangeable with each other except MC1 and MC2. MC1 and MC2 can only be interchanged with each other. Did the problem move from one gear to another? NO /YES (if yes replace solenoid assembly). 23. Install Limp Home Harness in the following sequences to verify operation of clutch packs (F1, F2, 1, 2, 3, A, B, & C). NOTE: Disconnect all wires to transmission solenoids, including MC1 and MC2 when connecting limp home switch. Limp home Connectors Gear F1 F2 F3 F4 F7 F8 DOWN

Tractor Moves

F1

R

2

B

F1 F1 F1 F1 F1 F2

R R R R R R

1 2 3 1 1 1

A A A B C A

Forward YES

NO

Reverse YES

NO

WARNING When using the limp home harness there is no transmission modulation. The tractor will lunge in the direction of travel when the limp home switch is pressed. 24. Other Comments: Explain any condition or additional troubleshooting procedure not covered.

21-13

SECTION 21 -- TRANSMISSION -- CHAPTER 5 70/70A SERIES TRANSMISSION TEST SHEET 25. Perform Clutch Apply Pressure Check using the following chart.1

CLUTCH APPLY PRESSURE CHART GEAR

PORT

F1 F2 F3 F4 F5 F6 F7 F8-UP F8-DOWN F9-UP F9-DOWN F10 F11 F12 F13 F14 F15 F16 R3 R4 R5 R6 R7 R8 R9 R10 R11

1 2 3 1 2 3 1 2 1 3 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3

PSI

PORT

PSI

A A A B B B C C A C A A B B B C C C A A A B B B C C C

PORT F1 F1 F1 F1 F1 F1 F1 F1 F2 F1 F2 F2 F2 F2 F2 F2 F2 F2 R R R R R R R R R

PSI

COMMENTS

* * * * * * * * * *

Shaded areas is the transmission gear overlap. Record F8-UP and F9-UP when checking up-shifts. Record F8-Down and F9-Down when checking downshifts. *NOTE: Does modulation in the designated F port when shifting from N to R, N to F, F to R, R to F and all F2 up-shifts? Comments

21-14

SECTION 21 -- TRANSMISSION -- CHAPTER 5 PRESSURE TESTING AND ADJUSTMENTS This section will be divided into two parts. 1. Pressure Testing and Adjustment 2. Transmission Calibration Insure the system is working electrically before proceeding with pressure testing and adjustments. See Chapter 6 for additional information.

PRESSURE TESTING AND ADJUSTMENT If the operator complains of a hesitation during shifts or notices the transmission pressure lamp, 1, on during tractor operation, the low-pressure circuit relief should be checked.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 To check the low pressure circuit relief pressure: NOTE: 70 Series art shown in Figure 11. 70A Series art shown in Figure 12. 1. Operate the transmission and or hydraulic system until the oil reaches an operating temperature of 57° C (135° F). 2. Park the tractor an a level surface, stop the engine and apply the parking brake. 70-220-917

11 3. Install a 40 bar (600 PSI) gauge FNH02027 and a PD female quick coupler FNH00535 to the PD male test port, 2, at the bottom right corner of the transmission control valve, 1. 4. With the parking brake applied, start and run the tractor at 1200 RPM. 5. The pressure reading should be 16.5 -18.9 bar (240 - 275 PSI). 6. If the pressure is lower or higher than specified, stop the engine and re-shim the pressure regulating valve as follows.

2 50008226

12 7. Carefully remove the spring retainer cap, 3. The springs, 2 and 7, are loaded and may escape when the cap is removed. 8. On the cap will be a large washer, 6, and adjustment shims, 5. Add shims to increase or remove shims to decrease pressure as required. 9. Reinstall the spring retaining cap with all items, 1 through 7, in place and retest system pressure.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 CLUTCH APPLY CIRCUIT PRESSURE TESTING To test the individual clutch apply circuits, it is imperative the pressures be logged in sequence of the Clutch Apply Pressure Chart. Only three clutches should be engaged at one time - a lettered speed clutch, a numbered speed clutch and one of the directional clutches. The use of a transmission pressure checklist will assist in locating a transmission fault. To test the clutch apply circuits, proceed as follows:

1

1. Operate the transmission and/or hydraulic system until the oil reaches an operating temperature of 57° C (135° F). 2. Park the tractor on a level surface, stop the engine and apply the parking brake.

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14 3. Connect a 40 bar (600 PSI) gauge FNH02990A, 1, and a PD female quick coupler FNH 00533 to the PD male quick coupler FNH 00535 installed in the “A” test port, 2, at the top right corner of the transmission control valve.

3

4. Connect a 40 bar (600 PSI) gauge FNH02990A in the “1” test port, 3, at the top right corner of the transmission control valve.

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2 15

5. Install a 40 bar (600 PSI) gauge FNH02990A in the “F1” test port, 4, at the bottom left corner of the transmission control valve.

4

6. Start the tractor and select Forward, first gear and record pressures at the three gauges.

WARNING Use long hoses to allow the gauges to be viewed from the operator’s seat. do not view the gauges while in the area of the tires. If required, place the tractor on suitable stands at all four corners to pressure test the transmission.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 NOTE: If three gauges are not available, pressures can be checked at each location one at a time.

1

If a multi-gauge set, FNH02990A, 1, is available, nine gauges can be used to check the entire valve stack at one time. This is the preferred method. 7. If the number of gauges are limited, repeat steps 2 through 6, installing the fittings and gauges as required to check all nine clutches. 8. Record all tractor information and pressures on a photocopy of the following pages.

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17 9. After pressure checks have been completed, compare the reading between the applied clutches. All readings should be within 10% of each other. If one or more clutches are extremely low, a stuck valve or major leak may be indicated. If no pressure reading is recorded, make sure the clutch is electrically engaged. If pressure is indicated when a clutch is turned off, an internal leak could be bleeding oil across a clutch pack or a sealing ring failure could have occurred. NOTE: Transmission and cooler flow testing is covered in Section 35, “Hydraulics.”

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 TRANSMISSION PRESSURE CHECKLIST Locate transmission identification plate, 1. 1. Tractor model number 2. Tractor serial number 3. Transmission serial # 4. Hours of operation

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19 NOTE: 70 Series art shown in Figure 20. 5. Main transmission, 1, pressure using PD coupler, 2. Pressure will normally be 16.5 - 18.9 bar (240 - 275 PSI) at 1200 RPM.

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20 6. Enter the calibration mode (see “Transmission Calibration” later in this section) and review the current calibration numbers. (With “CC” flashing, move shift lever to reverse downshift). F1 F2 R

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21

21-19

SECTION 21 -- TRANSMISSION -- CHAPTER 5 7. Operate tractor until oil temperature is 57° C (135° F). 8. Enter the calibration mode and calibrate. Record the new numbers. F1 F2 R

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22 9. Install 40 bar (600 PSI) pressure gauges FNH02990A, 1, in test ports shown, 2. Use the PD male test couplers FNH part #00533. 10. Test ports are 7/16-20 inch SAE O ring. 11. Drive the tractor with the engine at 1200 RPM, and record the pressures in the Clutch Apply Pressure Chart next to the clutch location for the respective gear. (Clutch pressure will be about 16.5 - 18.9 bar (240 - 275 PSI).

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 TRANSMISSION PROGRAMMING PROGRAMMING THE PROGRAMMABLE UPSHIFT, DOWNSHIFT The tractor transmission will shift 1, 2 or 3 gears higher when the upshift switch is activated. It will downshift 1, 2, or 3 gears when the downshift switch is activated. The number of upshift and downshift gears is programmable. NOTE: See also Section 55 - Electrical System, Chapter 1 - EIC and System Overview, Mode 10 Transmission Calibration Review and Programming. To change the number of gears increased or decreased when selecting the programmable upshift or downshift, proceed as follows: • • •



Turn the “KEY-START” switch off. Move the shift lever to the reverse speed position, then hold the lever to the left. While holding the shift lever to the left, turn on the “KEY-START” switch (but do not start the engine). After three seconds, the digital display should show “U-d” indicating the up/downshift programming mode is engaged. Return the shift lever to the “REVERSE” position.

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25

SECTION 21 -- TRANSMISSION -- CHAPTER 5 To program the upshift: • With the shift lever still in reverse, move the lever to the right and hold for three seconds. The digital display will show an up arrow and the upshift number currently stored in memory. • Nudge the shift lever to the right one, two or three times, as required. The display will show “1”, “2” or “3.” This indicates that when the UPSHIFT switch is depressed, the transmission will upshift one, two or three gear ratios higher than the gear currently being used. To cancel the upshift program, nudge the shift lever to the left until “0” appears. • Return the shift lever to neutral after selecting the desired upshift to store the program. To program the downshift: • To change the number of gears that will be downshifted when Downshift is selected, position the shift lever in neutral. The display should show “U-d.” Move the shift lever to “REVERSE” position then to the left and hold for three seconds. The display will show a down arrow and the downshift number currently stored in memory. • Nudge the shift lever to the right one, two, or three times and the display will show “1”, “2” or “3.” This indicates the number of gear ratios that will be downshifted from the current gear when the DOWNSHIFT switch is activated. To cancel the downshift program, nudge the shift lever to the left until “0” appears. • Return the shift lever to neutral after selecting the desired downshift to store the program. To exit the program: • Turn the key-switch to the “OFF” position to exit the upshift and downshift program mode.

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26

SECTION 21 -- TRANSMISSION -- CHAPTER 5 PROGRAMMING REVERSE GEAR RATIOS When changing from forward to reverse, the transmission will normally select the same ratio in reverse as was selected for forward travel (when operating in gears between 3rd and 11th). For special shuttle shift applications, the powershift offers the advantage of automatically changing the reverse gear ratio up to three ratios higher or lower than the engaged forward gear ratio. The transmission may also be programmed to always select the lowest reverse gear (R3). NOTE: See also Section 55 - Electrical System, Chapter 1 - EIC and System Overview, Mode 10 Transmission Calibration Review and Programming. To program an alternative reverse gear, proceed as follows: • • •

Turn the “KEY-START” switch off. Move the shift lever to the “REVERSE” position, then hold the lever to the right. While holding the shift lever to the right, turn on the “KEY-START” switch (but do not start the engine). Release the shift lever after five seconds. The digital display should show “0” (unless the transmission has previously been programmed to select a higher or lower reverse gear).

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 To program a higher ratio: • From the “REVERSE” position, nudge the shift lever to the right one, two, or three times, as required. The display will show “1”, “2” or “3.” This indicates that when reverse is selected the gear will be one, two or three ratios higher than the forward gear ratio. To program a lower ratio: • From the “REVERSE” position, nudge the shift lever to the left one, two or three times, the display will show “-1”, “-2” or “-3.” This indicates that when reverse is selected the gear will be one, two or three ratios lower than the forward gear. To program the lowest gear: • Nudge the shift lever to the left a fourth time, an “L” will be displayed. This means whichever forward ratio is engaged when the lever is moved rearward, the lowest reverse ratio (3rd) will always be selected, regardless of forward gear ratio. To cancel the program: • From the “REVERSE” position, nudge the shift lever to the right until “0” is displayed. NOTE: Remember, only reverse gears between 3rd and 11th are available. To exit the program: • Turn the “KEY-START” switch off. The transmission is now programmed.

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28

SECTION 21 -- TRANSMISSION -- CHAPTER 5 TRANSMISSION CALIBRATION

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29

CHECK POWERSHIFT TRANSMISSION CLUTCH CALIBRATION NOTE: The powershift transmission has three directional clutches. Calibrate the clutches periodically to compensate for wear. This service should be performed every 1200 hours or more frequently if a deterioration in shift quality is noted.

WARNING Before carrying out the calibration procedure, firmly apply the park brake and block the wheels, front and rear. IMPORTANT: During the calibration procedure, the electronic management system detects precisely the point at which the clutches start to engage. This engagement is detected by a very small reduction in engine speed. During calibration, it is essential that no action is taken to cause the engine speed to vary. Be sure the air conditioner and all electrical equipment is switched off. Do not operate the PTO or any hydraulic lever or move the hand or foot throttle. Preparing the Tractor for Calibration NOTE: The clutches should be adjusted when the oil is at normal operating temperatures. Prior to calibrating the directional clutches, carry out the following:

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1. Park the tractor on level ground away from any obstacles in case of unexpected tractor movement. Stop the engine and place remote hydraulic controls in the “NEUTRAL” position. 2. Engage the park brake and block the wheels, front and rear. 3. Turn off the air conditioning. 4. Move the shift lever to the “NEUTRAL DOWNSHIFT” position (to the left) and hold in position. While holding it there, turn the key-start switch to the start position. 5. Start the engine. The full LCD will be displayed. 6. Release the shift lever three to five seconds after the engine starts. 7. Verify the digital display is showing a steady “CC” indicating the electronic management system is in the clutch calibration mode. NOTE: Repeat steps 1 through 7 if “CC” is not present. 8. Adjust engine speed to 1200 ± 30 RPM. 9. Push the shift lever forward and “CC” should begin flashing. 10. Proceed to calibrate the clutches if “CC” is flashing.

SECTION 21 -- TRANSMISSION -- CHAPTER 5 CALIBRATION REVIEW NOTE: See also Section 55 - Electrical System, Chapter 1 - EIC and System Overview, Mode 10 Transmission Calibration Review and Programming. Before calibrating the transmission, it is important to record the current calibration numbers to know if changes have occurred in the new calibration numbers: 1. Move the shift lever to the “REVERSE” position. 2. Verify the digital display shown is flashing “CC.”

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3. Move the shift lever to the left and hold it there.

30

4. Observe the digital display. The current calibration numbers will display in this order “F1”, “F2” and “Reverse.” Record the numbers. 5. Return the shift lever to the “NEUTRAL” position. 6. Verify the digital display shown is flashing “CC.”

CALIBRATE F1 DIRECTIONAL CLUTCH To calibrate the low range directional clutch (F1): 1. Move the shift lever to the “FORWARD” position. 2. Verify the display shows a flashing “CC.” 3. Move the shift lever to the left and hold it there. 4. Observe the digital display. It will flash “20” for approximately 4 seconds, then the number displayed will increase by one digit every second until the reading becomes steady. A steady reading indicates that clutch F1 is calibrated. 5. Return the shift lever to the “NEUTRAL” position after the clutch is calibrated. 6. Verify the digital display shown is flashing “CC.” NOTE: During F1 calibration, speed clutches B and 1 are engaged, and the F1 pressure ramps up.

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31

SECTION 21 -- TRANSMISSION -- CHAPTER 5 CALIBRATE F2 DIRECTIONAL CLUTCH To calibrate the high range directional clutch (F2): 1. Move the shift lever to the “FORWARD” position. 2. Verify the display shows a flashing “CC.” 3. Move the shift lever to the right and hold it there. 4. Observe the digital display. It will flash “20” for approximately 4 seconds, then the number displayed will increase by one digit every second until the reading becomes steady. A steady reading indicates that clutch F2 is calibrated.

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5. Return the shift lever to the “NEUTRAL” position after the clutch is calibrated.

32

6. Verify the digital display shown is flashing “CC.” NOTE: During F2 calibration, speed clutches A and 1 are engaged, and F2 pressure ramps up.

CALIBRATE REVERSE DIRECTIONAL CLUTCH To calibrate the reverse range directional clutch: 1. Move the shift lever to the “REVERSE” position. 2. Verify the display shows a flashing “CC.” 3. Move the shift lever to the right and hold it there. 4. Observe the digital display. It will flash “20” for approximately 4 seconds, then the number displayed will increase by one digit for every second until the reading becomes steady. A steady reading indicates the reverse range clutch is calibrated. 5. Return the shift lever to the “NEUTRAL” position after the clutch is calibrated. 6. Verify the digital display shown is flashing “CC.” NOTE: During reverse clutch calibration, speed clutches A and 2 are engaged, and reverse pressure ramps up.

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33

SECTION 21 -- TRANSMISSION -- CHAPTER 5 EXIT CALIBRATION MODE To exit the calibration mode: 1. Stop the engine and wait ten seconds before proceeding. 2. Start the engine in the normal manner. 3. Verify that with the shift lever in the “NEUTRAL” position, the digital display indicates “N5.” The tractor is now ready for normal operation.

CALIBRATION OF SHIFT CONSTANT The F9 to F10 upshift and F8 to F7 downshift constants can be adjusted to improve shift quality. The factory setting of 10 can be increased to a maximum of 19 or decreased to a minimum of 2. NOTE: See also Section 55 - Electrical System, Chapter 1 - EIC and System Overview, Mode 10 Transmission Calibration Review and Programming. Always adjust the number by three or more digits to insure the shift quality is better or worse than the previous number. The tractor must be operated after every adjustment to evaluate the shift quality. If the tractor shift is better, the digits may be adjusted one at a time to further fine tune the shift. If the shift is worse, change the number by six digits in the opposite direction to improve the shift. Make sure the new number is saved after every adjustment. NOTE: Cold oil, improper ballast and tire pressure will adversely affect the transmission shift. 1. To adjust shift constant, move the speed lever to the “NEUTRAL DOWNSHIFT” position (to the left), and hold in position. While holding it there, turn the key-start switch to the run position. 2. Release the shift lever five to seven seconds after the key-switch is turned to run. 3. Verify the digital display is showing a steady ”CC”, indicating the electronic management system is in the clutch calibration mode.

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34

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 4. Next you must select to either adjust the F9 to F10 shift constant, or the F8 to F7 shift constant. To select F9 to F10 calibration, move the shift lever to the “NEUTRAL UPSHIFT” position (to the right) and hold it there until the display shows an up arrow and a 10.

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35 5. Adjust the F9 to F10 shift constant by nudging the shift lever to the right to increase, or to the left to decrease.

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36 6. Exit F9 to F10 calibration by nudging the shift lever into the “FORWARD” position. The display will then return to a steady “CC.” 7. To select the F8 to F7 shift constant, move the shift lever to the “NEUTRAL DOWNSHIFT” position (to the left), and hold it there until the display shows a down arrow and a 10.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 8. Adjust the F8 to F7 shift constant by nudging the shift lever to the right to increase, or to the left to decrease. 9. Shift constants can be saved at any time by turning the key-start switch to the “OFF” position.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 DISASSEMBLY AND REPAIR REMOVAL AND DISASSEMBLY If the transmission is already removed from the tractor, remove the control valve assembly as described in Chapter 2 - Mechanical System. If the control valve is to be removed from the tractor, proceed as detailed in the following paragraphs.

NOTE: It is possible to remove certain valving elements from the main valve assembly without removing the whole assembly from the tractor. Refer to the relevant step as required.

REMOVAL OF THE COMPLETE VALVE ASSEMBLY FROM THE TRACTOR 1. Position the tractor on a hard level surface and apply the parking brake. 2. Remove the battery cover, 2, and disconnect the batteries. Note that in removing the main control valve the sump passages will be opened to the atmosphere. 3. Unbolt the right cabstep assembly, 1, to provide access to the control valve assembly. 70-220-922

39 4. Disconnect and release the 12 separate harnesses connecting the solenoids and pressure sender to the main harness.

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40 5. Disconnect the pump oil tube, 1, to the transmission filter and remove the tube.

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41

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 6. Disconnect the low-pressure circuit supply tubes leading to the tractor PTO, 1; brake, 2; four-wheel-drive engagement clutch, and lubrication circuits, 3. If necessary, disconnect these tubes at the opposite ends or tie them out of the way to provide access and clearance during valve assembly removal. 7. Disconnect the cooler lines, 4, from the valve. If necessary, loosen or remove the tube to provide access. 70-220-925

42 8. Remove the five retaining bolts that hold the cooler bypass valve, 1, in place and remove the valve.

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43 9. Following the numbered sequence shown, loosen each of the 22 retaining bolts, start with bolt number 22, and progressively loosen in decreasing order. Remove all but two bolts.

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44

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 10. With the help of an assistant, support the valve assembly, 1, and remove the last two bolts. The use of two dowels, 2, made from spare bolts will aid in removal and installation. Carefully remove the control valve making sure the solenoid harnesses are not snagged or caught.

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45

DISASSEMBLY Disassembly of the control valve requires removal of the six speed clutch circuit valves and the three directional clutch circuit valves. All nine valves are identical in the disassembly procedure. In addition, the two modulator valves for directional clutch control are similar and the same procedure applies to both. The remaining regulating valve is unique in its removal procedure. Before beginning disassembly, consider if the whole assembly requires inspection or overhaul. If it is required or suspected that this is the case, then remove all solenoids to avoid accidental damage. If only one or two circuits are suspect, then individual solenoids may be removed. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.

Speed Clutch B Solenoid Speed Clutch C Solenoid Speed Clutch A Solenoid F1 Directional Clutch Modulator Solenoid Reverse Clutch Directional Solenoid F2 and REV Directional Clutch Modulator Solenoid F2 Directional Clutch Solenoid F1 Directional Clutch Solenoid Speed Clutch 2 Solenoid Speed Clutch 1 Solenoid Speed Clutch 3 Solenoid

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 SOLENOID AND VALVE ASSEMBLY 1. Identify each of the eleven solenoids, 1, to its respective valve by marking each with a suitable marker pen, using the same coding that is cast into the valve body, i.e., 1,2,3, and A,B,C, for the speed clutch circuit valves, F1, F2 and REV for the directional clutches, and MC1 and MC2 for the modulator valves. 2. Identify the valve core to its port as described in the previous paragraph. It is desirable that valves are reassembled into the mating valve bore and not intermixed. However, each circuit valve is serviced separately and may be replaced without replacing the valve body.

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47

SPEED AND DIRECTIONAL CLUTCH CIRCUIT VALVES 1. Remove the solenoid retaining locknut, 2, and slide the solenoid, 1, from the valve core, 3. Repeat for each solenoid.

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48 2. Unscrew the valve core, 2, and extract the valve spool, 3, and the spring, 1. Insert the spool in the valve core in order to prevent intermixing with other clutch circuit valves. Repeat the procedure for each speed and directional clutch circuit valve.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 NOTE: The speed clutch circuit valves differ from the directional clutch valves in that the waisted section of speed clutch valves, 1, is shorter than that of directional clutch, 2, circuit valves.

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50

MODULATOR VALVES 1. Identify the valve core to its port as described under “Solenoids and Valve Assembly” in this chapter. Unscrew the valve core, 3, and pilot valve assembly, 4. Inspect the O rings, 1 and 2, for damage. NOTE: Also remove the screen assembly from the bore.

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51 2. Lightly grip the core hexagon head, 2, in a vise, and unscrew the pilot valve seat, 3, and remove the pilot valve, 4, and spring, 1. NOTE: The modulator valve is serviceable only as an assembly. Individual components are not available. The service assembly kits include a “new” coil. This particular coil was used when the valve was adjusted prior to shipment.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 3. From the opposite side of the valve body, unscrew the port plug, 1, and remove the main spool, 2, and spring, 3, from the bore.

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53 4. Using a 3/16″ hexagonal allen wrench, remove the small blanking plug, 3, situated above the MC1 modulating valve bore. 5. Using a 1/8″ hexagonal wrench, unscrew and remove the in-line metal filter, 2. 6. Using a 3/32″ hexagonal wrench, unscrew and remove the threaded orifice, 1. 7. Repeat the above steps for removal of the MC2 modulator valve, filter and orifice. NOTE: A male PD test fitting is used in place of the blanking plug #3 in the MC 2 valve.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 REGULATOR VALVE 1. Unscrew the large headed plug, 1, on the front side of the control valve body, and collect the regulating valve springs, washers and shims.

CAUTION The regulating valve springs are highly loaded. take care when unscrewing the plug that these springs are not lost, or ejected, which could cause physical injury. 2. Rotate the valve body and collect the spring seat washer from the spring bore.

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55 3. From the opposite side of the valve body, unscrew the regulating valve spool plug, 1, and, using a soft probe inserted through the spring bore, push out the spool, 3. 4. Inspect the outer end of the spool, checking that the orifice in the removable inner plate, 2, is not restricted. If necessary, the retaining snap ring may be removed and the plate extracted for cleaning.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5

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57 CONTROL VALVE ASSEMBLY 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

Circuit Valve Core 3 Circuit Valve Spool Spring Circuit Valve Spool (speed) Valve Body Clutch Circuit Valve B Clutch Circuit Valve C Clutch Circuit Valve A Reg. Valve Outer Spring Reg. Valve Inner Spring Reg. Valve Washer and Shims Reg. Valve Plug and Seal Mod. Valve F1 (MC1) Clutch Circuit Valve REV Mod. Valve Spool Spring Mod. Valve F2 and REV (MC2)

16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30.

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Mod. Valve Spool Pilot Valve Seat and Seal Mod Valve Screen Mod. Valve Spool Spring Mod. Valve Spool Mod. Valve Plug and Seal Mod. Plug, Pilot Filter, & Orifice Clutch Circuit Valve F2 Clutch Circuit Valve F1 Directional Spool Spring Directional Spool Reg. Valve Plug and Seal Reg. Valve Spool & Orifice Plate Clutch Circuit Valve 2 Clutch Circuit Valve 1

SECTION 21 -- TRANSMISSION -- CHAPTER 5 LUBRICATION AND COOLING CIRCUIT RELIEF VALVE A relief valve protecting the lubrication and cooler circuit is positioned in the center section of the transmission housing. Should the function of this valve be suspect, it will be necessary to destroy the valve in order to remove it. Make sure before removal that a replacement valve is available.

REMOVAL 1. Using a 3/8-16 UNC bottom tap, cut a thread in the relief valve plug, 1, in order to allow extraction.

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58 2. Fabricate an adaptor that will allow a slide hammer to be connected to a threaded bolt screwed into the relief valve plug. 3. Using the adaptor and slide hammer, extract the plug, valve and spring.

INSTALLATION Install a new valve, spring and plug in the center section, gently driving the plug into its bore. 70-220-1318

59

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 INSPECTION NOTE: It is important to keep all components identified to their respective areas and bores. 1. Clean all parts in a suitable solvent and dry thoroughly using a clean, lint-free cloth or compressed air. 2. Inspect all spool and valve components, 3, for wear and damage; ensure each spool and valve component moves freely in its respective bore, 2, without sticking or binding. 3. Make sure each clutch circuit valve, 3, has its end piece securely retained to the spool end.

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4. Remove each valve core and blanking plug O ring seal and replace with new parts. 5. Inspect the valve return/damper springs, 1, for breakage or deformation, comparing these parts with a new spring. NOTE: All nine clutch circuit valve return/damper springs are identical. 6. Inspect the modulator valve main spool, 1, seat and return spring, 2, for damage and deformation. 7. Inspect the modulator valve pilot line filter screens and orifice plug. Either clean or replace. 8. Inspect the valve body for internal cracks and external damage.

REASSEMBLY 1. Reassembly of the control valve follows the disassembly procedure in reverse. 2. Refer to “Specifications” in this chapter for tightening values of valve cores, plugs, solenoid retainers, and other components.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5 INSTALLATION 1. Installation of the control valve follows the removal procedure in reverse. 2. Make sure a new gasket is used. 3. To aid repositioning of the valve on to the transmission center section, make up two suitably threaded guide studs long enough to be gripped and removed, and loosely screw these into the center section. 4. With the help of an assistant, carefully lift the control valve onto the two studs, install the retaining bolts and remove the two guide studs. 5. Tighten the twenty-two retaining bolts in the sequence shown to the torque value stated in “Specifications.” 70-220-708

62 6. Reinstall the cooler bypass valve assembly, 1, with new O rings, 2. 7. Reconnect all tubes and fittings and refill the transmission and rear axle with oil, to specifications, as stated in the Operator’s Manual.

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63

8. Ensure that each solenoid is connected to the correct harness end, 1. Each end is identical. Pressure test and adjust the regulator valve, as detailed in “Adjustments and Pressure Testing” in this section. Recalibrate (see “Transmission Calibration”) the directional clutches with oil at operation temperature.

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SECTION 21 -- TRANSMISSION -- CHAPTER 5

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SECTION 21 -- TRANSMISSION -- CHAPTER 6

SECTION 21 -- TRANSMISSION Chapter 6 -- Electrical System CONTENTS Section

Description

Page

21 000

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Description of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Clutch Apply Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Modulation Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Shift Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Inching Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6, 10 Display Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Troubleshooting and Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Transmission Solenoid and Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Disassembly and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Control Valve Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Chassis Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Inching Pedal Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Transmission Shift Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

21-1

SECTION 21 -- TRANSMISSION -- CHAPTER 6 SPECIFICATIONS ELECTRICAL SYSTEM COMPONENT Fuses

LOCATION

FUNCTION

Main fuse panel(MFP) right side of floor

MFP #3 - 40 AMP main trans. power

Main distribution panel (MDP) right “B” post

MDP #18 - 20 AMP trans. shift control MDP #19 - 20 AMP trans. shift control MDP #20 - 15 AMP trans. f/r control

Relays

Main distribution panel (MDP) right “B” post

MDP #6 dir. interrupt relay MDP #11 Trans power relay

Electronic (ETC)

transmission

Speed sensors

Switches

Potentiometer Solenoids

control

Part of chassis control module (CCM)

16 BIT micro-controller with application memory and non-volatile calibration memory

Engine speed front trans. housing

2500 OHMS resistance digital eng. speed

Ground speed center trans housing

2500 OHMS resistance digital grnd. speed

Inching pedal

Normally closed opens at full stroke

Transmission pressure transmission valve

Operates pressure lamp closes at 125 PSI

Inching pedal

Variable resistance feathers MC1 and MC2

Transmission valve

9-direct acting 1.79 OHMS Operate at 100 Hz 2-modulating 1.79 OHMS MC1 & MC2 Operate at 400 Hz

21-2

SECTION 21 -- TRANSMISSION -- CHAPTER 6 DESCRIPTION OF OPERATION The transmission control system consists of an electrohydraulic control valve, 2, attached to the transmission; a single lever control, 3, mounted in the right-hand console which reports signals to the Right-Hand Controls (RHC) module, 4; a digital transmission display in the Electronic Instrument Cluster (EIC), 1; an inching pedal, 6, left of the brake pedals; and the Electronic Transmission Control (ETC) module located in the Chassis Control Module (CCM), 5, which is attached to the floor behind the operator’s seat. The ETC is a microprocessor which is programmed with instructions to control and manage the transmission. A fail-safe mode instantly allows the transmission to go to neutral in the unlikely event that a malfunction should occur. The ETC can be calibrated by the technician or owner to modify shift quality and match the electronics to the transmission hardware. The ETC has a built-in program to provide selfdiagnostics of faults which can be displayed in the Tractor Performance Monitor (TPM) while operating or stored for review while servicing.

70-540-1523

1

Fault codes will either allow normal operation or automatically return the transmission to neutral depending on the severity of the fault. Fault codes are discussed in “Troubleshooting.” There are no mechanical components serviced in the ETC so it should not be opened or disassembled to service.

21-3

SECTION 21 -- TRANSMISSION -- CHAPTER 6 CLUTCH APPLY CIRCUITS The eleven solenoids located on the electrohydraulic control valve are activated with a pulse width modulator (PWM) positive voltage from the ETC, 1. Pulse Width Modulation (PWM) is a term used to describe the control function of the electrical output from the ETC. Of the eleven solenoids, 2, all are direct operating except the two modulator valves, MC1 and MC2, 3. The direct operating solenoids receive a 100 Hz PWM signal of 5-6 volts. MC1 modulates oil supplied to the F1 clutch and MC2 modulates the supply to the F2 and Reverse clutches. The six speed clutch direct operating valves are supplied with regulated oil pressure and, when the solenoid is energized, oil is supplied to the clutch pack. The clutches fill quickly and little or no slippage will occur. 70-540-1524

The directional clutches are also direct operating but, when they are activated, the oil supply is interrupted by the modulator solenoids, MC1 and MC2. These clutches are much more tolerant to slippage due to their construction.

2

MODULATION SOLENOIDS The modulator solenoids, MC1 and MC2, are pulse width modulated at 400 Hz. The modulation PWM solenoids allow regulation of the hydraulic pressure to the appropriate clutch, to be inversely proportional to the average DC electrical current in the solenoid coil. The lower the solenoid current, the higher the pressure applied to the clutch. The MC1 and MC2 voltage range is from 5 to 0 volts. When the solenoid, 3, is not electrically energized, a needle valve, 2, is spring loaded in the closed position causing pilot pressure on the spring, 4, end of the control spool, 1, to be equal to regulated system pressure. This pilot pressure and spring pressure controls the position of the spool, 1, to control clutch pressure.

70-540-1525

3

21-4

SECTION 21 -- TRANSMISSION -- CHAPTER 6 When current is applied to the solenoid, 4, in the form of a pulse width modulation signal, the needle valve, 3, is moved open to the extent dictated by the average DC current on the solenoid. This causes an oil flow across the needle valve; the pilot pressure is dictated by the oil flow through the fixed orifice, 2. As the needle valve opens, the pressure drops in the valve spool cavity and the spool, 1, moves to the right, dumping oil pressure to the clutch port, 5. As the current drops, the needle valve closes which builds pressure in the valve spool cavity forcing the spool to the left which increases pressure to the clutch port, 5. The clutch application pressure is, essentially, equal to the pilot pressure regardless of the amount of oil flow in the clutch cavity. PWM is best understood by imagining a switch attached to a 12-volt source. If the switch is turned on and off very rapidly, the voltage is reduced depending on the amount of time the switch is off. If the switch is off 50% of the time, six volts are available. If the switch is off 75% of the time, three volts are available. The ratio of “on” versus “off” is referred to as Pulse Width Modulation.

70-540-1526

4

The ETC has the ability to adjust the pulse width or voltage to vary the speed that the directional clutches apply depending on load, engine speed and ground speed.

SHIFT CONTROL LEVER The shift control lever, 1, uses nine halifax switches, 2, activated by a magnet, 3, attached to the shift control lever. When the magnet passes over a switch, a signal is transmitted to the ETC via the RHC to select a higher or lower speed or a direction change. One switch is dedicated to the neutral start circuit, and the tractor will not start if the lever is in any position but neutral. This switch also controls a directional clutch interrupt relay. This relay prevents operation of the directional solenoids while in neutral.

70-540-1517

5

21-5

SECTION 21 -- TRANSMISSION -- CHAPTER 6 INCHING PEDAL The inching pedal, 1, has two sensors associated with it - a position sensor, 2, and a sense switch, 3. The position sensor is a potentiometer that is powered from the ETC. The potentiometer indicates the position of the pedal and varies the PWM signal to MC1 and MC2 to engage and disengage the transmission. The sense switch is used to break the circuit to the directional interrupt relay when the pedal is fully depressed. This removes power from the directional clutch and puts the transmission in neutral. This switch is also used for other transmission functions such as speed matching and automatic transport.

70-540-1522

6

SPEED SENSORS Two reluctance sensors are used to measure engine speed and axle speed. The engine speed sensor, 1, is located in the front section of the transmission and measures input shaft speed. The axle speed sensor, 2, is located in the lower center section of the transmission and measures output shaft speed. Both sensors are threaded into the transmission housing and are positioned next to gears to induce a pulse signal which is converted and displayed in the EIC as engine and ground speed. The information produced is also used by the ETC for speed matching and automatic shift functions along with other speed related functions.

70-220-1527

7

DISPLAY MODULE The display module for the transmission is part of the EIC. The top center LCD, 1, is dedicated to transmission information. The display shows tractor gear selection and direction. The letter A will be displayed when in Automatic shift, C for creeper gear, F for forward, N for neutral and R for reverse. A flashing letter indicates an Operator Prompt, which means the shift control was not in neutral when starting, etc. A flashing P indicates that the transmission was engaged with the parking brake applied. The transmission is disabled when the parking brake is applied.

70-550-1572

8

The speed sensors supply outputs for the engine speed, 2, and the ground speed, 3.

21-6

SECTION 21 -- TRANSMISSION -- CHAPTER 6 TROUBLESHOOTING AND DIAGNOSIS PROBLEM Tractor won’t move after starting

POSSIBLE CAUSE Flashing

“F” “R” “P” “U” or “d” Transmission operation performed out of sequence

CORRECTION Return shift control lever to neutral and release parking brake. See “Operator Prompts.”

Poor inching control when using Transmission clutches out of cal- Re-calibrate transmission clutches inching pedal ibration F1, F2 and R. See “Hydraulic Components” - Chapter 5. Clutch potentiometer

Replace the clutch potentiometer.

Clutch spring

Replace the clutch spring.

Transmission will not operate

Fault code displayed indicating malfunction

See “Fault Codes” Electrical System - Section 55, Chapter 2.

Low transmission oil pressure warning lamp on

Low oil supply

Fill system with oil. See “Hydraulic Components” - Chapter 5.

Transmission filter lamp on

Clogged transmission oil filter

Replace filter.

Tractor drives in limited gears

One or inoperative*

solenoids

Compare working gears to Clutch Apply Pressure Chart (Chapter 5) to determine faulty solenoid.

Tractor stalls in limited gears

More than 3 clutches engaged at one time

Compare non-working gears to Clutch Apply Pressure Chart (Chapter 5) to determine faulty clutch.

more

*See “Transmission Solenoid & Pressure Testing.”

21-7

SECTION 21 -- TRANSMISSION -- CHAPTER 6 TRANSMISSION SOLENOID AND PRESSURE TESTING NOTE: 70 Series art shown in Figure 9. If a limited number of transmission gears are not available, one or more solenoids may have failed. To test for proper solenoid operation: 1. Park tractor on level surface and apply parking brake. 2. 2. Turn the key switch to the run position. Do not start the tractor. The display will show N5.

70-220-1557

3. Move the shift lever to the left and select N1.

9

4. Move the transmission shift control lever to forward and check that the display shows F5. 5. Check that “ON” solenoids are on and “OFF” solenoids are off by touching the end of the solenoids, 1, with a non-magnetized screwdriver. The screwdriver will be pulled towards solenoids that are on. 6. Refer to the following chart for solenoid engagement. 7. Pressures can also be recorded in the gears selected in the appropriate locations. Normal apply pressures are 16.5 - 18.9 bar (240 - 275 PSI).

21-8

SECTION 21 -- TRANSMISSION -- CHAPTER 6 DISASSEMBLY AND REPAIR The electrical components that can be serviced consist of the control valve solenoids, speed sensors, the CCM which houses the Electronic Transmission Control (ETC) module, the inching pedal switches and the shift control lever.

CONTROL VALVE SOLENOIDS NOTE: 70 Series art shown in Figure 12. 1. Position the tractor on a hard level surface and apply the parking brake. 2. Remove the battery cover, 2, and the negative battery cables. 3. Remove the right step assembly, 1, to gain access to the valve assembly 4. Clean the valve area to ensure that all connections can be identified.

70-220-922

10 5. To remove a solenoid, remove the connector, then remove the retaining nut, 2. 6. Slide the solenoid, 1, from the stem, 3. 7. Inspect the solenoid for damage and for proper resistance of 1.79 ohms. 8. Replace the solenoid in the reverse order. Torque the retaining nut to 8 N⋅m (6 ft. lbs.) NOTE: Do not over torque retaining nuts as the spool stems can be distorted and bind the spool. 70-220-929

11 9. Ensure the proper connector is attached to the solenoid. Each connector is embossed with the identification of the solenoid it attaches to. If the connector is damaged, inspect the wire and locate the wire identification number. Use the wiring diagram in Section 55, Chapter 6, to match the harness to the proper solenoid. NOTE: The clearance required to remove the F1 and F2 solenoids from the valve is limited on MegaFlow ready and MegaFlow equipped tractors due to the larger charge pump. To replace these solenoids, the transmission valve assembly will have to be removed.

70-220-1528

12

21-9

SECTION 21 -- TRANSMISSION -- CHAPTER 6 SPEED SENSORS Both the input, engine RPM and output, axle speed sensor are serviced from the right side of the transmission.

Input Sensor The input speed sensor is located on the top right side of the front transmission housing. 1. To remove the sensor, 1, park the tractor on a level surface and apply the parking brake. 2. Locate the sensor in the front housing, 2, and disconnect the electrical connector. The sensor can be checked for resistance of 2500 ohms at this time. 3. To remove the sensor, clean the area around the housing opening and thread the sensor out of the transmission.

70-220-1529

13

4. Inspect the sensor for damage and replace as required. Output Sensor The output sensor is located in the center housing just below the transmission valve. 1. To remove the sensor, 1, park the tractor on a level surface and apply the parking brake. 2. Locate the sensor in the center housing, 2, and disconnect the electrical connector. The sensor can be checked for resistance of 2500 ohms at this time. 3. To remove the sensor, clean the area around the sensor. The sensor is above the rear axle oil level but a drain pan should be placed under the opening to catch any additional oil. Thread the sensor out of the transmission. 4. Inspect the sensor for damage and replace as required in the reverse order of removal.

21-10

70-220-1530

14

SECTION 21 -- TRANSMISSION -- CHAPTER 6 CHASSIS CONTROL MODULE (CCM) The ETC is located behind the operator’s seat on the left side of the floor. It is part of the Chassis Control Module (CCM). No parts in the control module can be serviced, so it must be replaced as an assembly. 1. To remove the CCM, park the tractor on a hard level surface and apply the parking brake. 2. Remove the battery cover and the negative battery cables, 1. 70-510-65

15 3. From the outside rear of the tractor, remove the two connectors, 1, at the bottom of the CCM module.

70-530-1532

16 NOTE: 70 Series art shown in Figure 17. 4. From inside the cab, pull the left rear corner of the floor mat, 2, up and block it up with a short block, 1, between the mat and the rear wall. NOTE: For 70 Series tractors, proceed to step 7.

70-530-1533

17

21-11

SECTION 21 -- TRANSMISSION -- CHAPTER 6 5. Remove the connectors, 1, from the EHR module and remove the retaining hardware, 2. 6. Remove the EHR module.

1

2 50008230

18 7. Remove the connector, 1, from the right side of the CCM and remove the retaining hardware, 2. 8. Remove the CCM. 9. Replace the CCM in the reverse order. Ensure that all connectors are clean and that dielectric grease is applied to the connectors before attaching to the module. 10. After the CCM has been installed, it must be reconfigured to communicate with the other modules on the tractor. See Section 55, Electric System, Chapter 1, EIC, Mode 12 Tractor Features Configuration for more details.

70-530-1534

19

INCHING PEDAL SWITCHES The switch and potentiometer for the inching pedal can be serviced from the left side of the cab as follows: 1. Remove the four left side cover retaining screws and the side cover, 1.

70-660-1535

20

21-12

SECTION 21 -- TRANSMISSION -- CHAPTER 6 2. The switch, 1, is mounted at the top of the inching pedal mount. Remove the connector and the two retaining screws, 2, to change the switch. The switch is a normally closed switch and it opens when the clutch pedal is fully depressed.

70-530-1536

21 3. Reinstall in the reverse order. Adjust the switch by first depressing the inching pedal. Insert a 3.0 mm (0.120″) feeler gauge, 1, between the switch and the inching pedal tab. Rotating the mount bracket, 2, towards the pedal until the switch bottoms internally. Tighten the retaining hardware and remove the feeler gauge.

70-530-1537

22 4. The potentiometer is serviced by first removing the adjusting nut, 3. 5. Remove the three pin connector, 4, and the clevis connection and arm, 2, at the pedal. 6. Remove the through bolt, 1, and nut. The potentiometer, 5, and control arm can now be separated. 7. Inspect the potentiometer for damage. 8. Replace the parts in the reverse order of disassembly. To adjust the switch, see Section 55, Electrical, Chapter 1, EIC and enter Mode 3. 9. With the pedal fully depressed, the TPM display should show P215, and the 3-point hitch area display should show 15-20. With the pedal up, the display should read 75. 10. Adjust the arm with nut, 3, to obtain these readings.

21-13

70-530-1538

23

SECTION 21 -- TRANSMISSION -- CHAPTER 6 Inching Pedal Removal 1. With both the switch and potentiometer removed, the inching pedal can be disassembled by removing the snap ring, 2, from the right end of the pivot pin. 2. With a suitable punch, drive the pivot pin, 1, from the inching pedal, 3. Separate the inching pedal and return spring, 4, from the pivot bracket. 3. Inspect all parts for wear and damage and replace as necessary. To ensure smooth operation of the pedal, the plastic bushings, 5, must be replaced.

70-220-1539

4. After repairs, the transmission must be recalibrated due to new positioning of the switch and potentiometer. See Chapter 5, “Transmission Calibration” for more details.

24

TRANSMISSION SHIFT CONTROL The transmission shift control assembly is located in the right-hand control panel. The shift control has an electronic circuit board than can be serviced in the tractor. If a problem with the neutral latch, return spring, or lever is experienced, the assembly must be removed for service.

70-530-1518

25

21-14

SECTION 21 -- TRANSMISSION -- CHAPTER 6 Shift Control Circuit Board Assembly NOTE: 70 Series art shown in Figure 26. 1. To replace the shift control circuit board, position the tractor on a hard level surface and apply the parking brake. 2. With the right-hand control console in the full forward position, remove the battery cover and disconnect the negative battery cables. 3. Remove the four retaining screws and the right-hand control console lower shield, 1. 70-660-1153

26 4. Remove the hand throttle stop bar, 2, and disconnect the circuit board electric connector. 5. The circuit board is retained by two screws, 1, on the side of the control box, 3. Remove the screws and carefully pull the board from the bottom of the control box.

70-530-1540

27 6. Inspect the circuit board, 1, for damage and replace as required. Inspect the nine halifax switches, 2, for damage or cracks. Reassemble in the reverse order of disassembly. Ensure that dielectric grease is used at the connector.

70-530-1541

28

21-15

SECTION 21 -- TRANSMISSION -- CHAPTER 6 Shift Control Assembly 1. To remove the shift control assembly, complete steps 1 - 3 under “Shift Control Circuit Board Assembly” heading earlier in this chapter. 2. Remove the hand throttle control cable, 3, by disconnecting the cable end from the pivot. 3. Remove the hand throttle knob, 1. 4. Disconnect the circuit board electrical connector. 5. Remove the six shift control retaining bolts, 2, and lower the control assembly, 4, from the right-hand console.

70-530-1542

29 Shift Control Disassembly 1. With the shift control on a workbench, remove the hand throttle and throttle stop bar, 1, and throttle control lever.

70-530-1543

30 2. The circuit board is retained by two screws, 1, on the side of the control box. Remove the screws and carefully pull the board, 2, from the bottom of the control box.

70-530-1544

31

21-16

SECTION 21 -- TRANSMISSION -- CHAPTER 6 3. Remove the lower pivot stop bolts, 1, from the front and rear of the control box assembly.

CAUTION The coil spring, 2, on the rear pivot is tightly wound. Remove the rear pivot bolt carefully.

70-530-1545

32 4. Remove the four retaining screws, 1, from the top shift gate plate, 2, and remove the plate.

70-530-1546

33 5. Remove the locknut from the front of the center pivot bolt. The bolt, 2, is threaded into the front housing. Remove the bolt; spring, 3; and spacer, 1.

70-530-1547

34

21-17

SECTION 21 -- TRANSMISSION -- CHAPTER 6 6. The shift assembly, 1, can now be pulled from the top of the shift tower, 2.

70-530-1548

35 Handle Disassembly 1. Remove the shift lever, 1, from the pivot assembly by removing the lock screw, 2. Pull the handle from the pivot, 3.

70-530-1549

36 2. The handle houses the neutral latch. Compress the lower spring, 2, by pushing the latch pin, 3, in flush with the end of the lever, 1. 3. Carefully pull the neutral latch, 4, from the shift knob, 6. The neutral latch is notched to fit around the neutral center pin wire, 5.

70-530-1550

37

21-18

SECTION 21 -- TRANSMISSION -- CHAPTER 6 4. With the latch removed, loosen the setscrew at the base of the knob, 2, and pull the knob from the lever. The setscrew can now be removed in the neutral wire retainer. 5. All parts can now be pulled from the handle tube and inspected. Replace worn or damaged handle parts as required. 6. Reassemble in the reverse order of disassembly. NOTE: For the neutral latch to have enough travel to allow the shift lever to move, it is important to set the wire length properly. 70-530-1551

38 Neutral Latch Adjustment 1. Assemble the lower spring, 4, the neutral pin and wire assembly, 5, into the shift lever, 3. 2. Install the top spring, 2, and the wire retainer, 1. 3. Compress the lower spring by pushing the neutral pin inside the shift lever. 4. With the pin flush with the bottom of the lever, adjust the wire retainer to 1/2″ clearance, 6, between top of the lever, 3, and the base of the retainer, 1. 70-530-1552

39 5. Install the shift knob, 1, over the retainer, 2. 6. The neutral latch, 4, can now be installed into the knob, with the neutral pin pushed into the handle. Install the latch between the bottom of the retainer, 2, and the top spring, 3. 7. Tighten the knob setscrew. 8. Insure the latch works freely after it is assembled.

70-531-1553

40

21-19

SECTION 21 -- TRANSMISSION -- CHAPTER 6 Shifter Pivot Assembly 1. Remove the forward, reverse detent retainer assembly, 2. 2. Remove the snap rings, 4, and forward reverse pivot pin, 3. The pivot bracket, 1, can now be removed.

70-530-1554

41 3. Remove the flanged pivot pin bushings, 1. 4. Remove the lower neutral stop plate, 3. 5. Inspect all pivot parts for wear and damage. Ensure that the magnet, 2, is secure and not damaged. Replace parts as required.

70-530-1555

42 Reassembly 1. Reassemble in reverse order of disassembly. Ensure that the neutral latch works properly. If it doesn’t shift or the latch doesn’t engage, review “Neutral Latch Adjustment” earlier in this chapter. 2. After the shifter is assembled, adjust the forward to reverse detent screw, 2. It will require 6 N (4 lbs.) of force to return the lever, 1, to neutral from forward or reverse. To adjust the detent, rotate the screw in to increase pressure and out to decrease pressure. 70-530-1556

43

21-20

SECTION 21 -- TRANSMISSION -- CHAPTER 6 Installing Shift Control Assembly 1. To install the shift control assembly, position the control assembly, 4, in the right-hand console. 2. Install the six shift control retaining bolts, 2. 3. Attach the hand throttle control cable, 3, by connecting the cable end to the pivot. 4. Install the hand throttle knob, 1. 5. Connect the circuit board electrical connector coated with dielectric grease. 6. Reconnect the battery cables and reinstall the cover. 7. Check the shift control for proper function. Gears F1-F10 and Rev 3-10 are selectable with the key on and the engine off. 8. Reinstall the right-hand control console lower shield.

21-21

70-530-1542

44

SECTION 21 -- TRANSMISSION -- CHAPTER 6

21-22

70, 70A SERIES REPAIR MANUAL CONTENTS SECTION 00 -- GENERAL INFORMATION SECTION 10 -- ENGINE SECTION 21 -- TRANSMISSION SECTION 23 -- DRIVE LINES SECTION 25 -- FRONT MECHANICAL DRIVE SECTION 27 -- REAR DRIVE AXLE SECTION 31 -- POWER TAKE-OFF SECTION 33 -- BRAKES AND CONTROLS SECTION 35 -- HYDRAULIC SYSTEMS SECTION 41 -- STEERING SECTION 44 -- TWO-WHEEL DRIVE AXLE AND WHEELS SECTION 50 -- CLIMATE CONTROL SECTION 55 -- ELECTRICAL SYSTEMS SECTION 90 -- PLATFORM, CAB, AND BODYWORK

The sections used through out all New Holland product Repair manuals may not be used for each product. Each Repair manual will be made up of one or several books. Each book will be labeled as to which sections are in the overall Repair manual and which sections are in each book. The sections listed above are the sections utilized for the 70 and 70A Series Tractors.

390 -- 6/02

ã 2002 NEW HOLLAND NORTH AMERICA, INC.

70 Series 70A Series Section 00 -- General Information Section 10 -- Engine Section 21 -- Transmission

New Holland North America, Inc., New Holland, PA Printed in U.S.A.

87018723

6/02

REPAIR MANUAL

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70 Series 70A Series Section 00 -- General Information Section 10 -- Engine Section 21 -- Transmission New Holland North America, Inc., New Holland, ...

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