LH209L Technical Learner Guide

LH209L TECHNICAL
LEARNER GUIDE
Learning material compiled by
Sandvik Academy
Version date : 1 September 2016
Version number: 1
Document number: SAND_TECH_LH209L_1.1.2
Copyright
The drawings, information and graphics contained in this document are and shall always remain the property
of Sandvik, and shall not be made public or used directly or indirectly in any way detrimental to our interests.
No person shall amend or alter the contents or format of this document in any way without written permission
from Sandvik. However, where permission is granted, Sandvik will not take responsibility for the accuracy of
any text, graphics or parts thereof extracted or cut from this document and inserted into any other form or
source.
Disclaimer
Sandvik expressly disclaim all and any liability to any person, whether a purchaser of this document or not, in
respect of anything and or the consequences of anything done or omitted to be done by any such person in
reliance, whether whole or partial upon the whole or any part of the contents of this document.
LH209L GENERAL SAFETY INSTRUCTIONS
2. GENERAL SAFETY INSTRUCTIONS

Only people who have been given specialized operation and service
training are allowed to perform operation, service, and adjustment
procedures. Read the Operating and Maintenance Instructions before
CAUTION using or servicing the equipment.
To avoid potential damage and injuries, carefully plan your work

beforehand. The operator must have full command of all the functions of
the machine before starting to use it.
WARNING
The operator must always use the required safety equipment, such as
safety helmets, protective overalls, protective footwear, hearing
protectors, eye protectors, and other required protective equipment.
WARNING
Only perform maintenance work when the machine is parked. Use the
appropriate tools for the task. Replace or repair faulty tools and
equipment. When performing maintenance and repair work, make
CAUTION
sure there are no unauthorized persons in the working area.
If the machine is damaged, stop the machine immediately as

instructed in the manual. Ensure that the machine cannot be started,
and determine the cause for the malfunction.
CAUTION
If you must weld the machine, remove the alternator wires and open
.. the main switch before welding. Take into consideration the fire and
explosion hazard created by welding. Make sure that the machine and
WARNING its surroundings are clean and fireproof.
Always keep a fire extinguisher to hand, and know how to use it.
Inspect and service the extinguisher at regular intervals and
CAUTION according to local regulations.
TKU-D 01100-5 EN 4009 9 (280)

GENERAL SAFETY INSTRUCTIONS LH209L
2.1. Warning signs
The warning signs that appear in the general manual and the machine are presented
in this chapter.
Warning of risk of injury
Operating or maintaining the machine in a dangerous or incorrect

manner may cause serious injury or death (or other health risk) if
sufficient safety procedures are not followed.
WARNING
Warning concerning damage to the equipment or other property
These warnings are designed to guide the persons operating and

maintaining the machine so that damage to the machine is avoided.
CAUTION
Read the operating or maintenance instructions
Do not operate or maintain the machine if you have not received

sufficient training.
Prior to starting work, everyone that operates, drives, maintains or
CAUTION repairs the LH209L must read and understand the operating
instructions, and the safety instructions in particular.
Overrun hazard. Can cause severe injury or death. MAKE SURE THAT
THERE ARE NO UNAUTHORIZED PERSONS IN THE DANGER AREA
WHEN THE MACHINE IS BEING OPERATED.
WARNING
High temperature warning. Many of the machine parts heat up during

operation. Be careful of hot surfaces. A hot surface can cause injury.
Do not touch.
CAUTION
Hazardous boom movement. Ensure that the boom is supported

before servicing the hydraulic system.
WARNING
10 (280) TKU-D 01100-5 EN 4009

LH209L GENERAL SAFETY INSTRUCTIONS
Machine tipping hazard. Never exceed the maximum inclination

Max. angles when parking, driving, or working.
WARNING
Slipping, tripping, or falling hazard. Keep stairs, steps, handrails,

handles, and working platforms clean of oil, dirt, and ice.
WARNING
Crushing hazard. Can cause severe injury or death.
WARNING
Crushing hazard. Can cause severe injury or death. MAKE SURE THAT
THERE ARE NO UNAUTHORIZED PERSONS IN THE DANGER AREA.
WARNING
High-- pressure oil spray hazard. The high-- pressure oil spray can
cause serious injury. Allow the pressure to be released from the
hydraulic circuit before opening the plugs / connectors or touching
WARNING the hose.
TKU-D 01100-5 EN 4009 11 (280)

GENERAL SAFETY INSTRUCTIONS LH209L
2.2. General safety precautions during operations
We recommend that records be kept on repairs and wearing part replacements. Regular
maintenance at correct intervals increases the productivity, reliability, economy, and
safety of the equipment.
Maintenance and repair work can be dangerous unless caution is observed. Everybody
involved in maintenance work should understand the possible hazards, and use safe
working methods. Before starting any maintenance or repair work, read the
manufacturer’s instructions and follow them.
The personnel must not wear long loose hair, loose clothing or jewellery including rings,
because of danger of injury.
Use personal protection suits and other protective equipment as necessary or when
mandatory.
Do not do any modifications, extensions or rebuilding to the machine, which would affect
safety. Consult the supplier or manufacturer. This also includes the addition and
adjustment of safety devices and valves, as well as the welding of frame structures.
Spare parts must correspond to the manufacturer’s technical specifications. Conformity
is guaranteed only with genuine parts.
Notify the location and use of fire extinguishers!
It is absolutely necessary to have suitable specialized workshop equipment for high
maintenance performance.
Any maintenance or repair work on the loader must be performed by trained or instructed
personnel only. Work performed on electric appliances must be done by electricians and
work on hydraulic appliances by mechanical technicians with specific knowledge and
experience.
Clean and wash the equipment regularly, and always before and after maintenance and
repair work. Before cleaning the machine with water or by steam jet or other cleansers,
cover the alternator, connection boxes and major connections. Remove the covers after
cleaning!
Never attempt to clean, adjust, repair or lubricate the loader while it is in motion or
the engine is running.
12 (280) TKU-D 01100-5 EN 4009

LH209L GENERAL REPAIR INSTRUCTIONS
3. GENERAL REPAIR INSTRUCTIONS
The person responsible for maintenance and repairs should be clearly defined.
-- Do not do any work that you are not authorized to do.
-- Secure extensively the area of maintenance works as needed.
-- Inform the users of the equipment of the start of special and maintenance work.
-- If the equipment or a part of it has been stopped for maintenance or repair, make
sure that it cannot be started accidentally.
D Turn the main switch off
D Remove the ignition key
D Put a DANGER DO NOT START or corresponding warning sign on the main
switch. The sign must only be removed by a person who is fully aware of the
situation.
-- If required, ensure that suitable and safe ladders or working platforms are available
for repair and maintenance work.
-- Do not use parts of the equipment as steps. If maintenance work must be done high
up, or in an otherwise dangerous place or position, use necessary safety devices
to prevent falling.
-- All platforms, steps, grips, rails, ladders, and other similar parts must be kept clean
of oil, dirt, snow, and ice to prevent accidents.
-- Always use the correct tools for the maintenance task.
-- Before commencing maintenance or repair work, ensure that the vehicle is on level
ground, and that it can’t move.
-- Pay special attention to the exhaust piping and the exhaust gas cleaning system.
Ensure sufficient ventilation.
-- Use a lift jack only on level, hard and firm ground. Before using a jack, make sure the
wheels on the other side of the vehicle are blocked.
To avoid possible slipping of the jack, secure the vehicle with adequate supports and
blocks underneath the vehicle.
-- Exhaust all the air from the tire before loosening the wheel nuts/bolts. Should you
forget to do this, a broken rim part under pressure can fly apart and cause serious
injury.
-- Do not try to repair wheel parts by brazing, welding or reworking. Be sure to replace
with new parts of the same size, type and make.
-- Never transport a fully inflated spare tire mounted on demountable rims. They should
have just enough air pressure to hold the rim parts firmly in place. Only after the tire
and rim assembly have been fastened with all the wheel nuts/bolts properly torqued
should the tire be inflated to the correct operating pressure.
-- When inflating, mounting or dismounting tires, a safety rack, cage or some other
protection must be used
-- During tire inflation, do not stand in front of the assembly. Use an extension hose, so
that you can stand to one side.
-- When replacing heavy parts, use correct lifting apparatus and techniques.
-- After preventive maintenance and repairs, always tighten unscrewed fasteners.
Reassemble all dismantled safety appliances immediately after the work is done.
Insure that all safety systems are tested before the unit is returned to work.
-- Ensure safe and environmentally protective disposal of process materials and
exchange parts.
TKU-D 01100-5 EN 4009 15 (280)

GENERAL REPAIR INSTRUCTIONS LH209L
3.1. Location of the main switch
Never turn the main switch off when the engine is running. This may
damage the alternator or the voltage regulator and machine electronic
CAUTION equipment.
16 (280) TKU-D 01100-5 EN 4009

3.2. Hydraulics maintenance
Maintenance, repair, and installation of hydraulic equipment must only be carried out by
experienced hydraulics technicans.
D Do not attempt any such repairs that you do not fully understand.
D Never do any repair work on the hydraulic circuit if the system is pressurized.
D Always stop the engine before tightening or repairing a leaking hose connection.
D Do not try to locate a leak from a hose or a connection by feeling with your hand.
The high-pressure oil spray from the leak can penetrate the skin and cause a
serious injury. A high-pressure oil spray can also start a fire.
D Avoid direct skin contact with oil. Prevent oil from getting into your eyes; use eye
protection.
D Do not work under a device or component that is held up only by the hydraulics.
Use separate supports in conjunction with maintenance and repair.
D Do not remove cylinders or their valves unless the components held by them are
properly supported and system non--pressurized.
D Pipe connections, hose lengths, and hose types must correspond with the
specifications. When replacing or repairing hoses, use original Sandvik Mining and
Construction spare parts or hoses and fittings recommended by the manufacturer.
Ensure that the pressure ratings of the hoses and connecting fittings correspond
with the working pressures.
D Any alterations require a written authorization from the manufacturer.
Pressure tests
General
D The hydraulic oil temperature should be 60...80 _C
D Connect and disconnect the pressure gauge(s) only when the circuit is non
pressurized.
D Use only appropriate couplings for pressure testing
D Do not overtighten couplings. When special couplings are used, finger tight is
adequate. Overtightening causes harmful leakage.
D Use hose(s) long enough to read the gauge(s) while sitting in the cabin
TKU-D 01100-5 EN 4009 17 (280)

3.3. Electric system maintenance
D Work on electric equipment or materials is only to be carried out by qualified

electricians or other professionals, or assistants under their supervision and
control, observing electrotechnical regulations.
D The local electrotechnical and electric safety regulations must always be
observed.
D Use only original electric components.
D If disturbances in electric supply occur, stop the vehicle at once.
D Voltage must be cut off from the parts of the equipment or device that are to be
checked, serviced, or repaired, if the regulations so require. Check that the
disconnected parts are de--energised, and then lock the main switch or arrange a
work earthing if necessary.
D Do not touch battery terminals, alternator terminals, or wiring cables while the
engine is operating. Severe electrical shock, which may lead to personal injury, can
result from improper shielding of electrical components.
D Check the electric devices of the equipment regularly. Faults, such as loose wires
and damaged insulation, must be repaired at once.
D When handling high-voltage components, remember that capacitors may have an
electric charge, even if the voltage is cut off. Short the capacitors with an earthing
rod.
D Before making any changes to the electric devices, SANDVIK Mining and
Construction’s electric engineering department must be consulted and a
written authorization received to ensure the operation of the device does not
change.
Working on energised components
D If the component been tested must be live, a fellow worker must be standing by to
cut off voltage with the emergency or main switch in an emergency situation. Follow
the electric safety regulations.
D Use an appropriate safety chain and warning signs to encircle the working area.
D Use only insulated tools.
D Observe special caution.
18 (280) TKU-D 01100-5 EN 4009

3.4. Battery maintenance
Always wear eye protection, protective overalls, and protective gloves when
servicing batteries.
D Always disconnect the negative (-) pole first, and then the positive (+) pole. Always
reconnect the positive pole (+) first, and then the negative (-) pole.
D Reversing battery polarity can result in personal injury caused by a sudden
discharge of electrolyte from the battery vents and/or the sudden rupture of the
battery case caused by an explosion of internal hydrogen gas.
D To prevent sparking when connecting a battery charger, pull the charger supply
cord or switch the charger off before connecting the charging wires to the battery
terminals. Open the battery cell caps slightly during charging to allow the
generating gases to escape.
D The acid in the battery burns skin, eats holes in clothing, and can cause blindness
if it gets in the eyes. If you get battery acid on your skin, flush the spot at once with
water. Flush the eyes with plenty of water, and call a doctor.
D When servicing batteries, remember that lead-acid batteries generate (during
charging and discharging) oxygen and hydrogen which form a highly explosive
mixture. A spark or an open flame can cause an explosion. If necessary, ventilate
the battery compartment properly before disconnecting or connecting the cables.
D To prevent explosion, the electrolyte level must be maintained and checked
regularly. Add distilled water, if required, before starting, never immediately after
use. With a high enough electrolyte level, the cells have less space for gases.
D Use a flashlight when checking electrolyte levels, never an open flame.
D The battery terminals should never be shorted as sparks can cause the battery to
explode.
D Do not test electric devices by making contact with the battery terminal.
3.5. Welding
Before starting to weld, determine the material to be welded, and the welding method and
fillers. Contact SANDVIK Mining and Construction Service, if necessary.
D Do not repair steering equipment by welding.
D Welding must be left to qualified personnel.
D Before electric welding, the main switch must be disconnected.
D If welding must be done close to any of the control modules, disconnect the module
wiring before welding.
D The ground cable of the welding machine must be connected as close to the weld
as possible. The ground cable must not be connected so that the current can flow
through a bearing, joint coupling, sealing surface, lever, or control cable.
D Use a protective mask when welding.
D Arrange adequate ventilation.
D Arrange protection against fire.
TKU-D 01100-5 EN 4009 19 (280)

3.6. Blocking the machine for repair procedures
1. Ensure that the machine is on an even surface and movement in the driving
direction is prevented by, for example, wheel chocks.
Install the frame locking bar before lifting machine.
WARNING
2. Install the frame locking bar. See chapter “Frame structures”.

3. Raise the boom and install the boom support bars if required. See chapter “Frame
structures”.
4. Raise the rear of the machine until the rear tires are just of the ground by using hoist
or jack.
Ensure that the blocks used for support have sufficient
loadbearing capacity.
WARNING
5. Place blocks under the rear of the

machine as shown. Lower the
weight of the machine on to the
blocks.
6. Raise the front of the machine until

the front tires are just of the ground
by using hoist or jack.
7. Place block under the front of the
block.
20 (280) TKU-D 01100-5 EN 4009

3.7. Lifting
Lifting the machine is only permitted in the manner described in these

instructions.
WARNING
The machine’s mass must be taken into account when selecting the
lifting device.
(own mass appr. 24,800 kg).
WARNING
Always respect the law and all the local safety regulations in lifting work.
WARNING
Install the frame locking bar before lifting machine.
WARNING
Ensure that lifting equipment is in good condition and correctly rated.
WARNING
The lifting points (four) have been marked with hook symbols. Use all four lifting points when
lifting the machine.
Open the cover on

the rear lifting
points.
TKU-D 01100-5 EN 4009 21 (280)

D The lifting device used must be of the correct type and have INCORRECT
sufficient lifting capacity. The loader or parts of it must not
be lifted with any devices that are not specifically designed
for lifting purposes.
D You must always know the exact weight of the load, and
never exceed the lifting capacity specified by the
manufacturer of the lifting device.
D The lifting routes should be planned so that the load is not
moved over persons or such places where persons may be
present.
D Make sure that the lifting equipment are in proper condition. CORRECT
D Wire ropes and chains used for lifting must be checked
regularly. Damaged wire ropes must be marked clearly and
discarded at once.
D Lift the load only a few centimeters at first to make sure that
it is properly fastened and in balance. Do not continue lifting
until you are sure of proper fastening and balance.
D Never wind the ropes around the hook of the hoist. The
lifting ropes must be fastened according to the
manufacturer’s instructions.
22 (280) TKU-D 01100-5 EN 4009

LH209L FRAME STRUCTURES
4. FRAME STRUCTURES
4.1. Locking devices
If maintenance work is interrupted, make sure that the locking

devices are properly installed before maintenance work is continued.
WARNING
4.1.1. Frame locking bar
How to install the frame locking bar:

1. Remove the bar from its holder.
2. Remove the pins from the rear
frame holder.
3. Insert the locking bar into the
middle of the frame lugs and insert
the rear frame sided pin into the lug
holes and lock it. Insert the front
frame pin.
4. Return back to the cabin and sound
the horn, then turn on the engine.
While observing the locking bar
front end movements from the
cabin window, slowly move the
steering from left to right a little until
the front frame pin drops down into
the second hole.
5. Ensure that the bar is fixed and lock
the front frame pin.
Note!: Observe the pin. When it drops down, stop turning.
To remove the frame locking bar:
WARNING
1. Climb into the cabin, sound the horn and have a look around to see that it is safe
to turn on the engine. Turn on the engine and turn the unit a little to the left or to
the right until the pins have no pressure acting on them.
2. Then stop the unit, step out and remove the pins.
3. Install the locking bar back to its place and replace the pins to the rear frame holder.
TKU-D 01100-5 EN 4009 25 (280)

FRAME STRUCTURES LH209L
4.1.2. Boom support bars
WARNING
How to install the support bars.
1. Ensure the machine is in the

straight position.
2. Ensure the bucket is empty.
3. It is recommended that before you
install the boom support bars the
frame locking bar is fitted in place
as described in the previous page.
4. Ensure the boom is in the hauling
position. Climb up on a safe
platform and remove the screws
that keep the boom support bars
on the front frame. Lift the supports
from their holder and replace the
mounting parts.
5. Climb into the cabin and sound the
horn to let everyone know that you
are about to turn on the engine.
Have a good look around to see
that it is safe to turn on the engine.
6. Turn on the engine and raise the
boom high enough and tilt the
bucket downwards. Turn off the
engine.
7. Climb up onto a safe platform and
remove the locking pins from their
holders from the both sides of the
boom. Hang the boom supports
correctly into their notches, lock
with the pins and secure with the
screws as shown in attached
picture. Make sure that no--one is
walking under the boom under any
circumstances.
26 (280) TKU-D 01100-5 EN 4009

8. Get into the cabin and turn on the engine. Lower the boom slowly so that the
lower ends of the service supports catch the notches on both sides of the front
frame side plates. While lowering the boom. It is necessary to have a second
person to give directions to the operator as it is difficult to see the boom service
support while seated in the cabin.
9. Roll the bucket fully forward.
To remove the service supports.
WARNING
1. Walk around the unit and ensure no--one is working on the unit or under the boom.
2. Sound the horn and have a look around to ensure it is safety start the engine.
3. Raise the boom so that the support bars can be removed and then turn off the
engine.
4. Climb up onto a safe platform and remove the pins and boom support bars.
Replace the lock pins and the screws back into the boom(lubricate the screws from
time to time). Place the support bars and the mounting parts back onto the front
frame holder. Don’t walk under the boom under any circumstances.
5. Go back into the cabin, sound the horn again and turn on the engine, lower the
boom slowly against the stops and the bucket to the ground.
TKU-D 01100-5 EN 4009 27 (280)

4.2. Middle hinge joint
4.2.1. Design features of upper hinge
The upper middle hinge is adjustable and equipped with a self--centering ball--joint. The
pin (12) is fastened with a flange (10) from its upper end to the fixed bushing of the rear
frame. The bearing (13) and the pin are pressed together with help of a sleeve (16) and
the upper flange. The sleeve made of special steel has been fitted to the fixed bushings
of the rear frame.
1 1
2 10
12 11
3 7
4 15
5 13
3 14
6 15
7 11
8 16
9 17
1.Screw M16X50 12.9 10.Flange

2.Seal 11.Steel bushing
3.Screw M16X50 12.9 12.Pin
4.Front frame
13.Ball joint bearing
5.Steel bushing
14.Adjusting shims
6.Seal
15.Flange
7.Rear frame
8.Expulsion hole 16.Sleeve
28 (280) TKU-D 01100-5 EN 4009

4.2.2. Lower hinge pin
23
18
rear frame 24
19
25
32
26
20 front frame
27
21 28
33 29
19 30
rear frame
22 31
18.Screw M16X40 12.9 26.Ball joint bearing

19.V--seal 27.Steel bushing
20.Screw M12X40 12.9 28.Seal
21.Screw M12X40 12.9 29.Lower hinge pin
22.Screw M16X30 12.9 30.Steel bushing
24.Flange 32.Flange
25.Seal 33.Flange
TKU-D 01100-5 EN 4009 29 (280)

4.2.3. Disassembly of middle hinge joints
equipment. When performing maintenance and repair work, make sure
CAUTION there are no unauthorised persons in the working area.
1. Ensure that the machine is on an even surface, the parking brake is applied and
movement in the driving is prevented by, for example, wheel chocks.
2. Ensure that the bucket is lowered and the boom is resting on stops.
3. Install the frame locking bar.
4. Position safety stands under the front and rear frame. (Position under the front of
the machine on either side as close as practical to the articulation point, with the
wheels still on the ground).
5. Disconnect the driveline from the transmission to the front differential.
Be careful when draining hot oil. Wear suitable protective gloves,

protective clothing and safety goggles when handling oil.
WARNING
hydraulic circuit opening the plugs or connectors.
WARNING
6. Position an oil drain container under the machine before removing hosing. Cap
all hose connections. Ensure that brake flushing circuit is looped.
Replace any loose or damaged fuel and oil lines, tubes and hoses. Leaks
can cause fires.
CAUTION
7. Disconnect and remove the wiring from the centre articulation.

8. Remove the front steering cylinder pins. (The cylinders can be retracted out of the
way once the pins have been removed using a hydraulic power pack).
9. Remove frame locking bar.
10. Support the front frame with an overhead hoist. Ensure both sides of the machine
are slung to prevent the machine from leaning once the machine is split.
Note! Do not remove safety stands until the machine is ready to split!
30 (280) TKU-D 01100-5 EN 4009

Upper hinge pin
11. Remove screws 1 and 9 and 1 1

remove flanges 10 and 17. 2 10
12. Raise the hinge pin high enough 12 11
that three pins (Ø 20 mm) can be 3 7
placed to expulsion holes (8) 4 15
located in the sleeve (16). 5 13
13. Press the pin down forcing the 3 14
sleeve (16) out so that it will not 6 15
prevent the frames from being 7 11
disjoined. 8 16
14. Push the pin up and remove it. If 9 17
the sleeve raises up when
removing the pin, hold the sleeve
down and push the ø 20 mm pins
outward before removing the pin
(The sleeve is difficult to press
down after the pin has been
removed.).
Lower hinge pin
15. Remove the screws (18, 23 and 23

18
22), flange (24) and flange (31) 24
together with bushing (30). 19
25
16. Remove the pin (29) by pressing it 32
26
down (it can be removed to both 20 27
directions). 21 28
33 29
19 30
22 31
Ensure that lifting equipment is in good condition and correctly

rated.
WARNING
17. Take the weight off the front frame with an overhead hoist and remove the safety
stands.
18. Remove the wheel chocks from the front axle.
19. Use the overhead hoist to carefully move the front frame forward away from rear
frame.
20. Once the front frame is far enough forward, place safety stands and wheel chocks
under front section.
21. Remove the rest of the parts from frame and inspect them carefully and replace
if they have been damaged.
TKU-D 01100-5 EN 4009 31 (280)

4.2.4. Assembly
Note! If the steel bushing (5, 27) of the upper joint or lower joint have been changed the
bushings must be honed after mounted to the front frame.
D Upper bushing ∅160F7 +0 -- 0,040
D Lower bushing ∅160F7 +0 -- 0,040
1. Remove, inspect and clean all the bearings and bushes from the clevises. Replace
any damaged parts.
2. Fit bearings and bushes into the front and rear frame and set up as previously
stated.
3. Assemble the lower flange (33) with the seal (28) (the seal lip pointing downwards)
to the front frame and tighten the lower flange screws (21).
4. Assemble the (lower pin) ball joint bearing to its housing in the front frame with the
help of some lube oil.
Note! Do not use grease before adjusting the middle hinge joint.
5. Assemble the upper flange (32) with the seal (25) (the seal lip pointing up) to the
front frame and tighten the flange screws (20).
6. Assemble the V--seals (19) to the rear frame.
7. Assemble the lower flange (15) to the front frame.
8. Assemble the (upper pin) ball--joint bearing (13) to its housing in the front frame
(with help of some grease).
9. Assemble the upper flange (15) to the front frame and tighten screws (3).
Note! Pay attention to the lips of seals (2 and 6), they both should point up.
D An axial play of 0,1 -- 0,3 mm should be adjusted, using shims (11) between the
lower flange (15) and front frame. This can be checked by temporarily installing
hinge pin (6) to the bearing and recording the play with a dial gauge attached to
a magnetic stand.
10. Tighten the bolts (3) to a torque of

410 Nm (dry) and recheck the axial
play.
11. Take the weight of the front frame
with the crane and remove the
safety stands and wheel chocks
from the front axle. Shims
12. Move front frame back towards the
rear frame making sure that they
line up.
13. Mount the flange (24) to the lower
pin.
14. Screw two long guide screws
through the flange into the holes of
the rear frame.
15. Use a plastic hammer and knock
the lower hinge pin (29) to the
correct position.
16. Remove guide screws and install
and tighten bolts (23 and 18).
32 (280) TKU-D 01100-5 EN 4009

17. Assemble the lower flange (31) together with bushing (30) to the rear frame.
18. Push the sleeve (16) into the lower bushing (11) in the rear frame and bolt flange
(10) to the upper pin (12).
19. Center and align the ball joint (13), use guide tool.
20. Screw 3 guide bolts to the holes of mounting bolts (1) and assemble pin (12) and
flange (10).
21. Push sleeve (16) up.
22. Fasten the lower flange (17) and tighten bolts (1 and 9).
23. Hit the flanges with a sledgehammer and retighten the bolts.
can cause fires.
CAUTION
24. Refit the hydraulic hosing and wiring across the centre hitch.
25. Refit the cardan shaft.
26. Refit the steering cylinder pins.
27. Remove the safety stands from under the machine.
28. Check hydraulic oil level and refill if needed.
29. Start machine and test machine for correct operation.
30. Check the bearing clearance of the middle hinge joint. See section adjusting of
middle hinge joint.
31. Check the steering hydraulics for any hydraulic leaks.
TKU-D 01100-5 EN 4009 33 (280)

4.2.5. Adjusting
1. Place a dial gauge with a magnetic stand on the upper hinge plate of the front frame
and the pointer on rear frame. Place it as close as possible to the pin so that the
feeler point of the gauge touches it. Ensure that the dial indicator is on zero with
ample travel.
2. Start the machine and press the bucket against the ground so that the front frame
rises enough to get a reading on the dial gauge.
Note! This task can be undertaken using an overhead hoist.

D The reading should be between 0,2 -- 0,4 mm after all the bolts have been
tightened.
D If the measurement result is not within specifications, add or remove shims (14)
to adjust it. Shims are available in two thicknesses, 0,2 mm and 0,5 mm.
D The shims are placed between front frame and lower flange (15) in four bundles
by loosening the lower bolts (3). The bundles must be equally thick.
Shims
D The bolts (3) can be tightened and loosened through holes in the rear frame.
3. Tighten and check all bolts after adjustment.

4. Fill with grease.
5. Turn the machine off
34 (280) TKU-D 01100-5 EN 4009

4.3. Oscillating axle

The oscillating axle has been designed to be extremely strong and easy to remove. The
assembly consists of the oscillating cradle with the rear axle bolted above it, two large
diameter pins bolted to the rear frame supporting the whole assembly. The cradle slides
on roller bearings which are fitted to their respective housings in cradle cross--beams.
Oscillating cradle
Rear frame Front frame
5
7
2 1
3 2
4 3
4 3
3 2
2 1
4
1 5
6
1.Rear pin 1.Flange

2.Sealing
2.Flange
3.Roller bearing
3.Sealing 4.Sleeve
5.Front pin
4.Roller bearing
6.Cap
5.Adjusting shims 7.Adjusting shims
TKU-D 01100-5 EN 4009 35 (280)

4.3.1. Disassembly of oscillating axle
Preparatory steps:
1. Block front wheels.
2. Install frame locking bar. See section locking devices.
3. Support rear frame with jacks and chocks.
4. Remove rear wheels.
5. Disconnect driveshaft.
6. Disconnect lubrication lines.
7. Disconnect brake pressure lines and flushing circuit hoses.
8. Remove rear axle.
9. Support weight of the cradle with a hoist or hydraulic jacks.
Disassembly:
1. Remove M16 screws (1) which hold the rear pin to the frame.
2. Remove M16 screws (2) which hold the front pin to the frame.
3. Push rear pin (3) all the way into the cradle cross--beam.
4. Loosen cradle from front side frame cross beam and lower it.
36 (280) TKU-D 01100-5 EN 4009

5. Remove bolts (4) from pin (5) and remove flange (6). Press the pins (5 and 3) out
of the oscillating cradle.
7 7
3 4 5
6. Open the flange screws (7) and remove the rest of the parts. Inspect the seals (8),
bearings (9) and other parts carefully and replace if they have been damaged.
10 8 9 9 8 10 10 8 9 9 8 10
TKU-D 01100-5 EN 4009 37 (280)

4.3.2. Assembly
All parts must be thoroughly cleaned and lubricated with oil before assembly. Install new
bearings to the oscillating cradle if needed.
10 8 9 9 8 10 10 8 9 9 8 10
1. Assemble the bearings (9) into its housing in the oscillating cradle.
2. Measure the thickness of the flange (10).
3. Assemble the flanges (10) with the seals (8) and mount 3 flange screws and tighten
uniformly to 30 Nm.
4. Open the screws and tighten again by hand.
5. Measure the distance between flange 10 and the oscillating cradle.
6. Mount shims to a thickness = (distance -- thickness of flange -- 0.1...0.2 mm).
7 7
3 4 5
7. Tighten all the flange screws to 80 Nm. Check that the front pin (5) turns at 80 Nm
and the rear pin (3) turns at 50 Nm.
8. Push the front pin (5) into the oscillating cradle and install flange (6) and screws
(4) (85 Nm) to front pin.
9. Push the rear pin (3) all the way in the cradle cross--beam.
38 (280) TKU-D 01100-5 EN 4009

10. Lift the oscillating cradle near frame cross beams and fasten the front pin (5) to
frame with bolts (2). Press rear pin (3) to frame cross beam and fasten pin with
bolts (1).
11. Connect lubrication lines and check for proper lubrication.
12. Install rear axle, brake hoses and wheels.
13. Install driveshaft.
Tightening torques:
D M12 screws (4) 85 Nm
D M16 screws (1 and 2) 210 Nm
TKU-D 01100-5 EN 4009 39 (280)

4.4. Pins
Locking pin
M12x35 Locking pin
Locking pin
Locking pin
Locking pin
Locking pin
M16x30 M12x20
4.4.1. Design features
The pins are made of CrMo--steel and case hardened to the depth of 0,8 -- 1.4 mm. All
the larger pins have channels drilled to feed grease between the pin and the frame
bushings. This is not a surface where rotation occurs, but greasing will prevent water from
seeping into the gap. This reduces the chance of corrosion.
All pins have a large diameter which lowers the pressure born by the pin surface. This
guarantees a long service life.
Most pins have a slight press--fit which makes removal easy. For removal, see instructions
below.
40 (280) TKU-D 01100-5 EN 4009

4.4.2. Pin removal
Preparatory steps:
D Support the equipment carefully to prevent accidents and damages caused by
heavy parts.
D If the greasing of the pin/frame gaps has been neglected, you can pump oil or
rust--loosening agent through the nipple to ease removing.
D Remove lubrication lines (if installed).
D Remove locking flange (or bolt).
4.4.3. Pin removal with a puller
D Clean the threaded hole at end of

the pin and oil it (Z--linkage) (Fig.)
D Hollow pins (bucket) clean the
hole.
D Clean the surrounding area where
the puller will be fitted.
D Mount the puller. Oil the puller’s
threads.
D Use a wrench to turn the nut (be
sure the wrench fits exactly).
D Tightening the nut will make the pin
to move. 2 piece puller flange
Install the
D If the pin is stuck badly, hit the other puller
end of pin with a mallet while pulling screw here
from the other end.
D If you have a hydraulic puller, use it
in the same way as described with
mechanical puller.
D You can use a hydraulic jack to Hollow Pin
remove pins, such as for steering
cylinders or boom pins.
D The middle hinge pins can also be
removed with a hydraulic jack.
TKU-D 01100-5 EN 4009 41 (280)

4.4.4. Pin removal without special tools
The most effective loosening can be obtained by using a heavy tool with high speed.
D Perform all precautions as mentioned before.
D Use safety goggles. Make sure that the tools you use are clean so they do not slip
out of your hand.
D Remember to support you work.
D If you are able to use a hoist or tackle, attach a heavy steel bar (ca ø 40 -- 60 mm,
length 3 -- 4 m) as shown below. Use the bar as a pendulum to hit the pin.
D The bar should be supported in the middle.

D The ends of the bar should be straight and cut flat with no buns.
D Hollow pins: Install somekind of flange or arbor to the pin end.
D Use the end of the bar to knock the pin loose.
42 (280) TKU-D 01100-5 EN 4009

4.5. Lift arms
Lift arms have been constructed in a box--sectional form to give maximum torsional
strength and durability to the lift arm assembly. The lift arm has bronze bushings for
attachment to the frame and for the bucket pin. The steel spacer ring is used to line up
the bronze bushings.
4.5.2. Bushing replacement
Preparatory steps:
D When replacing the low end bushings remove the bucket.
D To replace the upper end bushings, lay the bucket on the ground. Remove
the upper pins and lift the upper end of the arm by using the machines own
lift cylinder.
Replacement:
D Torch cut bushings in axial direction and hit them loose.
D Clean the hole and remove any marks left from the torch cutting.
D The easiest way to install new bushings is to cool them down to
deep--freeze temperature as then they will easily slide to correct place.
When they return to normal temperature, they will expand and make a
tight fit.
D Use shims to adjust a maximum play of 2 mm between the lift arms and
the front frame.
TKU-D 01100-5 EN 4009 43 (280)

4.6. Bucket stopper adjustment
Bucket pin
Bucket stopper adjustment should be checked always when bucket or bucket stopper
absorber is changed.
D rise the boom so that bucket pin is one meter off the ground (the bucket in haul
position)
D measure the extended tilt cylinder rod (dimension A).
D lower the boom against the stops (bucket in haul position)
D measure the dimension A again.
D the dimension should be between 10...15 mm shorter, if not, the bucket stopper
thickness should be adjusted.
D the stopper adjusting is made by placing steel plates of different thicknesses under
the absorbers.
D If the dimension change is too big the stopper thickness should be
reduced.
D If the dimension change is less than 10 mm =>more or thicker plates
should be used under the absorber.
44 (280) TKU-D 01100-5 EN 4009

4.7. Removing the bucket
Hazardous bucket movement. Ensure that the bucket is supported

before servicing the bucket system.
WARNING
WARNING
equipment.
CAUTION
Hoisting equipment
D Hoist
D Hoisting chains
D Hoisting straps
1. Ensure bucket is completely empty before bringing machine into the work area.
2. Ensure positive ventilation and an even/flat, hard surface. Ensure work area is
clear of obstructions. Ensure clear access around machine.
3. Ensure bucket is lowered to ground and the boom is resting on stops.
4. Ensure parking brake is applied.
5. Position wheel chocks under the wheels to prevent machine from rolling while
working on or under the machine. Ensure chocks are secure and correct size.
THERE ARE NO UNAUTHORISED PERSONS IN THE DANGER AREA.
Warn operator to keep clear of control levers/pedal. Use clear
WARNING
channels of communication.
TKU-D 01100-5 EN 4009 45 (280)

7. Shut down the engine.
8. Turn the main switch off. Fit out of service tag to main switch. Ensure lock is fitted
correctly and secure.
WARNING
9. Before removing the joint pins secure the dog bone with a sling.
10. Fasten the lifting chains to the
lifting brackets of the bucket. Take
the weight of bucket on lifting
chains.
Note! The weight of the bucket is
approximately 2700 kg (4,6m3).
Use both lifting brackets when
lifting the bucket.
The dog bone pins and bucket pins are heavy, use a lifting device or
obtain assistance to avoid back injury.
WARNING
11. Remove the joint pins from

dogbone (1 pcs) by opening the
fastening screws.
12. Remove bucket pins (2 pcs).
13. Move bucket away from boom using hoist. Place bucket at a distance, which will
enable work to be carried out on bucket, boom and dog bone bushes and seals.
Place the bucket on solid level surface.
Note! The weight of the bucket is approximately 2700 kg (4,6m3).
14. Detach the rubber seals and spacer rings.
46 (280) TKU-D 01100-5 EN 4009

4.8. Installing the bucket
1. Ensure all parts and housings are clean and ready for installation.
2. Use new or corresponding parts for installation. When installing the pins, use a
lubricant that is intended for the task.
3. Install V--seals to boom arm and dog bone. Use masking tape to hold seals to
housings. Make sure all parts are well lubricated for installation. Use a lubricant
that is intended for the task.
WARNING
4. Secure dog bone with sling and raise so as not to interfere with initial fitting of the
bucket.
5. Fasten a hoist to the bucket and lift it in position on the lift arm assembly. Let the
bucket remain supported by the chains.
Note! The weight of the bucket is approximately 2700 kg (4,6m3). Use both lifting
brackets when lifting the bucket.
6. Push the bucket pins through the
brackets. Add shims and spacers
as required, to eliminate bucket
side float. Ensure not to damage
seals.
Note! Axial spacing max 2 mm.
7. Install the locking pins to the

bucket pins.
TKU-D 01100-5 EN 4009 47 (280)

8. Push the dogbone pin through the
brackets. Add shims and spacers
as required, to eliminate bucket
side float. Ensure not to damage
seals. Tighten the fastening
screws.
Note! Dogbone lateral spacing
min. 1mm/side. Check at dumping
and hauling position.
9. Detach the lifting chains from the lifting brackets of the bucket.
10. Grease all points on bucket pins and dog bone.
11. Check the bucket stopper
adjustment. See section Bucket
stopper adjustment. Bucket pin
12. Remove the frame locking bar.
13. Remove personal danger tag and safety lock.
48 (280) TKU-D 01100-5 EN 4009

4.9. Welding
. the main switch before welding.
WARNING
Take into consideration the fire and explosion hazard created by

.. welding. Make sure that the machine and its surroundings are clean
and fireproof. Remove flammable materials from welding area or
WARNING shield from sparks, heat. Keep a fire extinguisher in the welding area.
Keep a fire watch in area during and after welding.
Note that for electric welding work, the batteries must be

.. disconnected and both connector leads (”+” and “-- ”) securely
connected to each other.
WARNING
Note! Frame material: Raex Multisteel N (St/Fe 355)

4.9.1. Precautions before welding
D Turn the main switch OFF.

D If welding must be done close to any of the control modules, disconnect all the
module wiring before welding.
D The ground cable of the welding machine must be connected as close to the weld
as possible. The ground cable must not be connected so that the current can flow
through a bearing, joint coupling, sealing surface, lever, or control cable.
D All parts must be supported carefully to avoid flexing and changes in dimensions
caused by heat stresses.
D If welding is performed near pins or in places where flexing may cause changes
in the alignment of bushings you should remove the pins and check (and correct)
the alignment after welding. Additional support of the welding piece may be
needed.
D The object welded must be cleaned thoroughly and the welding seam must be
deep enough.
D A hole must be drilled at the end of a crack to prevent further cracking.
D Welding rods must be completely dry. If necessary use a drier.
D Dampness will cause hair cracks. To prevent the effects of dampness, the area
around the seam must be preheated to 100 -- 200 _C and kept there during the
welding. If the material thickness exceeds 40 mm, preheating must be done. For
material with thickness 10 to 39 mm, preheating is strongly recommended.
D A suitable welding rod recommended is ESAB OK 48.00 or MAGWIRE ESAB OK
12.51
TKU-D 01100-5 EN 4009 49 (280)

4.9.2. Basic quality requirements
If nothing else is mentioned in the special instructions further on, at least the following
quality requirements must be met:
D The surface of the weld must be flat.
D No pores or runoffs should be left.
D No scars or holes from a chipping hammer or from starting with a new rod
should be left.
D In ordinary cases, quality class 3 (green) x--ray inspection is good
enough.
Note! When welding e.g. tanks to frame, make sure that the weld on the frame will not end
where there is another weld on the other side of the frame plate.
4.9.3. Frame welding
In addition to the general instructions, pay attention to the following details:

D The quality of the weld must meet the following requirements:
D contraction cavities and caves must be filled and roughnesses must be
removed
D no scars or holes from clipping hammer may be left
D the surface of the weld must be flat and the weld must join the base
material smoothly
D quality class for the x--ray inspection is 4 (blue)
D A method which guarantees a proper penetration on the underside must be used.
In addition to the general instructions, quality requirements must be met when welding in
the places mentioned below:
D Welding of fast bushings to frame plates
D Repair and fastening weld of middle hinge plates
D Welding of the crossbeams
D Fastening levels for the axles
D Lugs
Special attention must be paid to quality when welding the following places:
D Central hinge joints, plates and their fastening welds
D Beams of the oscillation system and their fastening welds
D Hoisting lugs
50 (280) TKU-D 01100-5 EN 4009

4.9.4. Bucket welding
Wear resistant steels like Hardox should be welded using filler metal that provides low
hydrogen content in the weld metal.
Manual metal--arc, gas metal--arc, TIG and multipass submerged--arc welding are
recommended for the welding of wear resistant steel plate. When very good mechanical
properties are required in the welded joint, heat input should be restricted.
High energy processes such as electrogas or electroslag welding should not be used
without prior testing or contacting Sandvik Mining and Construction.
4.9.5. Edge preparation
A good fit between the workpieces is essential in order to minimize stresses and thereby
the risk of cracking. This risk is greatest for the initial weld beads, which are often thinner.
rust
moisture
dirt
grease
paint
All types impurities on and near the edges -- such as mill scale, rust, oil, paint and moisture
-- should be removed before the start of welding. They are hydrogen sources that can
jeopardize the welding results, causing cracking.
TKU-D 01100-5 EN 4009 51 (280)

4.9.6. Working temperature and pre-- heating
Good welding results require that crack--inducing hydrogen is kept away from the weld
area.
The edges of the joint must be clean and dry prior to welding, and only dry filler metal may
be used. Welding should be done at an elevated working temperature when large plate
thicknesses are to be welded. The adjacent diagram is a guide to the choice of working
temperature, which should be maintained throughout welding. The temperature can be
checked, for example with temperature indicating stics, on the plate surface opposite the
heated one (see figure). Under special conditions of restraint, in damp weather and when
tack welding, the next higher temperature level is recommended.
Combined plate thickness = t1 + t2 + t3

i.e. at least double the plate thickness
Measure the temperatures here t1 t2
(t3 =0)
75 mm
75 mm
t3
t1 t2 (=t1 )
Wear resistant steel

400 HB 20_C 75_C 100_C 175_C
1
500 HB 100_C 125 150_C 175_C
0
20 30 40 50 60 70 80 90 100 110
Combined plate thickness
52 (280) TKU-D 01100-5 EN 4009

4.9.7. Heat-- input - number of welding passes
If the impact strength of the welded joint must be equivalent to that of the parent metal
(impact strength at --40_C), the following rule of thumb used:
Combined plate thickness minimum number

(mm) =
5 of welding passes
Example: 20 mm thick plate (butt weld) should be welded with at least 8 passes (beads).
If the impact strength requirement is lower, the number of passes may be reduced.
When these types of steel are welded, a soft zone, whose width varies with the heat input,
forms near the fusion limit. However, if the heat input is kept to a reasonable level, the soft
zone will be so narrow that it will not have any effect on the strength of the welded joint.
kJ/mm 4
3
+
2
+
1 +
0
0 10 20 30 40 50 60 Single plate thickness
Diagram showing approximately the heat

input given by the rule of thumb
TKU-D 01100-5 EN 4009 53 (280)

4.9.8. Welding to other steels
In terms of alloying content, Hardox steels can be welded to similar steels and to ordinary
structural steels. The filler metal used for a welded joint should be of the same strength
class as the steel with the lowest strength values.
Filler metals
Filler metals should be selected with regard to the demands that are made on strength
and toughness in the welded joint and for the conditions of restraint that prevail.
In most cases, ”soft” filler metals can be used. This should be done wherever possible.
There are many advantages with a ”soft” weld metal, among other things it will undergo
plastic deformation more readily when the weld has cooled. The joint will then be under
much less restraint, which provides greater security against cracking. ”Soft” filler metal
should always be used for fillet welds. ”Soft” filler metal is also used for butt welds, when
the same strength is not required in the filler metal as in the parent metal. In cases where
it is necessary to have a filler metal that is equally strong as the parent metal (a ”matching”
filler metal), a ”soft” filler metal is recommended in the root beads.
Choose welding processes and filler metals that give the lowest possible hydrogen level.
Covered electrodes shall be well dried so that they give a maximum hydrogen contest of
5 -- 10 ml per 100 g of weld metal (the Hg method according to the IIW).
Filler metals shall be stored in such a manner that moisture absorption is prevented. The
recommendations of the filler metal manufacturer should be followed carefully. Always
keep opened packages of electrodes dry and warm. Do not return unconsumed
electrodes to dry cabinets if there is the least risk that they may have absorbed moisture
from the air. (Harmful moisture absorption can take place in 30 to 60 minutes) Instead,
throw the electrodes away or ask the manufacturer for advice on drying. Precautions that
apply to covered electrodes also apply in the main to granular flux and flux--cored wire.
Choosing filler metal
Use as ”soft” a filler metal as possible in each individual case. In most cases, it is fully
adequate to use a filler metal equivalent to E--7018 and E--7028 or equivalent grades for
gas metal--arch (fluxcored and solid wire) and submerged metal--arch welding. The filler
metals mentioned here are used for the welding of wear resistant steel plates. Only ”soft”
filler metal may be used for 500 HB wear resistant steels.
54 (280) TKU-D 01100-5 EN 4009

Filler metal Manual metal---arc welding Gas metal---arc welding Submerged---arc welding
Flux--- cored wire Solid wire Granular flux Wire
Manufacturer E--- 7018 E--- 7028
E--- 70--- T5 E--- 70 S--- 6 F--- 72 EM 12
AIRCO CODE-- ARC EASY-- ARC Fluxcor 5 CHEMBRITE S-- 10
7018 MR 7028 A681
ARCOS Ductileud 70 70 C
ARC-- Weld Easyare 328 Super 28
BOC-- MUREX Fortrex 31 Murecor 5 Murex 1313
Böhler Fox Ev 50 Fox HL 180 K6 EML 5 EM S2
Chemetron Atom arc 7018
ELGA P48 Maxeta 22 Elgamatic 100

P51 MAxeta 23
P55
ESAB OK 48.00 OK 38.48 OK Tubrod 15.00 OK Autrod 12.51 OK Flux 10.71 OK Autrod 12.20
OK 48.04 OK 38.84 OK Tubrod 15.18 OK Autrod 12.22
OK 48.15 OK 38.85
OK 48.68 OK 38.65
OK 48.30 OK 38.95
OK 55.00
Hobart Hobart 718 SR Fabco 85 HB28 H-- 400 HB-- 25
Norgas Ferex 7018 LT Phoenix Corofil E 55 ES 50 SW 35

Baso 120 Rot BR 160 Norgas 50
Conare L 150 Magsi 14
Oerlikon Haftcord Fabracord Fluxofil 30 Carbofil 1-- A OP 121 TT OE S 2

Supercord Fluxofil 31
Supercord X
Tensicord
Tenacito
Tenacito R
Tenacito 38 R
Philips Philips 35 Philips C 6 Philips PZ 6130 Philips PZ 6000 860 Lincoln Lincoln L 61
Philips 35 C Philips C6 H
Philips 35 S Philips C 57 H
Philips 77
Phoenix-- Union SH 120 K SH Multifer UV 420 TT Union S2
150 K1
SMIT Conarc 54 Conarc L 150 Cor-- O-- Fil B55 SW 26 P120 SW 35
TKU-D 01100-5 EN 4009 55 (280)

4.9.9. Gas cutting

.. cutting. Make sure that the machine and its surroundings are clean
and fireproof. Remove flammable materials from cutting area or shield
WARNING from sparks, heat. Keep a fire extinguisher near the cutting area. Keep
a fire watch in area during and after cutting.
When abrasion--resistant plate (e.g. Hardox 400 or 500) is gas cut, the layer adjacent to
the cut edge becomes as hard as or harder than the original material. Gas cutting may
cause micro fractures in this layer. To prevent the fractures the area near the cut edge
must be preheated. 400 HB hardness needs preheating temperature of 100_C and 500
HB hardness 150_C. Cold plates must not be gas cut. Let them warm up to room
temperature (+20_C) before starting gas cutting or pre--heating process.
Figure 1 shows the hardness after gas cutting at different distances from the cut edge.
Figure 2 shows where this hardness was measured and indicates the conformation of the
hard layer (light blue area).
In order to expedite the machining of gas--cut edges, the cutting edge should cut so deep
that it penetrates through the hard layer into the softer underlying material.
Fig. 1 Hardness after gas cutting
HV 10 HV 10
500 600
1
450 1
400
500 2
350
HARDOX 400 2
HARDOX 500
300
400
250
200
150 300
0 2 4 6 8 0 2 4 6 8
Distance from cut edge, mm
The gas--cut edges will be less hard if the plate adjacent to the line of cut is heated during
gas cutting. But in this case, a wider and deeper soft zone will be created inside the hard
layer in comparision to ordinary cutting. Heat can also be applied after gas cutting to
reduce the hardness of the cut edge.
The curves refer to a plate thickness of 30 mm. It can be assumed that the soft zone will
be somewhat wider for thinner plate. A wider zone will also be obtained if a lower cutting
rate than normal is used.
Fig. 2 Sites of hardness measurement
Hardness measured just below plate surface 2
Hardness measured in middle of plate 1
56 (280) TKU-D 01100-5 EN 4009

LH209L LUBRICATION SYSTEM
5. LUBRICATION SYSTEM
LUBRICATION UNIT
DOSER GROUPS
RETURN
SERVO
PRESSURE
TKU-D 01100-5 EN 4009 59 (280)

LUBRICATION SYSTEM LH209L
5.1. System description
Central lubrication is activated when transferring to the operational mode. Central

lubrication stops if the grease receiver is empty or the ignition key is turned to “off”
position. Upon the addition of grease or turning the ignition key to “on” position, central
lubrication is activated again. Lubrication interval is 10 minutes.
Central lubrication is controlled by valve Y203. Changing the valve mode moves the piston
of the lubrication device. Each piston movement alternatively adds grease to lines 1 and
2.
Greases
Lithium--based greases with penetration 265/295 (NLGI 2) and dropping point 180_C
should be used.
LUBRICANT BARREL
PUMP
FILTER
FILLING NIPPLE
LUBRICATION LINES
BREATHER
60 (280) TKU-D 01100-5 EN 4009

5.2. Functional description of the components
SOLENOID VALVE
Y203
GREASE RECEIVER
LEVEL SWITCH S208
Solenoid valve Y203

The solenoid valve controls the flow of servo oil (35 bar) to the double acting grease pump
for the operation of the lubrication device. When the status of the valve changes, the
lubrication device pushes lubrication grease to the lubrication line. Lubrication grease is
pushed to lubrication lines 1 and 2 alternately. Return oil (approx. 5 bar) is supplied to the
top of the lubricant barrel to give positive feed to the follower plate.
Grease receiver level switch S208

The level switch indicates too low a level in the grease receiver. When the grease level
is too low, level switch gives alarm and prohibits the lubrication function.
TKU-D 01100-5 EN 4009 61 (280)

PRESSURE SWITCHES
DOSER GROUP
Pressure switches S309 and S310

The pressure switches indicates pressure in lubrication lines. When the pressure in the
lubrication line is sufficiently high (40 bar), the contact closes.
Doser groups
A doser group consists of a base plate and dosers installed onto the base plate. The base
plate divides the lubricant to the dosers, which feed the preset amount of lubricant to the
lubrication points. The amount of grease supplied to any given point can be adjusted at
the doser.
When changing the dosers, make sure that there is no pressure in the
system.
WARNING
If the doser screws are tightened too tightly, the operation of the doser
might be prevented. The maximum tightening torque is 8 Nm.
CAUTION
When replacing dosers, make sure that corresponding parts are used.
CAUTION
62 (280) TKU-D 01100-5 EN 4009

5.2.1. Removing the lubrication unit
can cause fires.
CAUTION
When the system is being adjusted or maintenanced, absolute

cleanness must be obeyed. Impurities may cause operational
disturbances in dosing modules or damage bearings.
CAUTION
1. Remove the lubrication units cover by

opening the fastening screws (6 pcs).
2. Disconnect the pipes that are coming

from the solenoid valve of the
lubrication unit. Plug the open ends
of the pipes.
TKU-D 01100-5 EN 4009 63 (280)

3. Disconnect the outgoing lubrication
lines from the lubrication unit.
4. Open the fastening screws of the

lubrication unit and lower the
lubrication unit using a hoist.
64 (280) TKU-D 01100-5 EN 4009

5.2.2. Installing the lubrication unit
1. If the lubrication unit is replaced, fill

the lubrication unit prior to
installation. Fill the lubrication unit in
vertical position. Attach a filling
nipple to the filling line of the
lubrication unit.
2. Plug the overflow valve of the

lubrication unit.
3. Open the bleed screw of the

lubrication unit.
4. Fill the lubrication unit with grease
until grease is leaking from the
bleed screw and there is no air
present in the lubrication unit. Close
the bleed screw.
TKU-D 01100-5 EN 4009 65 (280)

5. If the lubrication unit is replaced,
attach the necessary pipe fittings to
the new lubrication unit.
6. Install the lubrication unit using a

hoist. Tighten the fastening screws.
7. Connect the outgoing lubrication

lines to the lubrication unit.
66 (280) TKU-D 01100-5 EN 4009

8. Connect the pipes that are coming

from the solenoid valve to the
lubrication unit.
9. Install the lubrication units cover.

Tighten the fastening screws.
TKU-D 01100-5 EN 4009 67 (280)

5.3. Checking and adjusting
When the system is being adjusted or maintenanced, absolute cleanliness
must be obeyed. Impurities may cause operational disturbances in dosing
modules or damage bearings.
CAUTION
5.3.1. Filling the lubricant barrel
The lubricant barrel is filled through a filling nipple at the high--pressure filter housing. The
barrel is full when lubricant overflows from the safety valve of the lubricant barrel. When
the lubricant barrel is full the piston is in its upper position. If there is air in the lubricant
barrel it can be removed as follows:
1. Open the hexagonal plug in the
cover of the lubricant barrel.
2. The bleeding screw in the follower
plate shall be opened for about
three turns and filling of the barrel
with grease continued until
completely airless lubricant comes
out of the bleed screw.
3. Close the bleed screw fully.
4. Refit the hexagonal plug.
Bleeding is normally required only on the first initial filling of a new lubrication unit or after
overhaul. During the following fillings the lubricant barrel does not have to be bled, if it is
certain that there is no air in the barrel and it has not got there during the filling.
68 (280) TKU-D 01100-5 EN 4009

5.3.2. Bleeding the pump
If there is air in the pump, the pressure of the lubricant in the main piping of the system
may not increase high enough resulting in an alarm. The pump must be bled as follows:
1. Adjust the lubrication time relay by

adjusting the time multiplier knob
to position 3.
2. Operate the system at reduced SYMMETRICAL
cycle intervals. RECYCLER
3. Open the bleeding screws in the (ON FIRST)
housing of the non--return valves
for about three turns.
4. The pump is allowed to work until TIME MULTPLIER
fully airless lubricant comes out of (SCALE 1 TO 10)
the holes in the bleed screws
during the pressurising period of TIME RANGE
both lines. (1 TO 60 s)
5. Screw down the bleed screws and
reset the lubrication time relay to
normal cycle interval by adjusting
the time multiplier knob back to
position 10. Check time range is 60
seconds.
5.3.3. Main piping
When filling or bleeding air from the piping, the following measures must be taken into
account:
All closing plugs of the dosing modules and pipe branches must be removed. The pump
is operated until fully airless lubricant comes out of the closing plugs nearest to the pump
and the plugs involved are fastened. Above mentioned measures are repeated until fully
airless lubricant comes out of the openings. Work from closest to the lubrication unit to the
farthest point.
TKU-D 01100-5 EN 4009 69 (280)

5.3.4. Doser adjustment
Front frame
10 mm
10 mm
10 mm
10 mm
10 mm
10 mm
10 mm
10 mm
10 mm
10 mm
3 mm
Rear frame
10 mm
10 mm
10 mm
See separate manufacturers doser groups manual for adjusting the

dosage.
CAUTION
70 (280) TKU-D 01100-5 EN 4009

5.4. General troubleshooting
Funktion disturbance Cause of the funktion Way of repairing

disturbance
The alarm-signal light is The level sw itch in the Fill the lubricant barrel.
illuminating. lubricant barrel gives alarm.
The main pipe betw een the Locate and repair the
pump and the dosing module leakege.
leaks.
Air in the pump. Deaerate the pump.
Air in the main piping Deaerate the main piping.
Hydraulic pressure is Regulate the pressure at
insufficient. least at 35 bar. Restart the
engine.
(Note! sometimes
occasional changes in
pressure may give cause to
the lightning of the
alarmsignal lamp even if no
visible cause for the alarm
could be observed later.)
One bearing gets too little The dose is too little. Adjust the doser unit.
lubricant or nothing at all.
The lubrication pipe betw een Check and repair.
the dosing module and the
lubrication point is damaged.
A contamination particle in Change or clean the dosing
the dosing module prevents module.
the feeding piston from
moving.
Grease has stiffened (e.g Change the grease for a
low temperatures) in the low er viscosity and more
piping and the dosing module cold-resistant one. If this
does not receive enough does not have any effect,
pressure. w arm the piping.
A bearing gets too much The dosing module is Change the dosing module.
lubricant although the damaged.
dosage adjustment is small.
TKU-D 01100-5 EN 4009 71 (280)

LH209L FIRE SUPPRESSION SYSTEM
6. FIRE SUPPRESSION SYSTEM
6.1. Main components
DRY CHEMICAL
TANKS
CARTRIDGES
MANUAL ACTUATION MODULE
The A--101/LT--A--101 system consists of three major components: a container to store

the dry chemical extinguisher agent; an actuation system operated manually or
automatically, and an agent distribution system which delivers the agent from the tank
through hydraulic hose and fixed nozzles to the hazard areas. The system layout is setup
so that all the fire hazard areas are covered by extinguishing spray. The hazardous areas
are areas with oil/fuel lines near hot surfaces and electrical wiring. The areas protected
are: Engine, gearbox, pumps and hydraulic tank cover. The manual actuation modules
are set in the cabin and in the back left of the machine.
Note! Activation of the fire suppression system causes the engine to shut down
automatically.
The system consists of both dry chemical and liquid agent. The dry chemical portion of
the system is the Ansul A--101/LT--A--101 system (either standard discharge or extended
discharge) and the liquid agent portion of the system consists of an agent storage tank
containing a premixed solution of LVS wet chemical.
The LVS--30 (30 gallon) system is designed to discharge for approximately 2 minutes
when two agent discharge nozzles are used.
The LVS Fire Suppression System is designed to operate within a temperature range of
--40 °F to +120 °F (--40 °C to +49 °C).
TKU-D 01100-5 EN 4009 73 (280)

FIRE SUPPRESSION SYSTEM LH209L
The fire suppression system can be activated with a button on the instrument panel, or
it may activate automatically if the fire suppression system optional function is installed
in the machine. The fire suppression optional function senses a fire automatically with a
sensor cable that goes around the inflammable parts of the machine. The function
activates the fire suppression system when it senses a fire.
6.3. System components
Engine Transmission
rear left left
Engine Parking brake

front left
Engine Transmission
rear right right
Pumps Hydraulic
Torque converter tank
6.4. Specifications
Dry chemical tank capacity 11,3 kg FORAY multi purpose dry chemical
Cartridges 122,5 bar at (+21 °C)
Number of nozzles 8
74 (280) TKU-D 01100-5 EN 4009

LH209L FIRE SUPPRESSION SYSTEM
6.5. System operation
The system can be activated manually from

a valve inside the driver’s cabin or from a
unit that is fitted externally in an easily
accessible location on the vehicle (back left
of the machine).
Discharge of the A--101/LT--A--101 system
manually is initiated from a remote actuator
(1). Depressing the actuator plunger
punctures the seal on the cartridge. The
released pressure is transmitted to the
pneumatic actuator/cartridge receiver (2).
A safety relief valve (3) at this point
prevents too high an actuation pressure
build--up. The pressure drives a puncture
pin through the seal in the expellant gas
cartridge (4). This releases the expellant
gas which is then transmitted to the dry
chemical tank (5) where it fluidizes the dry
chemical before carrying it to the fire
hazard. A sealed burst disc assembly (6)
prevents the flow of dry chemical until
sufficient pressure is built up within the dry
chemical tank. When the proper pressure
is reached, the disc breaks allowing the
gas/dry chemical mixture to flow to the
nozzle(s) (7) and discharge onto the
hazard.
Note! An A--101/LT--A--101 system does not remove the need for a hand portable fire
extinguisher on the equipment.
When recharging the suppression system: Only authorized service

people may remove and refill powder / nitrogen gas tanks or pressurize
CAUTION
the system.
TKU-D 01100-5 EN 4009 75 (280)

LH209L CABIN
7. CABIN
E135
M110
S147 A B C D
P005 S135 S17 H26
P009 S325
P001 S051
P010
P007 P002 F001
S004
P004 P003 P006 F002
S064 F003
F004
S006
P011 F005
F006
A010
F020
S014
S013
M109 H134
S015
M111
SEO
H135 S036
S148
S038 S005 S056
S001 S002
S149
TPS
SEL
CEL
H014
H038 H035
H001 H006
H002 H023
H009 H008
H012 H010
H027 H024
TKU-D 01100-5 EN 4009 77 (280)

CABIN LH209L
Instrument panel S038 Ride control*
S064 Main fuse release* S001 Front lights, cabin corner
SEL Stop engine light lights
CEL Check engine light S002 Rear lights, tank
H014 Engine oil pressure low S005 Horn
H035 Charging indicator S036 Parking brake test*
H038 Engine oil level low* S056 Emergency steering
H006 Brake lights on SEO Stop engine override
H001 Parking brake on S015 Washers
H023 Emergency steering on S013 Wipers (front and rear)
H002 Brake pressure low S014 Wipers (side)
H008 Lubrication pressure* S051 Emergency stop
H009 Grease end S004 Start switch
H010 Fuel level* P001 Hydraulic oil temperature
H012 Hydraulic oil level* P002 Transmission oil temperature
H024 Ride control on* P003 Engine coolant temperature
H027 Fuse blown P005 Voltmeter
H134 Forward gear P006 Transmission oil pressure
H135 Reverse gear P007 Engine oil pressure
A010 Gear display P009 Front axle temp. left*
P004 Tachometer / multipurpoce P010 Front axle temp. right*
gauge P011 Speed and distance gauge*
S006 Brake release
Fuses
See general electrical system
Cabin M113 Washer

S147 Door switch M114 Washer
S149 Gear selector TPS Accelerate pedal
S148 Ejector bucket control* E135 Cabin light
M109 Wiper, front S325 A/C control (thermostat)
M110 Wiper, side S135 Blower speed control
M111 Wiper, rear S17 Air condition ON/OFF
M112 Washer
Pressure gauges
A Filter back pressure, C Brake release pressure,
Hydraulic oil Front
B Filter back pressure, D Brake release pressure,
Brake flushing Rear
78 (280) TKU-D 01100-5 EN 4009

LH209L CABIN
7.1. Heating and air conditioning system
Principles of Refrigeration
The circulation of air must be a directed flow. The cabin interior must be maintained for
cleanliness. Dust, dirt and other debris can find its way into the system and clog the intake
side of the evaporator and reduce the performance of the system. Operating the machine
with open window will usually result system performance problems.
Note! Only trained HVAC technicians should perform air conditioning service for mobile
equipment. Proper HVAC tools and equipment is an absolute necessity to ensure the
service is done correctly.
See Tamrock 13-- 7806 Air conditioner Service manual for further
information.
CAUTION
System description
The temperature adjustment value is adjusted using switch S325 (regulator R20). the air
conditioning is switched on / off by using switch S17. When the air conditioning is switched
on and the temperature rises above the set limit (thermostat A391 closes the circuit),
solenoid valve Y319 of the compressor is directed to change mode and air conditioning
device A308 goes on at full power. When the temperature drops below the set limit
(thermostat A391 opens the circuit), solenoid valve Y319 change mode and air
conditioning device A308 stops.
THERMOSTAT A391
Y319 S326 S309
7.1.1. Component descriptions
Air conditioning device A308

Hydraulic oil flow rotates the air conditioning device that aims to keep the cabin
temperature at the set value.
TKU-D 01100-5 EN 4009 79 (280)

CABIN LH209L
Compressor solenoid valve Y319
When the valve coil is de--energised, the hydraulic line is open in both directions. In this
case, the hydraulic flow to the air conditioning device is directed elsewhere, and the air
conditioning device is not operational. If the valve coil is energized, the hydraulic line is
only open in the direction of the air conditioning device. In this case, the hydraulic flow is
directed to the air conditioning device, and it is operational.
Thermostat A391
Thermostat A391 switches the control of solenoid valve Y319 on / off depending on the
cabin temperature and the set limit value. The coil of solenoid valve Y319 becomes
energized if the pressure switch S326 on high pressure side or switch S309 on low
pressure side do not prevent this.
See 13--7806 Air conditioner Service manual for further information.
80 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
8. POWERPACK
8.1. Engine
8.1.1. Technical data
Mercedes Benz OM 906 LA,

Output capacity 170 kW /2200 r/min
Torque 810 Nm
1200--1500 r/min
Weight Dry 530 kg
Wet 573 kg
Coolant filling capacity 38,5 L
Oil filling capacity Min 24 L Max 29 L
(with filters)
Oil classification 228.5/ Mercedes--Benz Specifications for Service
Products
Oil viscosity above --25 C SAE 5W--40 / SAE 5W--30
+5 C ... +30 SAE 10W--30 / SAE 10W--40
above +20 C SAE 15W--40 / SAE 15W--50
TKU-D 01100-5 EN 4009 83 (280)

POWERPACK LH209L
Engine oil classification
The use of engine oil brands which have not been approved may lead to increased wear or
engine damage. Do not use any fuel additives.
Only engine oils of the same grade and SAE class should be used when topping up.
The SAE class (viscosity) of the engine oil must be selected according to the average air
temperature for the time of year. The exact use of SAE classes according to the air
temperature would result in regular engine oil changes. For this reason, the temperature
limits for SAE classes should be taken as a guideline which can be exceeded or undershot
temporarily.
For further details and an explanation of engine lubricating oils for Mercedes--Benz
engines, refer to Mercedes--Benz Specifications for Service Products.
See the separate engine manual for further information.

CAUTION
Oil pressure
Once the operating temperature has been reached, the engine oil pressure must not fall
below:
D At idling speed 0.5 bar
D At rated speed 2.5 bar
If the pressure falls below these values, stop the engine and determine the cause.
Valve clearance
D Inlet valve 0.4 mm
D Exhaust valve 0.6 mm
Starter motor
D Voltage 24 V
D Output 4.0 kW
Alternator
D Voltage 28 V
D Current rating 100 A
Tightening torques of the engine components are presented in the

Mercedes-- Benz operating instructions manual.
CAUTION
84 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
8.1.2. System description
See the separate Engine Operator’s Guide for further information.

CAUTION
8.1.3. Explanation of concepts

Pre--operational mode:
Ignition key S004 is in position ‘I’ and the engine is not running.
Operational mode:
Ignition key S004 is in position ‘I’ and the engine is running.
Emergency stop mode:

One of the emergency stop buttons has been pressed.
8.1.4. Starting and stopping the engine

Starting the engine
Do not run the starter motor longer than 20 seconds at a time. Allow
the starter motor to cool down for one minute before a new starting
attempt.
CAUTION
Only start the engine with securely connected batteries.
CAUTION
Use the ignition switch to start the engine. Every time the engine is started, a warning
signal sounds for a time period, after this the engine starts.
The emergency stop function prevents the engine from starting and running.
The parking lights are on when the ignition switch is in the “0” position
Conditions that prevent starting:
1. The emergency stop mode is on
2. The gear is selected
3. Ignition key is in position “0”
4. Main circuit breaker is remote tripped from the cabin
Note! Activation of the fire suppression system causes the engine to shut down
automatically (When pressure drops, pressure switch S245 opens).
TKU-D 01100-5 EN 4009 85 (280)

POWERPACK LH209L
Turning off the engine
Use the ignition switch to stop the engine.
The system has an engine stop delay function in case a serious mistake occurs. This way,
when you press the SEO (Stop Engine Overdrive) button, the engine keeps running for
a time period, during which the machine can be moved.
Conditions that result in the engine being turned off:
1. The emergency stop mode is on
2. Ignition key is turned to position “0”
If the engine stops in an unusual way (the engine stops even though it has not been
switched off with the ignition key) the emergency steering pump will be controlled if the
machine has the emergency steering function (for more information, see chapter
Steering).
8.1.5. Jump-- starting
If the battery is discharged, the engine can be started using jump leads and a donor
battery.
1. Connect the positive terminals first and then the negative battery terminals.
2. Start the engine and allow to run for a short while.
3. Remove the jump leads in the reverse order.
Do not use rapid charger / welding machine to start the engine.

This may cause damage in electric system.
CAUTION
Only perform jump--starting with separate batteries. Make sure that

the donor battery and the starter battery has the same nominal
voltage. Otherwise a battery could be irreparably damaged.
CAUTION
Only use insulated jump leads (cable cross section approximately 70

mm2) and insulated terminal clamps. There is a risk of short circuit.
CAUTION
A discharged battery can freeze at about --10 °C; it must have thawed
out before jump-- starting.
CAUTION
86 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
8.1.6. Emergency stop system

When the emergency stop system is enabled, relay K16 becomes energised. When
ignition key S004 is turned to position ‘1’, relay K16 becomes energised if emergency stop
buttons are not pushed “in” position. When emergency stop buttons (S51, S320 or S321)
are pressed, relay K16 is deactivate, the system is no longer enabled and the machine
switches to emergency stop mode.
8.1.7. Restarting an Out of Fuel Engine

The fuel system is bled when the engine is started after refueling if the fuel system was
previously allowed to run dry. Continuous bleeding takes place automatically in the filter.
Note! To ensure that the fuel system can be bled, the battery must have enough charge
when the engine is started.
Note! Allow starter motor to cool for two minutes before restarting.
Note! Do not crank the engine more than 20 seconds at the time.
See the separate Mercedes-- Benz Operation Instructions for further

information.
CAUTION
Check fuel and oil lines, tubes and hoses. Leaks can cause fires.
CAUTION
TKU-D 01100-5 EN 4009 87 (280)

POWERPACK LH209L
8.1.8. Engine mounts inspection
3. Install the frame locking pin.
High temperature warning. A hot surface can cause injury.
CAUTION
4. Open engine covers to gain access to the engine.

5. Visually inspect the mounts looking out for:
D Condition of rubbers (deteriorated).
D Cracks.
D Bent or damaged components.
D Broken / loose bolts.
6. Check the tension of the engine mounting bolts, both on the engine and the frame.
D Through bolts rubber pad (M16x100 8.8): 160 -- 180Nm

D Engine bracket (M16x50 10.9): 190 -- 215Nm
D Engine bracket (M16x110 8.8): 160 -- 180Nm
D Frame bracket (M20x65 8.8) 345 -- 390Nm
88 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
7. Check the deflection of the rubber pads using a bar to lever the engine mounts.
8. If the rubber mountings are worn, cracked, oil/heat effected, they will require
replacement.
9. To replace rubber mountings it will be necessary to raise the engine slightly to
allow removal.
Be careful when when raising the engine. Raise just enough to replace
rubber mountings. Ensure that engine / torque convertor / hydraulic
pumps wiring or coolant and hydraulic hosing are not damaged.
WARNING
10. Remove the engine mounting

bolts. Lift the engine by using
appropriate lifting tools. Raise just
sufficient to replace rubber
mountings. Disconnect hydraulic
hoses and wiring if required.
11. Install new rubber mountings.
12. Replace engine mounting bolts
and lower the Powerpack into
position. Take care that nothing
gets caught as the engine goes
back in. Remove the lifting tools.
13. Tighten the engine mounting bolts.
D Through bolts rubber pad: 160 -- 180Nm
Replace any loose or damaged oil lines, tubes and hoses. Leaks can
CAUTION
cause fires.
TKU-D 01100-5 EN 4009 89 (280)

POWERPACK LH209L
8.2. Fuel system
FUEL FILTERS
B
OUTLET
OUTLET
EMPTYING
VALVE INLET SECTION A
INLET SECTION B
The fuel pump sucks fuel from the fuel tank through the filters, and then feeds it to the
engine’s fuel duct. From there it flows to the engine cylinders. The extra fuel going into the
fuel duct is led back to the fuel tank. Fuel tank capacity is 300 liters.
8.2.2. Fuel filters
Fuel filters are essential in protecting fuel system components from contaminants that
may be in the fuel. These contaminants can block fuel injectors causing engine
malfunction and deterioration. Dirt, rust, scale and water are the major impurities present
in fuel. These impurities can originate from dirty and rusty storage tanks and, as the
vehicle ages, from corrosion within the fuel system components.
Replacing of the fuel filter elements is presented in the Mercedes--Benz

operating instructions manual.
CAUTION
90 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
Fuel prefilter and fuel filter

Fuel prefilter and fuel filter remove fine
particles from the fuel before it passes
through the fuel injection system.
FUEL FILTER
FUEL PREFILTER
Fuel prefilter with heated water separator

In the fuel filter equipped with a water
separator, the fine particles remain trapped HAND PUMP
in the filter media while the water droplets
come together and fall to the bottom of the
filter. Water separator filter is equipped with
a drain valve at the bottom of the filter to
drain water from the filter.
FILTER HOUSING
WATER SEPARATOR
WATER DRAIN VALVE
TKU-D 01100-5 EN 4009 91 (280)

POWERPACK LH209L
Fuel filter emptying valve
A three--way valve is installed in the lowest
point of the fuel return line. This installation
must be done when the fuel tank is higher
than the fuel filter. The valve is installed in
such way that in operational position it
ensures a free passage from the engine to
the fuel tank. In maintenance position the line
to the fuel tank is blocked and the line to the
engine is open so that the fuel can be drained
from the fuel filter when filter cap is open. In
order to simplify maintenance, a hose has
been installed to the discharge side, so that
the fuel can be easily drained to a container.
Note! The direction of the flow is
understandable from the stem marking.
D Horizontal position -- Operational mode

D Vertical position -- Maintenance mode
8.2.3. Fuel lines

Steel lines and flexible hoses carry the fuel from the tank to the engine. When servicing
or replacing the steel lines, copper or aluminum must never be used. Steel lines must be
replaced with steel. When replacing flexible rubber hoses, proper hose must be used.
Ordinary rubber such as used in vacuum or water hose will soften and deteriorate. Be
careful to route all hoses away from the exhaust system.
can cause fires.
CAUTION
92 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
8.3. Air Cleaner system

The outside air drawn into the engine passes through the air filter and is pulled into the
turbocharger and compressed. It then moves to the air--to--air charge cooler (heat
exchanger) and is cooled. Next it flows to the intake manifold and into the cylinders, where
it mixes with atomized fuel from the injectors.
For optimum protection of the engine from dust and other airborne contaminants, service
the dry type air cleaners used when the maximum allowable air restriction has been
reached, or every 250 hours, whichever occurs first.
TKU-D 01100-5 EN 4009 93 (280)

POWERPACK LH209L
8.3.2. Air filter
COVER GASKET
FILTERING WING NUT
SAFETY ELEMENT
MAIN ELEMENT
DUST DISCHARGE VALVE

FTG AIR CLEANER HOUSING
Air entering a two--stage air cleaner is first precleaned before reaching the main element.
The air is cleaned by centrifugal flow around the filter before the air reaches the main
element.
Main element
Main element is the filter element in the air cleaner that removes around 99,9% of the air’s
dust. The air flow through the main element first.
Safety element
Is the element that protects the engine during servicing of the main element and in a case
of the leak in the element.
Dust discharge valve
The dust cup, where pre--cleaned dust is collected, is normally under a slight vacuum
when the engine is running. The normal engine oulsing of the vacuum causes the valve
to open and close. This action automatically expels any collected dust and water. The
discharge valve also unloads when the engine is stopped.
Servicing the air cleaner system
Cleaning and/or reusing dry paper type air cleaner elements is not recommended unless
the cleaning method used removes clogging without damaging the element. Inspection
and cleaning of elements must be done in accordance with the air cleaner manufacturer’s
recommendations.
Note! Gently pull the filter off the outlet tube and of the housing. Avoid knocking the filter
against the housing.
8.3.3. Restriction indicator
Restriction indicator shows a bright red flag in the full--view window when restriction limit
is reached. Resets manually via top button after air cleaner service.
See Donaldson General Maintenance and Service manual for further

information about overhauling the air filter.
CAUTION
94 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
8.4. Exhaust system

Hot exhaust gas flowing from the exhaust manifold into the exhaust riser is used to drive
the turbocharger. After that the exhaust fumes will flow through the exhaust piping to the
silencer which contains a catalytic converter. Continuous particle burning and spark
reduction take place in the catalytic converter. The purified exhaust fumes exit through the
exhaust piping.
The exhaust system is manufactured from stainless steel to resist corrosion. The exhaust
is of double wall construction, inner and outer metal exhaust wall. Between the double wall
is heat lagging to reduce the exhaust surface temperatures. Reduced fire and personal
burn risk.
Servicing the Exhaust system

Have the exhaust manifold retaining bolts and other connections checked for tightness.
TKU-D 01100-5 EN 4009 95 (280)

POWERPACK LH209L
CATALYTIC CONVERTER
AND MUFFLER ENGINE EXHAUST PIPE
TAIL EXHAUST PIPE

CLAMPS
8.4.2. Catalytic converter
The catalytic converter frame is made from heat resisting steel. Inside the catalytic
converter there is a monolithic structure coated with a catalyzing material. Circulation of
the exhaust gas ensures an adequate temperature even during long idling periods. The
structure is designed so that the back pressure does not become detrimentally high.
Emission Reductions
Carbon monoxide (CO) 80 %

Hydrocarbons (HC) 80 %
Particulate Matter (PM) 30--90 %
8.4.3. Servicing the catalytic converter
The sulphur content of the fuel has an effect on the service life and frequency of
maintenance of the catalytic converter. Replace when they block or collapse.
96 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
8.4.4. Removing the catalytic converter
High temperature warning. A hot surface can cause injury.
CAUTION
1. Allow the exhaust to cool sufficiently to handle. Remove the rear frame cover to
access the catalytic converter/muffler assembly.
2. Remove the clamps and disconnect the engine and tail exhaust pipes.
3. Remove assembly hold down clamps (M10).
4. Remove the Catalytic converter.
8.4.5. Installing the catalytic converter
1. Fit Catalytic converter to exhaust system.

2. Fit the engine and tail exhaust pipes, tighten clamps.
3. Refit frame cover plate. Inspect thermal insulation to ensure serviceable, replace
if required.
TKU-D 01100-5 EN 4009 97 (280)

POWERPACK LH209L
8.5. Turbocharger
The turbocharger is designed to increase the overall power and efficiency of the engine.
Power to drive the turbocharger is extracted from the energy in the engine exhaust gas.
A turbocharger can be broken down into three basic pieces; a compressor cover, a center
housing rotating assembly, and a turbine housing.
The compressor cover provides a hose connection for the compressor inlet, and a V--band
connection for the compressor outlet. The compressor cover is secured to the compressor
side of the center housing rotating assembly, and encloses the compressor wheel.
The center housing rotating assembly contains a turbine wheel and shaft assembly, piston
ring(s), thrust spacer, compressor wheel, and wheel retaining nut. This rotating assembly
is supported on two pressure--lubricated bearings that are retained in the center housing
by snap rings. Internal oil passages are drilled in the center housing to provide lubrication
to the turbine wheel shaft bearings, thurst washer, thurst collar, and thurst spacer.
The turbine housing is a heat--resistant steel alloy casting that encloses the turbine wheel
and provides a flanged engine exhaust gas inlet and an axially located turbocharger
exhaust gas outlet. The turbine housing is secured to the turbine end of the center
housing.
8.5.1. Servicing the turbocharger

The good condition of the air purification system and its regular maintenance prolong the
service life of the turbocharger. if the air filter system breaks, the condition of the
turbocharger has to be replaced, if necessary.
See the separate Mercedes Benz Service manual for detailed information.
CAUTION
98 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
8.6. Pumps
Pumps mounted on the torque converter

containing:
1 Gear type triple pump (P302)
1 Gear type double pump (P301).
P302
P301
Further information about pump composition is presented in the chapter “General

Hydraulics”.
TKU-D 01100-5 EN 4009 99 (280)

POWERPACK LH209L
8.7. Cooler system
Only carry out work on the cooling system at coolant temperatures

below 50 °C. Wear suitable protective gloves, protective clothing and
safety goggles when handling coolant.
WARNING
8.7.1. Main components of the engine coolers
FILTER UNIT Z306
TRIPLE PUMP
P302
PRESSURE RELIEF
VALVE V317
ENGINE COOLER
A306
Cooling of the engine

The engine is cooled by two blowers (A306). The blowers are controlled by the hydraulic
pressure produced by pump P302.
100 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
8.7.3. Functional description of the components
1.
Gear pump P302 (block 1) (1.)

The pump capacity is used to rotate hydraulic motors of cooler A306, on which the blowers
are attached to cool the engine coolant. Further information about the pump is presented
in chapter “General Hydraulics”.
Pressure relief valve V317

Pressure relief valve V317 limits the hydraulic pressure entering the hydraulic motors to
a maximum of 210 bar.
TKU-D 01100-5 EN 4009 101 (280)

POWERPACK LH209L
Water pump
LINE OUT
LINE IN
BAND PULLEY
The water pump pumps the coolant from engine to engine cooler gores and vice versa.
The pump is driven by the main engine which rotates the pump via band pulley.
Engine cooler A306

The air flow created by the blower attached
to the hydraulic motor cools the coolant
flowing in the engine. See separate
manual for detailed information.
Filter unit Z306

See the functional description for components of the general hydraulics.
102 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
8.7.4. Cleaning the engine cooler cores
See the separate Mesabi service manual for further information.

CAUTION
For general cleaning a high--pressure water cleaner with soap is sufficient.

Note! Make sure that the nozzle is not too close to the core.
D Open the cooler hatches for proper cleaning. NOTE! Never open the cooler hatch,
when the engine is running!
D Start the cleaner and slowly move up and down the core concentrating on a small
area until the exit water is free from dirt.
WARNING
Be careful when using high--pressure cleaning units. Make sure you have a min.
gap of half meter between core and nozzle.HOT WATER CLEANING WITH SOAP
(biodegradable detergent) CAN BE USED, MAX. PRESSURE 82 bar (1200 psi).
D Continue this until the whole radiator is clean from one side then start cleaning from
the opposite side.
D Blow off excess water with air.
NOTE! Never start the engine when the cooler hatch is open!
TKU-D 01100-5 EN 4009 103 (280)

POWERPACK LH209L
8.7.5. Engine cooler tube and sealing removal
See the separate Mesabi service manual.

CAUTION
equipment. When performing maintenance and repair work, make
CAUTION sure there are no unauthorised persons in the working area.
Only carry out work on the cooling system at coolant temperatures

below 50 °C. Wear suitable protective gloves, protective clothing and
safety goggles when handling coolant.
WARNING
Be careful when draining hot coolant. Wear suitable protective

gloves, protective clothing and safety goggles when handling
coolant.
WARNING
104 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
8.7.6. Removing and installing the water pump
See the separate Mercedes-- Benz Engine manual.

CAUTION
Only carry out work on the cooling system at coolant

temperatures below 50 °C. Wear suitable protective gloves,
protective clothing and safety goggles when handling coolant.
WARNING
Do not attempt to drain the coolant until the engine has cooled down. Remove
the cooling system fill cap slowly to relieve pressure.
WARNING
Be careful when checking hot coolant level. Wear suitable

protective gloves, protective clothing and safety goggles when
handling coolant.
WARNING
TKU-D 01100-5 EN 4009 105 (280)

POWERPACK LH209L
8.8. Troubleshooting
ADM2 ADM2
fault codes fault codes
Description Remedial action Pin
(J1939) (k-line)
SPN/FMI
decom- - check wiring
54/3 10003 pression valve open circuit - check solenoid valve 15/10
M BR_KD
decom-pressio
- check wiring
54/4 10004 n valve shorted to ground 15/10
- check solenoid valve
M BR_KD
vehicle - check wiring
84/3 10103 speed open circuit - check parameter 08/01 15/03
signal C3
vehicle speed
84/4 10104 shorted to ground - check wiring 15/3
signal C3
vehicle speed
84/14 10114 value not plausible - check parameter 08/01 15/03
signal C3
- restart accelerator pedal
adjustment routine
analog - check wiring
accelerator pedal not
91/0 10200 accelerator - Limit value idle operation 21/11
adjusted
pedal position: 5,0 V
- Limit value kickdown
position: 4,9 V
-Pedal unit exchange, if
defective
91/2 10202 accelerator voltage not plausible - Limit value idle operation 21/11
position: 4,9 V
defective
voltage too high or shorted
to battery voltage
position: 4,9 V
106 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
ADM2 ADM2
(J1939) (k-line)
S PN/FMI
defective
voltage too low or shorted
to ground
pedal AFPS position: 5,0 V
position: 4,9 V
- Oil discharge with to strong
overstocking.
- remark: This problem can
98/0 10400 oil level oil level to high PLD-M R
occur also if in PLD-M R the
false type of oil pan were
programmed.
98/1 10401 oil level low oil level - refill oil PLD-M R
- refill oil
- remark: This problem can
98/14 10414 oil level oil level too low occur also if in PLD-M R the PLD-M R
false type of oil pan were
programmed.
oil pressure - check oil pump and oil
100/1 10501 low oil pressure PLD-M R
sensor circuit
oil pressure - check oil pump and oil
100/14 10514 oil pressure too low PLD-M R
sensor circuit.
107/0 10800 air filter sensor air pressure too high - check wiring. 15/08
107/3 10803 air filter sensor open circuit -check wiring. 15/08
107/4 10804 air filter sensor shorted to ground - check wiring. 15/08
coolant - cooling-water level and
110/0 10900 high coolant temperature PLD-M R
temperature cooling circuit check.
coolant - cooling-water level and
110/14 10914 coolant temperature too high PLD-M R
temperature cooling circuit check.
- refill coolant
111/1 11001 coolant level low coolant level 15/07
- check wiring
- check wiring
111/3 11003 coolant level open circuit - Voltage must be larger than 15/07
2,0 V.
111/4 11004 coolant level shorted to ground - check wiring. 15/07
TKU-D 01100-5 EN 4009 107 (280)

POWERPACK LH209L
ADM2 ADM2
(J1939) (k-line)
S PN/FMI
- check battery voltage
terminal 15
158/0 11100 over voltage - check parameter 2/08 21/02
(ignition)
(24V/12V selection)
terminal 15
158/1 11101 under voltage - check parameter 2/08 21/02
(ignition)
(24V/12V selection)
both switches - check wiring
idle switch -Pedal unit exchange, if 21/12 and
558/5 11705 open circuit (GAS2 + GAS1
(analog pedal) defective 21/13
open)
idle switch -Pedal unit exchange, if 21/12 and
558/12 11712 closed (GAS2 + GAS1
(analog pedal) defective 21/13
closed)
cruise control
- check wiring 18/04 and
599/12 11812 switch CC+ both switches closed
- check cruise control switch 18/05
and CC-
cruise control
- check wiring 18/04 and
601/12 11912 switch CC+ both switches closed
- check cruise control switch 18/05
and CC-
power supply
620/3 12103 analog pedal voltage too high - supply voltage > 5,2 V. 21/09
(AFP+)
power supply
620/4 12104 analog pedal voltage too low - supply voltage < 4,8 V. 21/09
(AFP+)
- check wiring (engine CAN)
CAN link - check configuration:M R
625/2 12202 no communication with M R -
ADM 2 - M R parameter (../..) and ADM 2
parameter 1/01
to be set to equal
functionality (0ne wire
capability)
108 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
ADM2 ADM2
(J1939) (k-line)
S PN/FMI
- check configuration:
CAN link M R parameter (../..) and
625/14 12214 one wire mode -
ADM 2 - M R ADM 2 parameter 1/01
to be set to equal
functionality (0ne wire
capability)
629/12 12312 ADM 2 internal error - -
- check wiring
677/5 13305 output relay 1 open circuit 15/12
- check relay 1
- check wiring
677/6 13306 output relay 1 shorted to ground 15/12
- check relay 1
grid heater: no increasing - check wiring
- check relay 2
730/0 13900 output relay 2 boost temperature after 15/09
- check grid heater
activation
grid heater: - check wiring
730/1 13901 output relay 2 relay permanently - check relay 2 15/09
closed
730/2 13902 output relay 2 relay permanently - check relay 2 15/09
closed
voltage too - check wiring
730/3 13903 output relay 2 high or shorted to battery 15/09
voltage
voltage too low or shorted
730/4 13904 output relay 2 - check wiring - check relay 2 15/09
to ground
- limit values for the supply
voltage of
remote pedal the HFG: M inimum value:
974/2 14202 supply voltage out of range 18/17
HFG 4,8 V and
maximum value: 5,2 V.
TKU-D 01100-5 EN 4009 109 (280)

POWERPACK LH209L
ADM2 ADM2
(J1939) (k-line)
S PN/FMI
remote pedal
974/3 14203 high or shorted to battery - check remote pedal 18/18
HFG
voltage
remote pedal voltage too low or shorted - check wiring
974/4 14204 18/18
HFG to ground - check remote pedal
- check wiring
1004/3 14403 output relay 4 open circuit 18/01
- check relay 4
- check wiring
1004/4 14404 output relay 4 shorted to ground 18/01
- check relay 4
output
PWM pedal
1005/3 14503 open circuit -check wiring. 15/05
supply or
transmission
output
PWM pedal
1005/4 14504 shorted to ground - check wiring. 15/05
supply or
transmission
exhaust brake - check wiring
1006/3 14603 valve open circuit - check exhaust brake valve 15/06
M BR_BK
exhaust brake
- check wiring
1006/4 14604 valve shorted to ground 15/06
- check exhaust brake valve
M BR_BK
- PGN ETC1 was received
J1939 CAN- CAN identifiers ETC#1 or
639/2 14902 only once and did not
interface ACC#1 missing
disappear.
PWM
1015/1 15001 accelerator no supply voltage - check wiring 15/05
pedal
PWM - check wiring
both signals missing (GAS1
1015/2 15002 accelerator - Pins 21/13, 21/12, 15/05 ,
and GAS2)
pedal 21/14.
110 (280) TKU-D 01100-5 EN 4009

LH209L POWERPACK
ADM2 ADM2
(J1939) (k-line)
S PN/FMI
PWM
- check wiring
1015/3 15003 accelerator signal GAS2, not available
- Pins 21/13, 15/05 , 21/14.
pedal
PWM
- check wiring
1015/4 15004 accelerator signal GAS1, not available
- Pins 21/12, 15/05 , 21/14.
pedal
PWM
accelerator pedal not - restart accelerator pedal
1015/5 15005 accelerator -
adjusted adjustment routine
pedal
PWM
idle position out of adjusted - restart accelerator pedal
range adjustment routine
pedal
PWM
accelerator pedal out of - restart accelerator pedal
adjusted range adjustment routine
pedal
General troubleshooting of the engine is presented in the

Mercedes-- Benz operating instructions manual.
CAUTION
TKU-D 01100-5 EN 4009 111 (280)

POWERPACK LH209L
112 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9. POWER TRAIN
4 2 5 3 5 5 1
1. Front axle 4. Torque converter

2. Rear axle 5. Driveshaft
3. Transmission
Power from the engine is transmitted directly from the engine to the torque converter. The
converter output shaft transmits the power via driveline to the transmission input shaft.
The transmission provides four forward and four reverse ranges which are electrically
selected.
The transmission output shafts transmit power via drivelines to the front and rear
differentials. The bevel gear and bevel pinion of each differential transmits power through
the differential to the free floating axles. The planetary final drive sun gears are splined
to the axles.
As the axles rotate, planet gears, mounted in the carrier, are forced to walk around the
stationary ring gear, imparting rotation to the differential carrier and the wheel to which it
is fastened.
TKU-D 01100-5 EN 4009 113 (280)

POWER TRAIN LH209L
9.2. Transmission hydraulics
TRANSMISSION COOLER FILTERS

CHARGING PUMP
SUCTION LINE FROM

TRANSMISSION SUMP
TO PUMP
GRAVITY DRAIN LINE TORQUE CONVERTER
The converter pump provides oil for charging the torque converter, controlling the range
transmission, and lubricating the transmission and converter. The pump is driven by a
splined shaft which is driven by a gear bolted to the torque converter impeller.
The transmission oil sump is located in the bottom of the transmission case. Oil, picked
up by the transmission oil pumps, flows through external lines to the pumps. From the
pump, the oil goes through a full flow filter into the transmission hydraulic control package.
Should the filter element become restricted or the oil extremely viscous, a bypass valve
in the filter opens. This allows the oil to bypass the filter element.
Valves in the hydraulic control package direct the oil flow to the transmission speed and
directional clutches. Oil not required to fill the clutches is routed directly from the pump to
the torque converter. The outer section of the double pump assembly only gives additional
oil for the converter charging. From the converter the oil flows through a cooler to the
lubrication of gearbox clutches and gears.
114 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.3. Transmission
9.3.1. Gear box
DANA SOH R 32421

Power shift transmission with modulation.
Four gears forward and reverse. Electric
gearshift control.
Oil filling capacity: 50l
Oil classification: See separate DANA
maintenance & service manual for
recommended lubricants.
When choosing the optimum viscosity
grade of fluid, duty cycle, preheat
capabilities, and/or geographical location
must be taken into consideration.
Note! Normal drain periods and filter
change intervals are for average
environmental and duty--cycle conditions.
Severe or sustained high operating
temperatures or very dusty atmospheric
conditions will cause accelerated
deterioration and contamination. For
extreme conditions judgment must be used
to determine the required change intervals.
Viscosity:
--20 _C...+ 15 _C SAE 10 APICD/SE or CD/SF
above + 0 _C SAE 30 APICD/SE or CD/SF
--50 _C...+ 60 _C SAE 5W--30 / 10W--30 API SM, SL
See the separate DANA Maintenance and Service Manual for further
information.
CAUTION
TKU-D 01100-5 EN 4009 115 (280)

POWER TRAIN LH209L
9.3.2. Gear selection
In the cabin there is an electric gear shift joystick buttons for selecting gears and drive
directions. The pressurised oil for valve group flows from the converter charging pump
through the transmission control cover. The control cover assembly consist of a valve
body with selector valve spools.
Neutral
With the engine running and the directional control in neutral position, oil pressure from
the regulating valve is blocked at the direction selector valve spool, and the transmission
is in neutral.
Forward 1st gear

When switching gear on, PLC controls the relay K151 which controls the solenoid valve
Y304 in the hydraulic control package. The direction selector valve spool moves and
directs the oil flow to the forward clutch and the speed selector valve spool directs the oil
flow to first gear clutch. First gear won’t engage if the parking brake is on.
Other speeds (forward)

Selection of higher gears is done by releasing pressure from speed range selector hoses,
respectively selecting second, third or fourth speed. Pressure changes will affect position
of speed range selector valve spool which is located in the transmission control cover. PLC
controls relays K152--K154 which are controlling the solenoid valves Y307--Y309 in the
hydraulic control package.
Reverse speeds
Speed selection is done in the same way as when driving forward. The only difference is
that line from direction selector valve to transmission control cover (rev) will be
pressurized (and line to forward end not pressurized) and will push the direction selector
valve spool to reverse position. When switching reverse gear on PLC controls the relay
K150 which controls the solenoid valve Y305.
Signal / valve Y304 Y305 Y307 Y308 Y309

Gear Forward Reverse 2. Gear 3. Gear 4. Gear
valve valve valve valve valve
Forward 4 X
Forward 3 X X
Forward 2 X X X
Forward 1 X X X X
Neutral X X X
Reverse 1 X X X X
Reverse 2 X X X
Reverse 3 X X
Reverse 4 X
116 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.4. Logic controlled gearshifting
9.4.1. Instructions to test logic controlled gearshifting in repairs and

maintenance.
When connecting power to already programmed logic controller, the signal led--lamps can
first flash a couple of times and the yellow STOP led will be on. After 3--5 seconds the
green RUN led will be on. SF and STOP leds should not illuminate or flash. I/O leds will
illuminate according input and output functions.
STATUS--LEDS:
LED STATUS FUNCTION
SF (red) on System fault, inside logic controller
RUN (green) on Program is running, OK
STOP (yellow) on Program is stopped, check the run/stop switch
I/O--LEDS:
Columns with I are indicating input status.
Columns with Q are indicating output status
LED STATUS FUNCTION
I00 on
I01 on Neutral switch on steering joystick
I02 on + switch on steering joystick (forward)
I03 on -- switch on steering joystick (backward)
I04 on
I05 on Parking brake
I06 on Speed (cardan)
I07 on Parking brake test button S036
I1.0 on RC selected (option)
I1.1 on Door closed, switch S147
I1.2 on RPM (engine)
I1.3 on RC_F forward (option)
I1.4 on RC_R reverse (option)
TKU-D 01100-5 EN 4009 117 (280)

POWER TRAIN LH209L
I1.5 on Declutch
I2.0 on Engine running
Q0.2 on Gear number display

Q0.6 on Engine start inhibit when gear on
Q1.1 on Power for emergency steering, on when RPM < 450
Q1.3 on Gear forward (K151, Y304)
Q1.4 on Gear reverse (K150, Y305)
Q1.5 on 2nd gear (K152, Y307)
Q1.6 on 3rd gear (K153, Y308)
Q1.7 on 4th gear (K154, Y309)
118 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.4.2. Troubleshooting
No function at all Supply voltage lost.

Leds wont illuminate. Fuse tripped. Check fuses.
Faulty grounding. Check ground links.
No function at all STOP/RUN switch is at Turn the switch to “RUN”
STOP led illuminates. wrong position. position, turn power off and
on and check again.
Program error. Reload the program.
Faulty controller. Change the controller.
No function at all Program error. Reload the program.
SF led illuminates. Faulty controller. Change the controller.
No function at all Damaged wire. Check all wire links in con-
Green RUN led illuminates troller.
Fuse tripped. Check the fuses.
Some function is missing Check from instructions that
all the required conditions
are fulfilled. (for example,
gears are not working if the
door is open.)
Some function is missing Check all the wiring and
(output is working) fuses affecting the circuit af-
ter output.
9.4.3. Restoring program and factory settings with a memory module
If you have to restore program or factory settings you can do that by using a separate
memory module. When the power is off, place the module to it’s place under a lid in the
logic controller. Switch the power on and wait about ten seconds until the STOP led turns
off and green RUN light illuminates. After that, turn power off and remove the memory
module. The program and factory settings are now restored.
Note: STOP / TERM / RUN switch must be in run position.
9.4.4. Restoring program and factory settings with a PC and programming

software
Restoring program is possible to perform with PC and an application program what is

available to get from Sandvik Mining and Construction. When using PC, needs to get a
Siemens STEP 7--Mocro/WIN32 programming software, a Siemens PC/PPI
programming cable and a suitable training from your local Siemens dealer.
TKU-D 01100-5 EN 4009 119 (280)

POWER TRAIN LH209L
9.4.5. General troubleshooting
Before checking on the torque converter, transmission and any allied hydraulic system for
pressures and rate of oil flow, it is essential that the following preliminary checks be made.
1. Check oil level in transmission. This must be done with oil temperatures of
82--93°C (180--200 F).
Function problem. Cause of function prob- Way of repairing.

lem.
Low clutch pressure. Low oil level. Fill to proper level.

Clutch pressure regulator Clean valve spool and hous-
valve spool stuck in open ing.
position.
Faulty charging pump. Replace pump.
Broken or worn clutch shaft Replace sealing rings.
or piston sealing ring.
Clutch piston bleed valve Clean bleed valves thor-
stuck open oughly.
Low converter charging Low oil level. Fill to proper level.

pump output.
Sump screen plugged. Clean suction screen.
Air leaks at pump intake Tighten all connections or
hose and connections or replace hose if necessary.
collapsed hose.
Defective oil pump. Replace pump.
Overheating. Worn oil sealing rings. Remove, disassemble, and

rebuild converter assembly.
Worn oil pump. Replace oil pump.
Low oil level. Fill to proper level.
Pump suction line taking air. Check oil line connections
and tighten securely.
Noisy converter. Worn coupling gears. Replace coupling gears.

Worn oil pumps. Replace oil pumps.
Worn or damaged bearings. A complete disassembly will
be necessary to determine
what bearing is faulty.
Lack of power. Low engine RPM at convert- Tune engine check gover-
er stall. nor.
See “overheating” and make Make corrections as ex-
same checks. plained in “overheating”.
120 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.5. Transmission cooling
TRANSMISSION
COOLING
HYDRAULIC
COOLING
9.5.1. Functional description
The transmission oil is cooled with one cooling cell. Hydraulic oil is cooled on the other
cooling cell. Cooling cells are cooled by the air flow produced by cooling fans. Pressure
relief valve V317 limits the hydraulic pressure entering the hydraulic motors, which rotate
cooling fans, to a maximum of 210 bar.
TKU-D 01100-5 EN 4009 121 (280)

POWER TRAIN LH209L
9.6. Torque converter
DANA SOH, C 5402

Transformation ratio: 3,14:1
Torque converter hydraulically multiplies engine torque. At high engine speed and low
vehicle speed, the torque converter automatically multiplies engine torque providing the
force necessary to get the unit moving faster. At higher vehicle speeds, no torque
multiplying is required and since the torque converter transmits engine torque at engine
speed less losses due to hydraulic inefficiencies.
Detailed information about Torque converter is presented in DANA maintenance and

service manual.
122 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.7. Wheels
Specification
4 pcs 20.5R25, VSDL Bridgestone
Other types of tyres are available for the user’s choice. In certain applications, the
productive capabilities of the truck may exceed the TKPH value given by the tyre
manufacturer.
Sandvik Mining and Construction recommends that the user consult their tyre supplier to
evaluate the conditions and to find the best solution for application.
Tyre pressure
Front: 625 kPa (6,25bar, 90 psi)
Rear: 400 kPa (4,0 bar, 58 psi)
Never remove, move or store a tyre that is inflated to full
pressurisation. During handling the tyre may burst and cause
serious injury or material damage. If the pressurised wheel has to
WARNING be changed, remove the valve and deflate some air out of the tyre
so that it just has enough air pressure to hold the rim parts firmly in
place before loosening the wheel nuts. A broken rim part under
pressure can fly apart and cause serious injury.
Danger of serious injury or death.

Tyre may burst during inflation.
Tyre inflation must always be done inside a tyre cage.
WARNING
Do not stand in front of the wheel during tyre inflation. Use an

extension hose, so that you are able to stand to one side.
WARNING
9.7.1. Removal of the tires
Rear tires
Install the frame locking bar before lifting machine and removing
the tyre.
WARNING

3. Raise the rear of the machine until the tires are just of the ground by using hoist
or jack.
TKU-D 01100-5 EN 4009 123 (280)

POWER TRAIN LH209L
Ensure that the blocks used for support have sufficient load
bearing capacity.
WARNING

blocks.
The rear axle is made to oscillate. During removal and installation

of the rear tires, the rear axle must be blocked to prevent the
machine from oscillating. Improper blocking of the rear axle can
WARNING result in personal injury.
5. Put wood blocks between the

oscillating cradle and the frame of
the machine on both sides to
prevent the axle from moving.
124 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
6. Lift the mud--guard to upright

position.
7. Deflate some air out of the tyre so
that it just has enough air pressure
to hold the rim parts firmly in place
before loosening the wheel nuts.
8. Support the wheel with a strap

against the lift. Remove the nuts of
the rear axle wheel (20 pcs UNF
3/4) and remove the tire.
Note! Tyre can also be removed by

using a fork lift truck:
Put the forks of the lift truck in
position under the tire. Fasten the
tire to the lift truck and remove the
nuts of the front axle wheel.
TKU-D 01100-5 EN 4009 125 (280)

POWER TRAIN LH209L
Front tires
the front tire.
WARNING
Ensure that the block used for support have sufficient load
bearing capacity.
WARNING

2. Raise the front of the machine until the front tires are just of the ground by using
hoist or jack.
Note! This can be done also with bucket using machine hydraulics.
block.
4. Deflate some air out of the tyre so

that it just has enough air pressure
to hold the rim parts firmly in place
before loosening the wheel nuts.
5. Use a lift truck to remove the tire.
Put the forks of the lift truck in
position under the tire. Fasten the
tire to the lift truck and remove the
nuts of the front axle wheel.
126 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.7.2. Installing the tires
1. Ensure that the mating surface of

the rim assembly is clean.
2. Use a hoist or a fork lift truck to put
the tyre in position.
Fasten the tyre to the forks of a
lfork ift truck.
3. Install the tyre fastening nuts (20
pcs UNF 3/4). Use tightening
torque 610 Nm (dry).
Tyre may overturn during handling.
WARNING
WARNING
Danger of serious injury or death. Tyre may burst during inflation. Tyre
inflation must always be done inside a tyre cage. Do not stand in front
of the wheel during tyre inflation. Use an extension hose, so that you
WARNING are able to stand to one side.
4. Inflate tires to recommended pressure.
TKU-D 01100-5 EN 4009 127 (280)

POWER TRAIN LH209L
9.7.3. Rim
Designation of rim
rim width
rim
flange rim flange
rim
base
bead---seat band
lock ring
bead seat locking key

(part of lock ring)
flange seal
* not required when mounting
new tyres flange driver
nominal flange seal *

DIA. O---ring
valve stem support

valve hole
Five piece fully tapered bead---seat rim with air

sealing O---ring gasket for earthmover
128 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.7.4. Structures and functions of the off--road tyre components
A tyre consists of the four primary components; carcass plies, beads, belts and tread, and
these four components are primarily responsible for the fundamental tyre characteristics.
The functions of the respective components are described in this section together with the
outlines of the special construction Off--the--Road tires.
1. Breakers
Extra layers of rubber--coated cord
2
are placed between the outer plies
and the tread to protect the plies,
preventing cuts from reaching the 3
1
ply cords and absorbing shock.
2. Thread
Different tread patterns are
employed according to the
particular usage of the tyre. These
patterns feature excellent traction, 6
longer serviceability and higher
resistance to cutting.
3. Sidewalls 4
Sidewalls are covers made of a
flexible rubber combound which 5
protect the sides of the tyre. They
are designed, under ordinary
usage, to cushion the plies from
shock and cutting, and to flex and
bend without cracking.
4. Inner liner
The inner liner is a rubber layer covering the inside of a tyre from bead to bead,
and corresponds to the tube of an ordinary tyre using a tube. It keeps the inflation
pressure constant, while reducing weight and simplifying maintenance by
eliminating the tube.
5. Plies
A tyre is composed of several layers of plies, which are coated on both sides with
a rubber compound. These layers maintain the inflation pressure of the tyre in
supporting the load. Composed of high--tensile nylon cords (H.T.NYLON), it has
greater resistance to heat, shock and cutting, adding to the durability of the tyre.
The term ”Ply Rating”, according to the TRA, is defined as follows: ”A given tyre
with its maximum recommended load when used in a specific type of service.
It is an index of tyre strength and does not necessarily represent the number of
cord plies in the tyre.
6. Beads
All plies are tied into bundles of steel wire. The beads are the parts which fit the
tyre perfectly on the rim, preventing the tyre from slipping out of the rim contour
while the vehicle is in motion.
TKU-D 01100-5 EN 4009 129 (280)

POWER TRAIN LH209L
Tubes and Flaps
The function of the tube is to retain air
under pressure within the pneumatic tyre.
The flap protects the tube from damage by
the rim or tyre beads.
O--Ring (rim packing)
This rubber ring prevents air from leaking
through gaps in the rim when the tubeless
tyre is inflated.
Steel breaker tyre
Steel breaker Off--the--Road tires feature
breaker material of the several patterns
which has been changed from nylon to
steel in order to resist cutting and cut Steel breaker tire
bursting.
Side Steel Breaker Tire
In this tire the steel--breaker extends to the
sidewall of the tire to protect it against
damage. The construction is similar to that
described above.
Steel Radial Tire
This tire consists of two parts; steel cord
plies arranged parallel to the cross
section, and a steel belt section
encompassing the tread cross section. Steel radial tire
The bead sections, which are bundles of
bead wire, are covered with especially
strong rubber chafers. The strong steel
cords of the carcass sustain the outer
forces of the load and inflation pressure,
while the tightened steel belts sustain the
circumferential forces. The overall
performance of the Off--the--Road steel
radial tires can be summed up as follows.
D Less generation of heat ensures
durability at high speeds
D Greater traction, floatation and
stability
Steel radial tyre, belt on carcass
D Greater resistance to cuts
D Higher ton--mile--per--hour rating
The advantages mentioned above result

from less distortion of the tread, even
contact with the ground end lower heat
built--up.
130 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.7.5. Tire Mounting and dismounting on rim
Only people who have been given specialised operation and service
training are allowed to perform operation, service, and adjustment
procedures. Read and ensure you understand the following
CAUTION instructions before servicing the equipment. To avoid potential
damage and injuries, carefully plan your work beforehand.
General mounting procedures: The following procedures are required for all
Tubeless Type tyres over 16” size, but are also applicable to smaller sizes.
Tyre may overturn during handling.
WARNING
Dismounting:
This can be done vertically or horizontally. Be sure to remove the valve core and deflate
completely before dismounting.
1. Ensure the tyre is fully deflated.
2. Use the proper tool and method

to drop the beads on the gutter
side of the rim. Be careful not to
damage the beads. (Fig. a)
Note! Slant the bead breaker about 10

degrees, so that it holds firmly. As it can
fly with lethal force, should it slip off, be
sure to stand to one side when applying
hydraulic pressure. Watch your fingers,
as bead braker and rams apply
Fig. a
pressure to bead flanges.
3. Remove the lock ring with the

proper tool. (Fig. b)
Fig. b
TKU-D 01100-5 EN 4009 131 (280)

POWER TRAIN LH209L
4. Remove the O--ring and discard
it (Fig.c).
Fig. c
5. Remove the bead seat band with

the proper tool (Fig. d).
Fig. d
6. Remove the rim flange from the

rim base. Loosen the bead on the
back side and take the tyre off of
the rim. (Fig. e)
Fig. e
132 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
Rim Inspection
Do not try to repair wheel parts by brazing, welding or reworking.

Replace damaged parts with new or corresponding parts of the same
CAUTION size, type and make.
D Check for rim damage, distortion and corrosion. Repair if necessary

D Clean rim, especially where the bead sits against the flange, where the flange
contacts lock ring sections, and gasket seat sections of the O--ring.
D A new O--ring should be used at each mounting. Never remount an old one.
D Consult the tyre manufacturer for necessary tools. Off--the--Road tyres require tyre
irons and a bead remover.
D Be sure to use rim parts of the same brand. Do not mix brands, or use a rim flange
of inappropriate size. Parts which have been damaged, that is, broken, bent or
clipped, can cause serious damage.
D The following points distinguish tubeless tyre mounting from tube type tyres used
on construction vehicles.
1. The presence of a rubber O--ring

inserted between the bead seat
and rim base for sealing.
2. The lack of a rim base valve slot.
3. The tapered one--piece bead
seats band cannot be divided.
4. No rim pockets for bead
dropping.
TKU-D 01100-5 EN 4009 133 (280)

POWER TRAIN LH209L
Vertical Mounting:
1. Clean the rear flange first and

insert it into the rim base until it
reaches the back flange. Make sure
the rear flange boss (drive lug) fits
into the rim base groove. Fix the rim
with a regular valve. (Fig. f)
Fig. f
2. Mount the tyre onto the rim base, by

pushing as close as possible to the
back flange. Check that the rear
flange drive lug fits snugly into the
rim base back flange groove. Then
fix the front flange to the rim base so
that the drive lug on the flange is
about 5 inches in a clockwise
position from the drive lug slot on
the rim base and put it in between
the flange and the rim base. Line up
the drive lug in the flange, the drive
lug slot in the tapered bead seat
band and push the outside tyre
beads so that the O--ring grooves
and lock ring appear. (Fig. g)
Fig. g
3. Set the flange and tapered bead

seat band in position and insert the
lock ring. Tap with a hammer to
check that the lock ring drive lug fits
into the rim base groove. Line up all
slots and drive lugs. Use a lead or
brass hammer to shift any parts
when necessary. (Fig. h)
Fig. h
134 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
4. Install a new O--ring (never use an old one as it becomes seriously distorted in
making a seal). Lubricate it with soap (or other solution recommended by the
manufacturer) and slip the ring into the O--ring groove first; hold it tightly with
both hands during this operation. Do not turn or twist it when inserting into the
groove.
5. Draw the tapered bead seat band and front flange together until they touch the
lock ring. Check that rims are correctly assembled before inflating the tyre. To
fix the beads securely to the rim, inflate all 35” and smaller tyres to 5 bar (75 PSI)
and larger tyres to 6.2 bar (90 PSI,) then reduce to recommended cold starting
pressure.
6. Be sure to stand to one side when tapping lock rings with a hammer during the
first stage of inflation. Should a lock ring fly off, it as well as other parts flying off,
could cause very serious injury.
Note! Do not inflate tyres either multi--piece rim unless the wheel is behind a suitable
restraining device or placed in a tyre in a tyre inflation safety cage. During tyre inflation,
do not stand in front of the wheel assembly. Use an extension hose so that you can stand
on one side.
Never remove, move or store a tyre that is inflated to full pressurisation.

They should have only just enough air pressure (70kPa) to hold the rim
parts firmly in place. During handling the tyre may burst and cause
serious injury or material damage. A broken rim part under pressure
WARNING
can fly apart and cause serious injury.
TKU-D 01100-5 EN 4009 135 (280)

POWER TRAIN LH209L
Horizontal Mounting:
This method is similar to vertical

mounting except for the following points:
1. The rim base should be placed on a

wood or metal block with the lock
ring groove facing upward. Allow
enough space so that the tyre will be
on the floor after it is mounted on the
rim. The block must not get in the
way of the rear flange; in other
words, the blocks should not extend
more than 1/2 inch beyond the rim
base.(Fig. i)
2. On some tyres hoisting is
necessary to bring the bead seat
band into contact with the tyre. Fig. i
Inflate the tyre in the hoisted
position.
136 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.8. Axles
9.8.1. Technical data

Type Dana, 19 D 2748 Posi--Stop
Oil classification MIL--L--2105 C
Oil capacity / axle 44l
Oil viscosity above --25 _C SAE 80W/140
above --12 _C SAE 85W/140
See the separate Dana axle manual for further information.

CAUTION
TKU-D 01100-5 EN 4009 137 (280)

POWER TRAIN LH209L
9.8.2. Planetary hub and differential oil change
Draining is best accomplished immediately after the vehicle has been operating. The
lubricant is then warm and will flow freely allowing full drainage in minimum time. This is
particularly desirable in cold weather.
Remove plug at bottom and at top of axle

housing and allow sufficient time for
lubricant to drain. With planetary wheel
ends, rotate wheel until filler hole is down.
Remove plug and allow sufficient time for
draining. Be sure planet cover oil level hole
is in proper position when refilling wheel
ends.
Always ensure that the arrow is in down
position when checking oil level in planetary
hubs. Refer to the picture.
Note! When filling the axle housing and planetary wheel ends, allow enough time for
lubricant to flow through the various components in the differential, planetary housing.
After filling is completed, allow a few minutes for lubricant to attain its level and recheck
each wheel end and the axle center. Always ensure that the arrow is in down position when
checking oil level in planetary hubs. Add lubricant if necessary.

CAUTION
138 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.8.3. Tightening torques of power train flanges and bolts
Tightening torques
UNF 3/8 . . . . . . . . . . 45 Nm M10 . . . . 49 Nm
UNF 1/2 . . . . . . . . . . 110 Nm M12 . . . . 85 Nm
U--shaft bearing M20 . . . . . . . . 410 Nm
9.8.4. Removal of the rear axle
the rear tire.
WARNING

3. Raise the rear of the machine until the rear tires are just of the ground by using hoist
or jack.
Ensure that the blocks used for support have sufficient load
bearing capacity.
WARNING

blocks.
TKU-D 01100-5 EN 4009 139 (280)

POWER TRAIN LH209L
The rear axle is made to oscillate. During removal and installation
of the rear tires, the rear axle must be blocked to prevent the
machine from oscillating. Improper blocking of the rear axle can
WARNING result in personal injury.
5. Put wood blocks between the

oscillating cradle and the frame of
the machine on both sides.
6. Lift the mud--guard to upright

position.
7. Remove the rear tires. See section
“Removal of the tires”.
140 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
8. Open the fastening screws of the bottom plates (8 pcs M16x40 8.8) and remove
the plates. Use extreme caution when removing bottom plates, plates are heavy.
9. Open the gravity drain line hose connection from the gear box and torque
converter. Plug the open ends of the hose, the gear box and the torque converter.
Remove the hose.
TKU-D 01100-5 EN 4009 141 (280)

POWER TRAIN LH209L
10. Before removing the cardan shaft,
support the cardan shaft against
the frame with a lifting strap. Mark
the flanges for ease of
re--installation.
11. Open the flange joint of the cardan
shaft by opening the fastening
screws 8 pcs. ( UNF 3/8x1 1/4 8.8).
Use the brake releasing pump to
release the brakes if necessary.
Note! Refer operators manual how
to use brake releasing pump safely.
Releasing the brakes makes
cardan shaft removal easier by
allowing free rotation of the cardan
shaft.
12. After the cardan shaft removal,
turn the ignition switch on “0”
position for depressurising the
brake system.
13. Open the hydraulic hose
connections from the manifold.
Plug the open ends of the hoses
and the manifold.
14. Disconnect all lubrication hose

connections from the oscillating
cradle assembly.
15. Attach a suitable jacks or lifting
device to the rear axle assembly to
support the axle weight.
Note! The weight of the rear axle
assembly is approximately 2100
Kg.
142 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
16. Remove 28 screws (M16x130

8.8) that hold the oscillating
cradle and rear axle to the rear
loader frame.
17. Push oscillating cradle rear pin all

the way into the cradle
cross--beam.
18. Lower the rear axle assembly and
pull it out from the side of the frame
by using the jacks and lifting device.
TKU-D 01100-5 EN 4009 143 (280)

POWER TRAIN LH209L
19. Open the brake line connections (1.) from the axle hubs and manifold. Open the
brake line clips (2.).
2
3
20. Open axle fastening stud bolts (3.) 8 pcs. (UNF 1) and mounting plate bolts (4.).
144 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.8.5. Installing the rear axle
1. Clean the mounting surfaces on the rear axle housing, oscillating cradle and
cardan shaft flange. Inspect that mounting surfaces are flat and undamaged.
2. Check the condition of all fastening bolts and screws. Replace if necessary. Note!
Lock nuts must always be replaced if they are detached.
3. Position the rear axle onto the oscillating cradle by using hoist.
4. Assemble nuts and to one end of
lubricated stud bolt 8 pcs. (UNF 1). (A) 500 Nm
Fasten nuts together to 500 Nm.
(B) 1000 Nm
Attach axle fastening pin bolts to
the axle (3.).
First tighten the lower axle

fastening nuts (A) to torque 1000
Nm (lubricated). Finally tighten the
upper axle fastening lock nuts (B)
to torque 500 Nm (lubricated).
5. Attach the mounting plate bolts (2.)
8pcs. (M24x100 8.8).
6. Attach the brake line connections
to the axle hubs and manifold (1.). C
Attach the brake line clips.
7. Use a suitable jacks and lifting
device to position the rear axle
assembly
Notice! The weight of the rear axle
assembly is approximately 2100 500 Nm
Kg.
1000 Nm
TKU-D 01100-5 EN 4009 145 (280)

POWER TRAIN LH209L
8. Push oscillating cradle rear pin all
the way in the cradle cross beam.
9. Lift the oscillating cradle near frame

cross beams and fasten the front
pin to frame with bolts (M16x130
8.8 210 Nm 14 pcs.) Press rear pin
to frame cross beam and fasten pin
with bolts (M16x130 8.8 210 Nm 14
pcs.).
10. Attach the hydraulic hose

connections to the manifold.
146 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
11. Attach the rear cardan shaft by

tightening the fastening screws 8
pcs. (UNF 3/8x 1 1/4 8.8) of the
flange joint to the torque of 45 Nm
(dry). Ensure correct alignment.
cardan shaft installation easier by
shaft.
12. Attach the lubrication hose connections to the manifold.

13. Install the gravity drain line hose following through the rear frame and oscillating
cradle. Attach the hose connections to gear box and torque converter.
TKU-D 01100-5 EN 4009 147 (280)

POWER TRAIN LH209L
14. Attach the bottom plates and fastening screws (8 pcs M16x40 8.8).
Note! Use extreme caution when installing bottom plates, plates are heavy and
can cause injury if dropped.
15. Bleed the brakes.

16. Ensure that the mating surface of the rim assembly is clean.
17. Install the rear tires. See section “Installing the tires”
148 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.8.6. Removal of the front axle
the front tire.
WARNING
Ensure that the block used for support have sufficient

loadbearing capacity.
WARNING

WARNING
2. Raise the front of the machine until the front tires are just of the ground by using
hoist or jack.
Note! This can be done also with bucket using machine hydraulics.

block.
4. Raise the boom and install the

boom support bars. See chapter
“Frame structures”.
5. Remove the front tires. See section
“Removal of the tires”
TKU-D 01100-5 EN 4009 149 (280)

POWER TRAIN LH209L
6. Before removing the cardan shaft,
support the cardan shaft against
the frame with a lifting strap. Mark
the flanges to ease of
re--installation.
7. Open the flange joint of the front
cardan shaft by opening the
fastening screws 8 pcs. (UNF 3/8x
1 1/4 8.8). Use the brake releasing
pump to release the brakes if
necessary. Releasing the brakes
makes cardan shaft removal easier
by allowing free rotation of the
cardan shaft.
8. Open the brake line connections.
Plug the open ends of the pipes and
the axle connectors. Remove the
brake pipe fastening clips.
9. Remove the brake temperature
sensors and plug the ports (If
installed).
10. Fasten a lifting strap and the

overhead hoist to front axle ends.
Support the weight of the front axle.
Notice! The weight of the rear axle
Kg.
11. Open axle fastening stud bolts
4pcs. (UNF 1 1/4x350).
2pcs. (UNF 1 1/4x410).
2pcs. (UNF 1 1/4x460).
150 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.8.7. Installing the front axle
1. Clean the mounting surfaces on the front axle housing and front frame.
2. Check the condition of all fastening bolts and screws. Replace if necessary.
Note! Lock nuts must always be replaced if they are detached.
3. Fasten a lifting strap and the (1) 500 Nm
overhead hoist to front axle ends.
4. Put front axle in position under the (2) 1000 Nm
front frame.
Note! The weight of the rear axle
Kg.
5. Assemble nuts (1) and (2) to one
end of lubricated stud bolt 8 pcs.
(UNF 1 1/4). Fasten nuts together
to 500 Nm. Attach axle fastening
stud bolts to the axle.
First tighten the lower axle

fastening nuts (1) to torque 1000
Nm (lubricated). Finally tighten the
upper axle fastening lock nuts (2) to
torque 500 Nm (lubricated).
6. Attach the brake line connections
and brake pipe fastening clips.
TKU-D 01100-5 EN 4009 151 (280)

POWER TRAIN LH209L
7. Attach the front cardan shaft by

tightening the fastening screws 8
pcs. (UNF 3/8x 1 1/4 8.8) of the
flange joint to the torque of 45 Nm
(dry). Ensure alignment is correct.
cardan shaft installing easier by
shaft.
Note! Remember to attach the
brake line connections before
releasing the brakes.
8. Bleed the brakes.
9. Ensure that the mating surface of
the rim assembly is clean.
10. Install the front tires. See section
“Installing the tires”.
152 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.8.8. Disassembling axle ends
2. Ensure that the boom is resting on stops and bucket is on ground.
WARNING
Do not go under the machine until safety stands are in place.
WARNING
Ensure that the block used for support have sufficient loadbearing
capacity.
WARNING
4. Jack the front wheels off of the ground and position safety stands under the main
frame.
5. Jack the rear wheels off the ground and position safety stands under the rear
frame.
6. Remove the wheels. Wheel removal is presented in chapter Powertrain, section
wheels.
7. Position a waste oil container under the final drives. Remove the drain plug.
8. Position a waste oil container under the brake assemblies. Remove the drain plug
to drain flushing oil.
9. Disassembly of the wheel ends is presented in Dana axle manual.

CAUTION
9.8.9. Assembling wheel ends
CAUTION
After wheel end assembly, refit the wheels and remove the machine from safety stands.
TKU-D 01100-5 EN 4009 153 (280)

POWER TRAIN LH209L
9.9. Cardan shafts
FLANGE
YOKES
9.9.1. General Maintenance and Inspection
The following procedures are required for all cardan shafts:
D When cleaning cardan shafts, do not use aggressive chemical detergents or

pressurised water or steam jets because the seals may be damaged and dirt or
water may penetrate.
D The faces and the centering diameter of the shaft flanges and companion flanges
must be free of dust, grease or paint to guarantee a safe connection.
D Check position of yokes of the shaft. Observe the arrow markings. They must be
in alignment. The splines are fitted to one another and must not be exchanged or
distorted.
D Use nuts and bolts of the precised quality (strength).
D Lock nuts must always be replaced if they are detached.
D Check the flange bolts for tightness and retighten them with the prescribed torque.
D Clean the grease nipples before re--lubricating.
D Do not use molycote paste or any other grease on the bolts and nuts.
Nut tightening torque
D UNF 3/8 . . . . . . . . . . 45 Nm
Whenever people or material might be endangered by rotating cardan

shafts, the user must take for the relevant safety precautions.
WARNING
See the separate DANA cardan shaft installation and maintenance

manual for further information.
CAUTION
154 (280) TKU-D 01100-5 EN 4009

LH209L POWER TRAIN
9.9.2. Removing the cardan shaft

Be careful when handling the cardan shaft. Free pivoting flange
yokes may cause injuries.
WARNING
See also the separate DANA cardan shaft installation and

maintenance manual for further information.
CAUTION
2. If converter driveline must be removed, following measures must be done.
D Lift the covers on the top of the machine and secure them back or completely
remove them from the machine.
D Support cardan shaft cover using a hoist.
D Remove the cardan shaft cover by opening the fastening screws.
3. Before opening the flange joint fastening screws, support the cardan shaft with a
hoist. Mark the flanges to allow for correct alignment when re--fitted.
4. Use the brake releasing pump to release the brakes if necessary. Releasing the
brakes makes cardan shaft removal easier by allowing free rotation of the cardan
shaft. Refer Operators manual how to use safely brake releasing pump.
Note! Do not turn the joints of the cardan shafts with crowbar because this may
damage the grease nipples and U--joints.
5. Open the flange joint of the cardan

shaft by opening the fastening
screws.
6. Lift out the cardan shaft using a
hoist.
Note! Cardan shafts should be
transported in a horizontal position.
For non--horizontal transportation
additional precautions must be
taken to prevent the splined parts
from separating.
TKU-D 01100-5 EN 4009 155 (280)

POWER TRAIN LH209L
9.9.3. Installing the cardan shaft
Be careful when handling the cardan shaft. Freely moving flange
yokes may cause injuries.
WARNING
See also the separate DANA cardan shaft installation and maintenance
manual for further information.
CAUTION
1. Clean all the flange joint mounting surfaces. The faces of the shaft flanges and
companion flanges must be free of dust, grease or paint to quarantee a safe
connection.
2. Position the cardan shaft by using hoist. Check the arrow markings. Ensure correct
alignment.
3. Attach the flange joint fastening screws. The screws should be evenly tightened
crosswise with a torque wrench. Note! Lock nuts must always be replaced if they
are detached.
Use following tightening torque:
D UNF 3/8 . . . . . . . . . . 45 Nm
4. Use the brake releasing pump to release the brakes if necessary. Releasing the
brakes makes cardan shaft installation easier by allowing free rotation of the
cardan shaft. Refer Operators manual how to use safely brake releasing pump.
Note! Do not turn the joints of the cardan shafts with crowbars because this may
damage the grease nipples and U--joints.
156 (280) TKU-D 01100-5 EN 4009

LH209L GENERAL HYDRAULICS
10. GENERAL HYDRAULICS
10.1. Hydraulic oil
Hydraulic oils meeting DIN 51524--3 (HVLP) or ISO 6743--4 HV can be used
Hydraulic temperatures during normal operation.
40 -- 50 _C ISO VG 32
50 -- 60 _C ISO VG 46
60 -- 80 _C ISO VG 68
70 -- 90 _C ISO VG 100
Viscosity (cold start)

above --15 _C ISO VG 32
above + 0 _C ISO VG 46
above + 5 _C ISO VG 68
above +15 _C ISO VG 100
Filling capacity appr. 400 L
Factory filling oil: Shell Tellus T 68
TKU-D 01100-5 EN 4009 159 (280)

GENERAL HYDRAULICS LH209L
10.2. Hydraulic diagram
160 (280) TKU-D 01100-5 EN 4009

10.3. General hydraulic maintenance
Heat, dirt, and cavitation are the three main causes of hydraulic system failure. Probably
dirt is the worst of these three. Dirt in a hydraulic system has exactly the same effect as
it does in a fuel system. Most dirt is abrasive, and when it works its way into the hydraulic
system it results rapid wear of the components. It stands to reason that if dirt is kept out
of the hydraulic oil the various components of the hydraulic system will remain clean.
Thus, the problem is to keep the oil clean. This can be done following four basic
precautions:
1. Keep all hydraulic oil containers covered.

2. Use only equipment known to be clean when transfering oil from storage tanks to
hydraulic system tanks.
3. Set up and follow a definite maintenance program for filters and strainers.
4. Adjust or replace packing and seals when necessary.
Always remember that in addition to make the parts of heavy equipment to move,
hydraulic oil also provides lubrication and cooling for the hydraulic system components.
When dirt or water gets into the hydraulic oil, all three of these functions are affected.
Usually oil can become exposed to two types of contaminants:
1. Dirt which attacks the hydraulic oil from the outside. This includes dust, lint, rust,
and scale.
2. Soluble and insoluble products which form through oil additive deterioration.
The first group of contaminants can be controlled by taking the precautions outlined
above. Contamination resulting from the deterioration of hydraulic oil additives cannot be
completely controlled through preventive maintenance. We know, that the formation of
such contaminants is accelerated when the hydraulic system overheats. Therefore, when
overheating is prevented, the formation of soluble and insoluble products is reduced.
However, even under the most careful maintenance, contamination due to oxidation,
condensation, and the formation of acids causes the oil to become harmful to hydraulic
system components.
Therefore, most authorities agree that all of the hydraulic oil should be drained from the
system on a regular maintenance schedule. This is the only way to eliminate the
accumulation of deterioration products from the system. Therefore, it is always
recommended to follow manufacturers’ recommendations and suggestions offered by oil
company representatives.
TKU-D 01100-5 EN 4009 161 (280)

10.3.1. General troubleshooting
Start inspection of the hydraulic system at the beginning of the system and check the
operation of each part until the trouble is found. Once you have found the section in which
the trouble lies, it is merely necessary to locate the exact component in that section which
is not operating properly.
Keep in mind when servicing hydraulic system:

1. Hydraulic systems operate with a high line pressure. Sometimes it is necessary
to work on a line that is under pressure. If so, be careful. Shut down the machine
if possible.
2. Always use the correct tools. Some parts of the hydraulic system are easily
damaged, particularly if some makeshift tool is used when a precision tool is
required.
3. Use recommended service procedures. Don’t experiment until you are absolutely
sure you know what you are doing.
Funktion disturbance Cause of the funktion Way of repairing

disturbance
Noisy pump Air in system Check complete system for
air leaks and repair.
Cavitation (vacuum on the Check for restrictions on the
intake due of the pump due intake side of intake line,
to not enough oil) clogged pump, plugged air
vent in tank, and oil of too
high viscosity. Make
necessary repairs.
Worn pump Repair or replace pump.
No pressure in system Intake clogged Check system from tank to
pump. Be sure filters and
strainers are not clogged.
Low oil level Check oil level
Air leak in intake Check intake side of system
for leaks and correct
condition.
Oil viscosity too high If oil viscosity is too high,
some types of pumps cannot
pick up prime. Drain system
and refill w ith oil of proper
viscosity.
Faulty pump Repair or replace pump
162 (280) TKU-D 01100-5 EN 4009

10.3.2. Basic causes of hydraulic system failures
Three of the most common causes of hydraulic system failures are dirt, heat and
cavitation.
Dirt can do more damage than either heat or cavitation. However, heat and cavitation are
also deadly to any hydraulic system.
Excessive heat can also affect packing and seals and O--rings. If oil and air leaks form then
the effectiveness of the hydraulic system is quickly reduced. Dirt is able to get into the
system around damaged packing and seals, which further shortens the life of the system.
Normally, overheating can be prevented by following few simple rules:
1. Always use a hydraulic oil of proper viscosity. The use of an oil of greater viscosity
than that recommended, particularly in areas of low ambient temperatures, will
cause increased fluid friction and overheating.
2. Allways connect hoses and clip them into position according to manufacturers’
recommendations. Rerouting a hose too close to the unit’s transmission or engine
can cause the hose to overheat. This results in overheating of the hydraulic oil
passing through it. Also, avoid using undersized hoses and be sure to install the
hoses so that there are no sharp bends. These can increase friction and, as a
result, raise the oil temperature.
3. When pumps, cylinders, and other hydraulic system components become worn,
replace them. Worn parts allow excessive oil leakage which in turn requires the
pumps to operate at full output over long periods. This longer cycle increases the
length of time during which fluid friction is generated within system, increasing the
oil temperature.
4. Always keep the outside and inside of the hydraulic system clean. Dirt on the
outside of the system acts as an insulation and prevents normal cooling. Dirt on
the inside of the system causes wear which results in oil leakage. Either way, dirt
causes heat.
Excessive air in a system can usually be recognized by erratic and uneven operation of
the hydraulic system. Oil cavitation is also caused by excessive air in the system. It’s
simply a condition where air is mixing with the oil. When oil cavitates, it overheats.
To eliminate air:
1. Adjust and replace packings and seals when necessary. When replacing seals and
packings, use only those products recommended by the manufacturer.
2. When installing hoses, make sure they are properly supported. Vibrating hoses
can loosen connections and allow air to enter the system. Periodically check all
hose fittings and connections to make sure they are properly tightened.
If one or more of the components of a hydraulic system becomes faulty, hydraulic system
will slow down and become sluggish, or it will lose pressure. To locate a faulty component,
check the time it takes a hydraulic system to complete a cycle and the check to see if the
pressure output is normal.
TKU-D 01100-5 EN 4009 163 (280)

10.3.3. Checking hydraulic system for leaks
Leaks are a common symptom of more extensive troubles in a hydraulic system, the
subject is being emphasized here once again. Hydraulic system leaks can be classified
into two major types: external leaks and internal leaks.
External leaks
External leaks on the pressure side of a hydraulic system are easy to locate because of
the presence of hydraulic fluid. Watch over the various components of the hydraulic
system in order to identify and correct pressure leaks as soon as they start.
External leaks which occur on the intake side of the pump are much more difficult to detect.
To find out leaks, check all intake fittings and connections for leaks. Remember that
overtightening can be even more troublesome than undertightening. Manufacturers’
recommendations should be used as a guide. The number of Nm (or kpm) recommended
for tightening, will ensure a tight seal and yet not be so tight as to result in distortion of one
or both members.
Leaks on the intake side of the system can usually be detected by adding oil to the area
of the connection. If the pump noise caused by aeration discontinues either completely
or partially, you then know that you have found the connection where air is being taken
into the system.
Internal leaks
As the various components of a hydraulic system wear, internal leakage within the
components becomes more and more evident. As leakage increases, overheating will
become a problem. When this happens, other components of the system will begin to fail.
Therefore it is important that the hydraulic system be kept in good working order. Internal
leakage can usually be checked by either by--pass or draw tests.
164 (280) TKU-D 01100-5 EN 4009

10.3.4. Low temperature starting
Relatively hot oil should never be introduced into a cold pump since pump seizure may
occur from unequal expansion rates. Fluid temperatures should not exceed 22 _C over
the surface temperature of the pump upon introduction of the fluid. It is also quite important
on cold starting that load is removed from the pump until the fluid has achieved the
minimum viscosity requirements to prevent damage from internal cavitation. When the
recommended operation viscosity and temperature has been achieved, load may be
increased.
10.3.5. Prevent of cavitation formation
Excessive cavitation formation in the hydraulic fluid may occasionally become a problem,
particularly if this condition progresses to a point where an appreciable amount of
cavitation is drawn into the hydraulic pump. Froth is a highly compressible substance and
by affecting the output characteristics of the pump may produce irregular operation and
premature failure.
Causes of excessive quantities of cavitation in the hydraulic fluid will usually be found to
originate from one or more of the following:
D Oil level in the tank is too low so that air is being drawn by the pump into the circuit.
D A leak in the suction line joints.
D The use of an improper type of hydraulic medium or a fluid that is too viscous.
D Deterioration of the fluid or the presence of harmful contaminants.
D Water in the hydraulic circuit.
TKU-D 01100-5 EN 4009 165 (280)

10.3.6. Oil filters
Despite utmost care in the handling and dispensing of the hydraulic fluid it is probable that
some foreign particles will find their way into the hydraulic fluid. Because such particles
are apt to be abrasive in nature and as such will detract from both the operation and life
of the hydraulic pumps, motors and valves, it is recommended that a filter designed to
remove such contaminants be incorporated in all hydraulic systems.
Periodic replacement of fully contaminated filter media must be made to maintain overall
efficiency.
10.3.7. Servicing filters and strainers
When a filter becomes clogged, it can no longer do its job. Most hydraulic filter assemblies
are equipped with a by--pass valve which allows the oil to by--pass a clogged filter element.
Because of the by--pass valve, more and more hydraulic oil will by--pass around the filter
element as it fills up with dirt.
Filter elements should be replaced as per recommended intervals in maintenance
manual. Use only original parts.
Elements should be changed more often than recommended if conditions are severe.
10.3.8. Level of oil in tank
Maintaining sufficient oil in the hydraulic tank at all times is a significant factor in successful
operation.
Regular frequent inspections of the level should be made to guard against leakage and
to make prompt correction if it should occur.
If the oil level is neglected and allowed to fall too low, negative developments may occur.
1. If oil level falls too low, air may be drawn into the pump suction and contribute to
formation of froth. It may also cause noisy and irregular operation of the system
even though frothing does not develop.
2. Low oil level is likely to produce some increase in oil temperature due to the fact
that the system has lost heat dissipating capacity.
It will also increase the rate of oil oxidation and loss of initial properties.
166 (280) TKU-D 01100-5 EN 4009

10.3.9. Oil storage and handling

Ventilation is vital to the prevention of flammable liquid fires and
explosions. It is important to ensure that air flow through the storage is
constant and prevents the accumulation of any flammable vapors.
WARNING
To prevent the introduction of such impurities as dirt, water, lint into the fluid medium, the
following rules should be carefully observed:
1. Store drums on their sides and under protective cover. Water collecting on the top
of a drum, even though it is sealed, will gradually work its way through the bung
seals into the fluid.
2. Before opening a drum, clean the top carefully so that dirt will not fall into the fluid.
3. Inspect and keep clean all containers and equipment used for storage or
dispensing of hydraulic fluids.
4. Before adding oil to a hydraulic system, wipe off the fill plug with a clean, lint--free
cloth.
5. Make certain that the fluid tank is protected against the admission of contaminants.
Possible openings which may provide entrance and which should be checked
include fill plugs, inspection plates, vents, missing tank cover bolts and seals
around pipes which extend through the cover of the tank.
6. Use electric oil fill pumps, if fitted to machine. The use of the fill pump ensures the
oil is filtered as it enters the machine’s oil tanks.
Selecting the right hydraulic fluid is an important step in securing the maximum
performance and service life from hydraulic equipment. For normal conditions of
operation only oils of mineral base should be used for this purpose. Animal or vegetable
oils are unsuitable and their tendency to oxidize and thicken in service may foul the system
and damage components.
The hydraulic fluid must serve both as a lubricant to protect the rubbing surfaces of pumps
and fluid motors and as amedium for the efficient transmission of hydraulic pressure.
Other desirable characteristics are good rust prevention qualities, resistance to cavitation.
Proper body or viscosity of the hydraulic fluid is an important physical property which must
be suitable for the requirements of hydraulic units to assure efficient operation. The
correct viscosity will also be influenced by the temperature and pressure at which the
system operates.
TKU-D 01100-5 EN 4009 167 (280)

10.4. Hydraulic oil tank
The machine is equipped with a 400 l hydraulic oil tank.

Three suction screens and replaceable return filters for hydraulics and brake flushing are
inside the tank. The return filters back pressures can be checked from pressure gauges
located in front of the operators cabin.
Two big sight glasses in the tank front make the checking of oil level easy. The oil level
must be between the sight glasses when bucket is on ground when the oil is cold. At
operating temperatures the oil level must be seen in upper sight glass.
The suction pipes have their own covers (9). The suction screens (7) are located just
under the covers (9) and can be cleaned and checked without removing the tank top cover
or tank inspection hole cover.
A hose (6) with drain tap (5) is installed to the tank bottom to make the oil draining easier
and cleaner. To clean the oil tank the top cover (10) and inspection hole cover (4) must
be removed.
Tightening torque for the top cover fastening bolts is 80Nm.
9 7 1 2
9 2
10 9 1 8
4 6 5
1. Tank breather 6. Drain hose

2. Return oil filter (bucket & steering) 7. Suction screen
3. Sight glasses 8. Return oil filter (brake flushing)
4. Inspection hole cover 9. Suction screen covers
5. Drain tap 10. Hydr. tank top cover
168 (280) TKU-D 01100-5 EN 4009

10.4.2. Functional description of components
Return filter Z306 (1.)
The return filter cleans the hydraulic oil

returning to the tank. Filtering capacity
β10=75. The return filter is equipped with 1
a magnetic filtration. Magnetic filtration is
effective on full flow, even during by--pass.
Spring-- loaded non-- return valve
Non--return valve allows the hydraulic oil
returning to the tank past the filter when
the pressure on the primary side of the
filter is more than 1,6 bar greater than the
pressure on the secondary side. If the
hydraulic oil is cold, viscosity is higher and
by--pass valve may open easier.
Temperature sensors B301
The temperature sensors measures the
temperature of the hydraulic oil.
Limit sensors S312 (option)
The limit sensor indicates critical low level
in the hydraulic oil tank.
Limit sensors S356 (option)
The limit sensor indicates too low level in
the hydraulic oil tank. Stops the engine.
10.4.3. To change element Z306

1. Remove filter cover (1).
2. Pull element (2) off adapter.
3. Push new element onto
adaptor.
4. Refit cover.
5. Bleed the system. See section
changing oil in hydraulic
system.
Check for leaks from filter.
6. Check tank level and fill if
necessary.
TKU-D 01100-5 EN 4009 169 (280)

10.4.4. Changing oil in hydraulic system
The preferred time for draining the tank and changing the oil is after the system has been
operating for a period or at the end of a day’s run when the hydraulic fluid is thoroughly
warmed up. By draining when the oil is warm and immediately after the system is stopped,
the used oil will usually carry off the greatest quantity of impurities. It is also good practice
to flush the tank and system for further removal of impurities before the fresh change of
hydraulic fluid is introduced. We recommend that the regular hydraulic oil be used for
flushing and the oil be circulated for 30 minutes or more by running the pumps. When
system is noticeable dirty, a small quantity (5 to 10 %) of petroleum solvent (such as
Mobisol A) may be added to the flushing charge to help loosen up impurities in the system.
Pumps may then need to run a longer period to secure the desired cleaning action.
See Maintenance manual for service information.
CAUTION
Be careful when draining hot oil. Wear suitable protective gloves,

protective clothing and safety goggles when handling oil.
WARNING
170 (280) TKU-D 01100-5 EN 4009

1. Make sure that the hydraulic system is at operating temperature. Oil flows more
freely when hot and carries away more dirt and foreign material with it.
2. Remove the cap, Open the tank 3 4

drain tap (1.) and pump the
hydraulic oil from the tank to a large
container.
3. Remove all strainer, breather and
filter assemblies (2, 3 and 4) from
the tank as well as sediment traps
or magnets.
1
2
4. Clean the inside of the tank. If it is difficult to clean the tank, use a mixture of five
parts of fuel oil to one part of clean lubricating oil. Be sure to flush out the bottom
of the tank. Make sure that all of the flushing solution is removed from the tank.
5. Thoroughly wash the tank exterior with cleaning solvent.
6. Assemble all of the components removed from the tank.
7. Reconnect all hoses and fittings previously disconnected.
8. Replace all filter elements and breather element with new ones.
9. Close the tank drain tap. Make sure that the tank drain plug and all plates and
components have been installed and properly tightened.
10. Refill the hydraulic oil tank to

recommended level. Oil level
should be between the sight
glasses (at operation temperature
oil level should be seen in the upper
sight glass).
TKU-D 01100-5 EN 4009 171 (280)

11. Prime the suction lines with hydraulic oil.
12. Open the pump pressure line and check that there is oil in the pump. Close the
pressure line.
13. Make sure that all of the hydraulic system control joysticks are in the neutral
position.
14. Start the engine and allow it to run at idle speed for a 5 minutes.
15. Bleed the air from the suction lines

by opening the bleeding plugs.
When all air is bleeded through the
plug close the plug.
16. Position the control joysticks to raise bucket position and turn the machine from
left to right. This will fill the bucket and steering cylinders with hydraulic oil.
17. Operate the bucket and steering through their complete cycles a few times. This
will “bleed” the system of trapped air through the tank breather. Repeat this step
until the machine movements are functioning normally. This will indicate that all air
has escaped from the system.
18. Add enough hydraulic oil to the tank to bring the level once again to the
recommended mark. Oil level should be seen in the upper sight glass when bucket
is on ground and machine is at operation temperature.
19. Repeat steps 17 to 18 until you don’t have to add hydraulic oil anymore.
20. Carefully check all connections in the hydraulic system for leaks. Make sure that
the tank filter cap has been replaced and is secure.
172 (280) TKU-D 01100-5 EN 4009

If the system is extremely dirty, or the pump or some other component has failed so that
metal particles have been circulated through the system, more drastic cleaning measures
must be taken.
In addition to draining and cleaning the tank and tank components, including all filter
elements, the following steps are recommended:
1. After disconnecting all hose connections from each of the components, blow out
the hoses thoroughly, using compressed air.
2. Remove the pump, cylinders, control valves, and all other hydraulic components.
3. Disassemble and thoroughly clean components.
4. Thoroughly flush all of the hoses and the tank with clean hydraulic oil.
5. Assemble and install each of the hydraulic components.
6. Fill the system with hydraulic oil. Oil level should be between the sight glasses (on
cold oils).
7. Bleed the suction line as described above.
8. Operate the system through several cycles to flush out any remaining dirt or metal
particles.
9. Drain the entire system.
10. Once again clean the screens and strainers in the tank and replace all filter
elements and breather element with new ones.
11. Fill the system with new hydraulic oil, bleed the suction line as described above.
Oil level should be between the sight glasses when bucket is on ground (at
operation temperature oil level should be seen in the upper sight glass).
TKU-D 01100-5 EN 4009 173 (280)

10.4.5. Repairing the tank
The tank should be cleaned from time to time as outlined in “Changing Oil in Hydraulic
system”.
Hits from i.e rocks can damage the hydraulic oil tank and cause cracks. A crack may form
also in one of the tubes or baffles in the tank. When this happens, the tank must be
repaired. If the crack can be welded, there are certain safety precautions that you should
take. Although hydraulic oil is not an explosive, it is combustible. Therefore, before
welding a crack in the tank, proceed as follows:
the main switch before welding.
WARNING

welding. Make sure that the machine and its surroundings are clean
and fireproof. Remove flammable materials from welding area or
WARNING shield from sparks, heat. Keep a fire extinguisher in the welding area.
Keep a fire watch in area during and after welding.
1. Thoroughly drain all hydraulic oil from the tank and system.
2. Remove all of the strainers and other removable parts from the inside of the tank.
Then, clean the tank thoroughly. This can be done adequately with steam. Avoid
the use of such toxic cleaners as carbon tetrachloride. If chemicals of any type are
used, be sure to clean the tank in well ventilated area and wear protective clothing
and goggles.
3. After cleaning the tank, but before welding, fill the tank with a noncombustible
material such as carbon dioxide gas or nitrogen to prevent the possibility of injury
from explosion. If neither of these gases are available, use clean water.
Note! Never use oxygen, for it supports combustion even better than air does.
4. After completing the welding operation, remove all traces of the noncombustible
material which was put in the tank to prevent an explosion.
174 (280) TKU-D 01100-5 EN 4009

10.5. Suction lines
Suction lines consist of hoses and main suction pipe. The main suction pipe leads the oil
from top of the receiver to the pumps through the hoses. Brake release pump unit and
emergency steering pump unit has separate suction pipes which are separately
connected to the receivers.
Always bleed the air from the suction line when the line has been opened, hydraulic oil
is changed or the pump has been replaced. Bleed the air from the suction lines by opening
the bleeding plug.
TKU-D 01100-5 EN 4009 175 (280)

10.6. Hoses and tubing
In order to prevent leakage, vibration, and abrasion of lines and hoses, and also to provide
a neat, orderly hydraulic system, certain rules should be followed when replacing hoses
and lines:
1. Replace lines and hoses in the same positions they were before removal.
Equipment manufacturers put a lot of effort and planning into routing all lines so
that they will not be exposed to excessive vibration and abrasion.
2. Avoid sharp bends in hoses and tubing. Sharp bends in hydraulic lines of any type
act as restrictions and cause overheating. When you are installing a hose line
where it must be bent, always check the minimum bend radius with the
manufacturer’s catalog. The figure listed will be for nonflexing applications. If the
manufacturer’s specification is not available, a rule of thumb is to avoid bending
the hose to a radius smaller than ten times the outside diameter of the hose.
In areas where hose flexing will occur during operation of the equipment, a larger
minimum bend radius is necessary. When installing tubing or piping, the ideal bend
radius is 2 to 3 times the inside diameter.
3. Never overtorque swivel nuts. They need only to be tightened firmly. Giving a
swivel nut that extra turn beyond this point can cause damage to the swivel nut and
to the sealing surfaces.
4. Keep lines as short as possible. The longer the line, the more there is internal
resistance. Therefore, avoid replacing lines with new ones that are longer than the
originals. On the other hand, do not try to shorten lines to the extent that you must
use bends which have a radius that is smaller than the recommended minimum
in order to make them reach the point of connection. Measure the original line
carefully, taking into account all bends. Then replace it with a line of the same
length. One thing that should be kept in mind when installing hoses is that they
have a tendency to decrease in length somewhat when pressurized. Therefore,
it is important never to cut a hose so short that when it is installed between two
points it has no bend whatsoever. In other words, allow a slight bend so that the
hose can shorten somewhat in length when it is pressurized.
5. Use proper clamps, adapters, and fittings. This is important for several reasons.
If brackets are not used to support hoses as recommended by the manufacturer,
abrasion will result from hoses rubbing against each other and against various
parts of the equipment. This shortens the life of the hoses, resulting in premature
replacement. Be sure that hose clamps are the correct size. Be sure to use only
recommended fittings. If the fittings do not match the hoses exactly, restriction or
leakage will be the result.
6. Use the proper tools. Never use such tools as a pipe wrench on hose or tubing
fittings. Instead, use flare nut wrenches when possible, and when they are not
available, use open end wrenches of correct size. Never attempt to keep them from
leaking by using sealing compounds.
7. When you disconnect a line or hose from a hydraulic system, be sure to cap or plug
the line and also the fitting from which it was removed. Never use rags or waste
material for plugging lines or components of the system.
176 (280) TKU-D 01100-5 EN 4009

10.6.1. Marking of hydraulic hoses

R1T - 16 - 10300 - R16 B - R16 D - 180
Hose code Fitting angle
Size no (no number when
straight)
Distance between
sealing surfaces Joint code
Thread system and the

size for the thread or joint
Hose code Size for thread or joint

SAE 100 R standard code letters R-- system ORFS
or 2040/2140 for thermoplastic hoses tread (UNF)
Size marking thread hose pipe
Size no 1/ ” 9/ ” 9/ ”
4 = 4 16 16
SAE 100 R standard size No. for hoses 3/ ” 11/ ” 13/ ”
6 = 8 16 16
Thread system 8 = 1/ ” 11/ ” 1”
2 16
M = metric 10 = 5/ ”
8
R = R (BSP) 60_ 12 = 3/ ” 13/16” 17/16”
4
J = JIC 37_ (UNF) 16 = 1” 17/16” 111/16”
S = SAE 45_ (UNF) 20 = 11/4”
F = Flange SAE 3000 24 = 11/2”
N = Banjo 28 = 13/4”
O = No joint 32 = 2”
V = ORFS (UNF)
U = O--ring sealed (UNF)
(refrigerant hoses) J-- and S--system
Size marking Thread (UNF)
Joint code 4 = 7/ ” --20
16
A = straight (female) 5 = 1/ ” --20
2
B = 90_ (female) 6 = 9/ ” --18
16
C = 90_ long (female) 8 = 3/ ” --16
4
D = 45_ (female) 10 = 7/ ” --14
8
I = straight pipe joint 12 = 11/16” --12
H = 45_ pipe joint 14 = 13/16” --12
L = 90_ pipe joint 16 = 15/16” --12
T = straight (male) 20 = 15/8” --12
24 = 17/8” --12
Distance between
sealing surfaces
Fitting angle for
joints
tolerance ± 3_
Direction A
Direction A
TKU-D 01100-5 EN 4009 177 (280)

10.7. Hydraulic oil cooler and return lines
TRANSMISSION
COOLING
HYDRAULIC
COOLING

The hydraulic oil is cooled with one cooling cell. Transmission oil is cooled on the other
cooling cell. Cooling cells are cooled by the air flow produced by cooling fans. Pressure
relief valve V307 limits the hydraulic pressure entering the hydraulic motors, which rotate
cooling fans, to a maximum of 210 bar.
178 (280) TKU-D 01100-5 EN 4009

10.7.2. Functional description of the components

Oil cooler A304
The hydraulic oil flow, generated by the triple pump, rotates the cooling fans, which
produce air flow to cool the oil in the coolers.
Pressure relief valve V307
Pressure relief valve V317 limits the hydraulic pressure entering the hydraulic motors to
a maximum of 210 bar.
TKU-D 01100-5 EN 4009 179 (280)

10.8. Pumps
There are two pumps in the hydraulic
circuit. One double gear pump and one
triple gear pump produce the hydraulic
pressure needed for all hydraulic
accessories.
10.8.1. Gear-- type triple pump P302

Triple pump produces hydraulic pressure 1.
needed in the hydraulic systems. The 2.
pump has three blocks on the same shaft.
3.
The shaft speed is 2400 rpm. The shaft
rotates anti--clockwise.
Block 1
Block 1 produces the hydraulic pressure
needed to operate hydraulic motors in the
engine cooler unit A306. Hydraulic motors
cause cooling fans to rotate. The volume
flow produced by the pump block (max.
108 l/min) remains standard in
accordance with the rotation speed.
Block 2
Block 2 produces the hydraulic pressure needed for the brake system. The volume flow
produced by the pump block (max. 37 l/min) remains standard in accordance with the
rotation speed.
Block 3
Block 3 produces the hydraulic pressure needed to operate hydraulic motors in the
hydraulic cooler unit A304. Hydraulic motors cause cooling fans to rotate. The volume flow
rotation speed.
See the separate PGP 620 service instructions manual for dismantling,
assembly and inspection information.
CAUTION
180 (280) TKU-D 01100-5 EN 4009

10.8.2. Gear-- type double pump P301

Double pump produces hydraulic pressure
needed in the hydraulic systems. The pump
has two blocks on the same shaft. The shaft
speed is 2400 rpm. The shaft rotates
anti--clockwise.
Block 1
Block 1 produces the hydraulic pressure
needed for the steering system. The
volume flow produced by the pump block
(max. 165 l/min) remains standard in
accordance with the rotation speed.
The pump block outlet is equipped with a
non--return valve, which prevents the
hydraulic flow from returning to the
pressure side of the pump block.
1.
2.
Block 2
Block 2 produces the hydraulic pressure needed for the bucket system. The volume flow
rotation speed.
CAUTION
TKU-D 01100-5 EN 4009 181 (280)

10.8.3. Starting new pumps
See the separate pump manufacturers service instructions manual for

dismantling, assembly and inspection information.
CAUTION
1. Make sure that the entire hydraulic system is clean.

2. Fill tank to proper level with recommended grade of hydraulic oil.
3. Prime the suction lines with hydraulic oil and bleed all air from the system before
starting the engine.
4. A new pump and system should not be started and immediately operated at full
speed or pressure. The recommended procedure is to gradually speed up to
approximately one--half operational speed or a minimum of 1000 rpm. at
minimumpressure. Preliminary circuit checks for air entrapment, leaks, etc., may
be made at this point.
When the recommended operation viscosity and temperature has been achieved,
load may be alternatively applied up to check for satisfactory operation of all circuit
components.
182 (280) TKU-D 01100-5 EN 4009

10.8.4. Removing the triple pump
Do not open pipe connections unless the boom is properly supported and
system is non pressurised.
WARNING
1. Remove the bottom plate by opening the fastening screws (8 pcs M16x40 8.8).
Note! Use extreme caution when removing bottom plates, plates are heavy and

connections from the triple pump.
Plug the open ends of the hoses
and pump.
TKU-D 01100-5 EN 4009 183 (280)

3. Remove the triple pump from the
torque converter by opening the
fastening nuts (4pcs UNF 1/2”). Pull
the triple pump out of the torque
converter by using a hoist.
CAUTION
184 (280) TKU-D 01100-5 EN 4009

10.8.5. Installing the triple pump
1. Replace the O--ring seal of the

fastening flange of the triple pump.
2. Install the triple pump to the torque
converter by using a hoist. Tighten
the fastening nuts (4pcs UNF 1/2”).
3. Replace the O--ring seals of the

flange joints of the hydraulic hoses of
the triple pump.
4. Connect the hydraulic hoses to the
connectors in the triple pump.
TKU-D 01100-5 EN 4009 185 (280)

5. Install the bottom plate by tightening the fastening screws (8 pcs M16x40 8.8).
6. Prime suction line with hydraulic oil. Check that there is oil in the pump. Start the
machine. Bleed all air from the suction lines.
CAUTION
186 (280) TKU-D 01100-5 EN 4009

10.8.6. Removing the double pump
Do not open pipe connections unless the boom is properly supported and
system is non pressurised.
WARNING
1. Remove the bottom plate by opening the fastening screws (8 pcs M16x40 8.8).
Note! Use extreme caution when removing bottom plates, plates are heavy and

connections from the double
pump. Plug the open ends of the
hoses and pump.
TKU-D 01100-5 EN 4009 187 (280)

3. Remove the double pump from the
torque converter by opening the
fastening nuts (4pcs UNF 1/2”). Pull
the triple pump out of the torque
converter by using a hoist.
CAUTION
188 (280) TKU-D 01100-5 EN 4009

10.8.7. Installing the double pump
1. Replace the O--ring seal of the

fastening flange of the double pump.
2. Install the double pump to the
torque converter by using a hoist.
Tighten the fastening nuts (4pcs
UNF 1/2”).
3. Replace the O--ring seals of the

flange joints of the hydraulic hoses of
the double pump.
4. Connect the hydraulic hoses to the
connectors in the double pump.
TKU-D 01100-5 EN 4009 189 (280)

5. Install the bottom plate by tightening the fastening screws (8 pcs M16x40 8.8).
6. Prime suction line with hydraulic oil. Bleed all air from the suction line before
starting the machine.
CAUTION
190 (280) TKU-D 01100-5 EN 4009

10.9. Pressure tests

General
The hydraulic oil temperature should be 60...80 _C.
Connect and disconnect pressure gauge(s) only when the circuit is not pressurized.
Use only appropriate couplings for pressure testing.
Do not overtighten couplings. When special couplings are used, finger tight is adequate.
Over tightening causes harmful leakage.
Use hose(s) long enough to read the gauge(s) while sitting in the cabin.
10.9.1. Pilot pressure test
1. Connect a pressure gauge to the

brake valve quick--disconnect
fitting (A.)
2. Operate engine at idle.
3. Pressure should be 35 bar (3.5
MPa).
4. If the readings do not match the
specifications.
D The relief valve needs to be
adjusted (B.)
TKU-D 01100-5 EN 4009 191 (280)

10.9.2. Boom / bucket hydraulic system pressure
1. Connect a 400 bar pressure gauge

to the quick disconnect fitting on the
main valve junction block.
2. Operate the engine at 1200 rpm.

Move the bucket control joystick to
the boom down position and keep
it there, record the gauge reading.
3. The pressure should be 200 bar.
(20,0 Mpa).
specification.
D the bucket main relief valve needs
to be adjusted
D the steering main relief valve needs
to be adjusted
D the main relief valve is
malfunctioning and should be
overhauled
192 (280) TKU-D 01100-5 EN 4009

10.9.3. Testing the boom / bucket shock--load valves opening pressure

to the quick disconnect fitting (A.)
on the main valve junction block.
Note! The boom / bucket shock--load

valves open at 240 bar. The integrated
main relief valve in the bucket main valve
is set to 200 bar and must be adjusted to
over 240 bar when testing the boom /
bucket shock--load valve opening
pressure.
2. Screw down the adjusting screw
(C.) to closed position on the main
bucket valve to set the pressure
over 240 bar.
Note! Overtightening damages
the valve.
3. Operate the engine at 1200 rpm. C
the boom down position and keep A
B
it there, record the gauge reading.
(24,0 Mpa).
5. Repeat the pressure test
separately on boom up and boom
down position. When testing boom
up position connect the pressure
gauge to quick disconnect fitting
(B.)
to the quick disconnect fitting (D.)
on the main valve junction block.
7. Operate the engine at 1200 rpm. D
the bucket down position and keep
it there, record the gauge reading. E
The pressure should be 240 bar.
(24,0 Mpa).
8. Repeat the pressure test
separately on bucket down and
bucket up position. When testing
bucket up position connect the
pressure gauge to quick
disconnect fitting (E.)
TKU-D 01100-5 EN 4009 193 (280)

9. If the readings do not match the specifications.
D the shock--load valve needs to be adjusted
D the shock--load valve is malfunctioning and should be overhauled
LIFT DOWN
BUCKET
DOWN
LIFT UP
BUCKET UP
The hydraulic pressure can rise to a dangerous level. Always remember

to reset the main relief valve to correct pressure adjustment.
WARNING
10. Unscrew the adjusting screw on

the main bucket valve to set the
pressure to 200 bar. (20,0 Mpa).
the (boom down) position and
keep it there, record the gauge
reading.
(20,0 Mpa).
194 (280) TKU-D 01100-5 EN 4009

10.9.4. Steering main relief valve pressure check
Note! The steering valve main relief valve

open at 210 bar. The main relief valve in
the bucket main valve is set to 200 bar and
must be adjusted to over 210 bar when
testing the boom / bucket shock--load
valve opening pressure.
1. Screw down the adjusting screw
(A.) to closed position on the main
bucket valve to set the pressure
over 210 bar.
Note! Overtightening damages
the valve.

to the quick disconnect fitting on the
steering pump pressure line.

the boom up position and keep it
there, record the gauge reading.
(21,0 Mpa).
specification.
D the steering main relief valve needs
to be adjusted
D the steering main relief valve is
malfunctioning and should be
overhauled
TKU-D 01100-5 EN 4009 195 (280)

The hydraulic pressure can rise to a dangerous level. Always remember
to reset the main relief valve to correct pressure adjustment.
WARNING
6. Unscrew the adjusting screw on

the main bucket valve to set the
pressure to 200 bar. (20,0 Mpa).
the (boom down) position and
keep it there, record the gauge
reading.
(20,0 Mpa).
196 (280) TKU-D 01100-5 EN 4009

10.9.5. Steering cylinder pressure test
1. Connect a 40,0 MPa (400 bar)

pressure gauge to the steering
system quick disconnect fitting
(arrowed at attached picture).
2. Install the frame locking bar
between the front and rear frames.
3. Pull the steering control joystick to
the fully left hand turn. Hold the
joystick there momentarily and
record record the gauge reading.
4. The steering system pressure
should be 12,0 MPa (120 bar).
5. If the reading does not match the specification

D the steering relief valve (built in steering main valve) needs to be adjusted
D the relief valve valve is malfunctioning and should be overhauled
6. Pull the steering control joystick to

the fully right hand turn. Hold the
joystick there momentarily and
record record the gauge reading.
7. The steering system pressure
should be 12,0 MPa (120 bar).
8. If the reading does not match the specification

D the steering relief valve (built in steering main valve) needs to be adjusted
D the relief valve valve is malfunctioning and should be overhauled
TKU-D 01100-5 EN 4009 197 (280)

10.9.6. Pressure measuring points
PILOT PRESSURE ADJUSTMENT SCREW
BRAKE BLOCK PRESSURE
PILOT PRESSURE
MEASUREMENT POINT
BRAKE CHARGING
ADJUSTMENT SCREW
PRESSURE ACCUMULATOR PRESSURE
198 (280) TKU-D 01100-5 EN 4009

Tilt cylinder pressure,

from piston rod side
Tilt cylinder pressure
Lift cylinder pressure,

from piston rod side
Lift cylinder pressure
BRAKE FLUSHING PRESSURE
TKU-D 01100-5 EN 4009 199 (280)

Steering pump pressure /

Emergency steering pressure (option)
200 (280) TKU-D 01100-5 EN 4009

10.10. Hydraulic component symbols
Working line (pressure, suction, return and feed line)
Pilot control line
Drain or bleed line
Flexible line
Electric line
Dotted line surrounds the components which are assembled

in one unit
Shaft, lever, rod, piston rod
Pipeline junction
Crossed pipelines
Direction of flow in hydraulics (e.g. oil flow in pumps and mo-

tors)
Direction of flow in pneumatics (e.g. air flow in compressors
and air motors)
Direction
Direction of rotation
Path and direction of flow through valves. Small perpendicu-

lar line describes movement of the arrow.
Indication of the possibility of regulation
Spring
Adjustable spring
TKU-D 01100-5 EN 4009 201 (280)

PUMPS AND COMPRESSORS
Fixed capacity hydraulic pump with one flow direction
Fixed capacity hydraulic pump with one two directions
Compressor
MOTORS
Electric motor (Sandvik Mining and Construction uses the

same mark for heat engines)
Fixed capacity hydraulic motor with one flow direction
Fixed capacity hydraulic motor with two flow directions
CYLINDERS
Single--acting cylinder
Single--acting cylinder returned by spring
Double--acting cylinder
Cylinder with plunger
Muscular control
General symbol (without indication of control type)
By lever
By pedal
Mechanical control
By spring (e.g. return movements)
Detent (e.g. for keeping control valve spool in given position)
202 (280) TKU-D 01100-5 EN 4009

Electrical control
By solenoid (one winding)
By solenoid (two windings operating in opposite directions)
Control by pressure
Indirect control
Direct control (internal path)
VALVES
Valve is a square or a row of squares in which every
square shows one operating position of the valve
DIRECTIONAL CONTROL VALVES
Valves which open or close one or more blow paths
(e.g. boom controls).
Directional control valve is a row of squares in which the lines
are connected to the square representing the basic position.
Port markings on the directional control valves:

P = pressure from pump
T = tank
A,B,C...= work lines
X,Y,Z...= pilot pressure lines
a,b,c...= connections for electric control
One flow path
Two flow paths
One flow path (two ports closed)
Two flow paths (one port closed)

In the following examples the first number shows the quanti-
ty of connection (ports) and the second number the quantity
of operating positions. Control pressure connections are not
indicated.
TKU-D 01100-5 EN 4009 203 (280)

3/2 control valve, pilot control in both directions
4/3 control valve, controlled by lever, spring--centered
3/3 control valve (mobile control valve)
Shut--off valve (e.g. ball cock)
PRESSURE CONTROL VALVES

Valves which control pressure
Pressure relief valve (safety valve)
Inlet pressure is controlled by opening the exhaust port to
the tank or to the atmosphere against the opposing force.
(Hydraulic valve on the left and pneumatic on the right)
Pressure reducing valve (pressure regulator)

The unit which with a variable inlet pressure gives substantial-
ly constant output pressure provided that the inlet pressure
remains higher than the required outlet pressure.
Without relief port
With relief port
Over center valve

The valve allows free flow in one direction. Flow is possible
in the opposite direction provided that an external pilot pres-
sure opens the valve or the force caused by inlet pressure
exceed the spring force.
NON--RETURN VALVES
Valves which allow flow in one direction only
Non--return valve
Opens by small pressure difference between inlet and outlet.
Opens by significant pressure difference against spring

(e.g. oil filters)
204 (280) TKU-D 01100-5 EN 4009

Pilot--controlled non--return valve

Pilot pressure opens the valve
One--way restrictor
Unit allows free flow in one direction but restricted flow in
the other. Restricted flow is adjustable. (e.g. for controlling
the speed of cylinder movement.)
Shuttle valve
The inlet port connected to the higher pressure is auto-
matically connected to the outlet port while the other inlet
port is closed.
FLOW CONTROL VALVES
Valves which control the flow
Throttle valve
Flow control valve
Variations in inlet pressure do not affect the rate of flow
Variable output
Simplified symbol for the previous one
Variable output with relief port
Simplified symbol for the previous one
Flow dividing valve

The valve divides the flow into two flows in a fixed ratio sub-
stantially independent of pressure variations.
TKU-D 01100-5 EN 4009 205 (280)

POWER TAKE--OFF
Plugged (for connecting a pressure gauge or power

take--off)
Connected. Fitted with mechanically opened non--return
valves
TANKS
tank, generally
tank with inlet pipe above fluid level
tank with inlet pipe below fluid level
Receiver (compressed air)

Pressure accumulator
FILTER
Filter or strainer
WATER TAP
Manual draining
LUBRICATOR
The unit adds small quantities of oil to the air passing

through the unit
COOLERS
Air cooler
Water cooler
OTHER EQUIPMENT
Pressure electric switch
206 (280) TKU-D 01100-5 EN 4009

LH209L STEERING
11. STEERING

V307
PRESSURE RELIEF VALVE
NON--RETURN VALVE
A307
EMERGENCY
STEERING
PUMP UNIT
(OPTION)
NON--RETURN VALVE
P301
DOUBLE PUMP
HYDRAULIC OIL TANK A301 A301

CYLINDER CYLINDER
V302
STEERING MAIN VALVE
TKU-D 01100-5 EN 4009 209 (280)

STEERING LH209L
TO BUCKET VALVE V204
PILOT PRESSURE
210 (280) TKU-D 01100-5 EN 4009

LH209L STEERING
11.3. System Description
The machine has center--articulated load sensing power steering with two steering
cylinders. The inboard section of converter mounted double pump (P301) delivers oil to
a hydraulically controlled steering main valve (V302). The steering pilot pressure is
controlled with hydraulic control joystick (V101). Turning the joystick causes the valve to
open and let the pilot pressure to enter the main valve spool end. Pilot pressure is
regulated to 35 bar in the brake valve assembly. If the cabin door is open, the pilot system
pressure is cut off with check valve (V111) and turning the machine is impossible.
Steering joystick in neutral position, the steering system oil flows to through the steering
main valve (V302) to the bucket main valve (V204).
11.4. Functional description of components
11.4.1. Steering control joystick V101
When moving the steering pilot control

lever (V101), pilot pressure (35 bar) flows
from control valve to main valve (V302)
and moves the main valve spools. High
pressure oil flows through main valve
(V302) to steering cylinders (A301) and
the machine turns. When the steering
control joystick is returned to the center
position the pressure affecting on the main
valve spools is relieved and the centering
springs centralize the spool so that the
cylinder ports will be closed.
11.4.2. Steering main valve V302
The steering main valve (V302) is fitted

with a built--in relief valve which governs
the circuit pressure. The pressure relief
valve setting is 21,0 MPa (210 bar). The
pressure can be set by turning an
adjusting screw on the valve body. The
valve also has relief valves for outside
shock loads. These valves work if some
outer load causes overpressure in the
circuit and protects the components from
damage. Opening pressure of the shock
load valves in the steering cylinder circuit
is 12,0 MPa (120 bar).
Check valve V111
Functional description of the check valve
is presented in chapter “Boom / Bucket
hydraulics”.
TKU-D 01100-5 EN 4009 211 (280)

STEERING LH209L
11.5. Emergency steering (option)
Emergency steering turns on if the engine stops for some reason. When the engine is
running, coil K011 drives time delayed coil K096 energized. When the engine stops the
time delayed coil remains energized for 30 seconds and coil K011 drives voltage through
the connectors of the time delayed coil to coil K010. Electric motor M320 turns on and
pumps oil flow for steering. Emergency steering works for 30 seconds. Emergency
steering can be tested with switch S056 when in pre--operational mode (engine is turned
off and ignition key S004 is in position “I”).
Pump unit A307 (1)

When the emergency steering is turned
on, the pump unit capacity provides the 3 2
steering main valve with the hydraulic
pressure required for steering the
machine. The pump is powered by
electric motor M320.
Pressure relief valve V307 (2)
The pressure relief valve limits the
pressure to 80 bar on the pressure side
of the pump unit. 1
Non--return valve (3)
Does not allow the capacity of pump
P301 to flow to the pressure side of
pump unit A307 in a normal operating
situation.
Non--return valve (4)
Does not allow the capacity of pump unit
A307 to flow to the pressure side of
double pump P301.
212 (280) TKU-D 01100-5 EN 4009

LH209L STEERING
11.6. Steering cylinder
When the wheels face straight ahead, cylinder extension is 50%. If the machine is turned
to the left, the right cylinder extends and the left cylinder retracts. When the machine is
turned to the right, the left cylinder extends and the right cylinder retracts.
All cylinders are similar design. They are single stage, double acting hydraulic cylinders.
The steering cylinders are mounted between the front and rear frames on each side of the
machine. In the cylinder ends there are ball joint bearings (2) fastened with circlips (1).
In steering cylinders the front end ball joint bearing is mounted to the front frame instead
of piston rod.
The piston (11) is secured to the rod (14) by two lock screws (10). On the outer diameter
of the piston two slip rings (8) and a piston seal (9) are located in their own respective
grooves. Between the piston and rod there is a o--ring (12) to make the fastening tight.
The gland assembly (13) is held in place at the end of the cylinder tube (3) by allen head
bolts (5). O--ring (4) is fitted into a groove on the outside diameter of the gland assembly.
Located in the internal bore of the gland assembly is a seal (6) and a wiper (7). The seals
prevents leakage past the rod. The wiper cleans dirt from the rod as it retracts. For the
lubrication of the ball joint bearings there are two grease nipples (15) in the cylinder ends.
Cylinder rod movement within the housing is accomplished by applying pressurized oil
flow on either side of the piston and allowing the oil on the opposite side of the piston to
return back to hydraulic oil tank.
TKU-D 01100-5 EN 4009 213 (280)

STEERING LH209L
13
7
5
6
4
2
15
1
8 1
9
8 15
14
12
10 11
214 (280) TKU-D 01100-5 EN 4009

LH209L STEERING
11.6.1. Steering cylinder leakage test
Rod side leakage test:
High-- pressure oil spray hazard. The high-- pressure oil spray can cause
serious injury. Allow the pressure to be released from the hydraulic
circuit opening the plugs or connectors.
WARNING
4. Release hydraulic pressure from

both left and right steering
hydraulic circuits. This can be
done safely by using a capillary
test hose into the steer test
points. Gradually screw the quick
connects on to release the
pressure in a control manner.
Use an oil drain contain to collect
any oil.
5. Disconnect the rod side hydraulic
line from the manifold block of the
cylinder to be tested. Cap the
manifold to eliminate any
high--pressure oil injection hazard
during the test.
6. Allow the cylinder rod side oil to drain into an oil drain container via the
disconnected hose, until completely drain and all oil flow has stopped. Secure the
hose to the oil drain container.
7. With the second person observing the container and rod side hose end from a safe
position, start the engine and move the steering joystick to pressurise the piston
side hydraulic circuit of the cylinder being tested.
8. If oil is observed coming from the cylinder the piston seals are bypassing in this
direction (piston to rod side). The cylinder needs to replace or overhaul.
WARNING
10. Release hydraulic pressure from both left and right steer hydraulic circuits.
This can be done safely by using a capillary test hose into the steer test points.
TKU-D 01100-5 EN 4009 215 (280)

STEERING LH209L
Gradually screw the quick connects on to release the pressure in a control manner.
Use an oil drain contain to collect any oil.
11. Remove the cap from the manifold block and reconnect the rod side cylinder hose
to the block, use new O--ring.
Cylinder piston side leakage test:
WARNING
1. Disconnect the piston side

hydraulic line from the manifold
block of the cylinder to be tested.
Cap the manifold to eliminate any
high--pressure oil injection
hazard during the test.
2. Allow the cylinder piston side oil
to drain into an oil drain container
via the disconnected hose, until
completely drain and all oil flow
has stopped.
3. With the second person
observing the container and
piston side hose end from a safe
position, start the engine and
move the steering joystick to
pressurise the rod side hydraulic
circuit of the cylinder being
tested.
4. If oil is observed coming from the
cylinder the piston seals are
bypassing in this direction (rod to
piston side). The cylinder needs
to replace or overhaul.
NOTE! Cylinder piston seals are directional, while uncommon it is possible for the
cylinder to bypass in one direction ONLY.
216 (280) TKU-D 01100-5 EN 4009

LH209L STEERING

6. Release hydraulic pressure from
both left and right steer hydraulic
circuits.
This can be done safely by using
a capillary test hose into the steer
test points. Gradually screw the
quick connects on to release the
pressure in a control manner.
Use an oil drain contain to collect
any oil.
7. Remove the cap from the

manifold block and reconnect the
piston side cylinder hose to the
block, use new O--ring.
8. Check all fluid levels.

9. Start the machine. Check for
steer oil leaks, repair as needed.
10. Remove the frame locking bar
and stop engine.
TKU-D 01100-5 EN 4009 217 (280)

STEERING LH209L
11.6.2. Removing the steering cylinder
Note! Tag and cap all lines to assist installation and prevent system contamination.
1. If possible, position the loader so the cylinder to be removed is fully extended.
2. Block the wheels to prevent loader movement.
3. Disconnect and cap the lines from the cylinder.
4. Remove the pins and then the cylinder.
11.6.3. Installing the steering cylinder
1. Install the cylinder in the loader.

2. Spacers are used at each end of the cylinder mountings between the cylinder and
the frame. Install flanges or cotter pins to cylinder fastening pins.
3. Connect the hydraulic and lubrication lines.
4. Start the engine and operate the control levers in both directions repeatedly to
remove the air from the system.
5. Check oil level in the hydraulic reservoir. Adjust the oil level if necessary.
218 (280) TKU-D 01100-5 EN 4009

LH209L STEERING
11.6.4. Cylinder disassembly
Gland assembly
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
16 17 18
18 19
1. Remove allen head bolts (12) 14 pcs.

2. Fully extend the cylinder and pull out piston rod (7) with piston (3) and gland
assembly.
3. Remove wear rings (2 and 5) and seal (4) from the piston.
4. Remove piston locking screws (1) 2 pcs. and unscrew piston (3).
5. Remove the seal (16) inside the piston.
6. Pull away the gland assembly and disassemble it by unscrewing allen head bolts
(15) 6 pcs. and removing wiper housing (14), wiper (13), slip ring (9) and rod seals
(8 and 10).
7. Remove the circlips (18) 4 pcs.
8. Remove the transverse bearing (19) 2pcs.
9. Remove the grease nipples (17) 2 pcs,
TKU-D 01100-5 EN 4009 219 (280)

STEERING LH209L
11.6.5. Inspection and repair
1. Clean all parts thoroughly.

2. Replace all o--rings, backup rings, seals, wear rings
and wiper.
3. Inspect the cylinder bore, piston rod and piston for
signs of scratches, burrs or other damage which
could cause a failure.
4. Use a fine stone to remove burrs or small scratches.
5. Replace any part showing damage or excessive
wear.
11.6.6. Reassembly
Assemble the component parts in the reverse order they

were disassembled.
Note! Piston lock screws must be re--drilled to 120° from

each other (see drawing). The lock screws must be
secured by punching two holes near the screws with an
arbor.
Tightening torques:
D Piston 100,0 kpm (1000 Nm)
D Gland assembly:
(steering cylinder) 4,7 kpm (47 Nm)
D Wiper housing bolts 1,6 kpm (16 Nm)
220 (280) TKU-D 01100-5 EN 4009

LH209L BOOM / BUCKET HYDRAULICS
12. BOOM / BUCKET HYDRAULICS
Z203
PRESSURE ACCUMULATOR
V212
MAGNETIC VALVE (Y237)
V212
MAGNETIC VALVE (Y236)
V204 V111 V103

BUCKET MAIN VALVE CHECK VALVE BUCKET CONTROL LEVER
TKU-D 01100-5 EN 4009 223 (280)

BOOM / BUCKET HYDRAULICS LH209L
PILOT PRESSURE
224 (280) TKU-D 01100-5 EN 4009

The bucket pilot pressure is controlled with hydraulic control joystick (V103). The
movement of the control joystick direct the pilot pressure to the bucket main valve (V204).
Pilot pressure is regulated to 35 bar in the brake valve assy. The pilot pressure moves the
valve spools causing corresponding cylinder to move by oil flow from bucket pump (P301)
through bucket main valve to lift (A202) and tilt (A203) cylinders. When the steering is not
used the output of steering pump (P301) can be used in the bucket ejector hydraulics
(optional) or in bucket hydraulics.
12.4. Functional description
Check valve V111

Check valve controls pilot pressure (35
bar). If the cabin door is closed, hydraulic
pilot line from the brake charging valve
V306 is open and oil flows to control
joystick valves V101 and V103.
When the door is open, hydraulic pilot line
from the brake charging valve is closed by
check valve and moving the bucket and
steering is prevented.
Bucket control lever V103

When moving the bucket pilot control
joystick, pilot pressure (35 bar) flows from
control valve to bucket main valve (V204)
and moves the main valve spools. High
pressure oil flows through main valve
(V204) to lift (A202) or tilt (A203) cylinders
and the bucket moves. When the bucket
control joystick is returned to the center
position the pressure affecting on the
bucket main valve spools is relieved and
the centering springs centers the spool so
that the cylinder ports will be closed.
TKU-D 01100-5 EN 4009 225 (280)

Bucket main valve V204
Boom and bucket valve contains one main
pressure relief valve, two spring centered
hydraulically pilot controlled 6/3
proportional valves (with two non--return
valves) and four safety relief valves (with
four non--return valves). The main
pressure relief valve limits the maximum
valve inlet pressure to 200 bars.
Proportional valve (1) adjusts the position
of the boom by adjusting the hydraulic flow
going to the lift cylinders. Safety relief
valves limit the pressure at lift cylinders to
240 bar and non--return valves prevent
cavitation. Proportional valve (2) adjusts
the position of the bucket by adjusting the
hydraulic flow going to the breakout
cylinder. Safety relief valves limit the
pressure at breakout cylinders to 240 bar
and non--return valves prevent cavitation.
12.5. Boom suspension (option)

The boom suspension system is charged
when the engine is running. Bucket pump
(P301) delivers oil to the pressure
accumulator Z203 (A). The suspension A
accumulator will be loaded to the working B
pressure of the boom cylinders. Pushing
the button on the instrument panel after
the boom is lowered against the stops,
2nd gear is engaged and hauling is
started, activates the suspension system
(the indicator light will come on). Two C
magnetic valves V212 (B and C) will be
activated. Magnetic valve (C) releases the
accumulator pressure to the piston side of
the boom cylinders and the other
magnetic valve (B) opens the line from
end of the cylinders to the tank. The boom
will rise about 5 to 10 cm depending on the
pressure loaded to the accumulator.
Note! The suspension system must be disabled by pushing the button again or changing
to 1st gear. (the indicator light will go off) before loading or emptying the bucket.
226 (280) TKU-D 01100-5 EN 4009

12.6. Ejector bucket (option)
When pressing the “ejector in” button on the bucket control lever S148, relay K113
becomes energised and solenoid valve Y331 changes mode. Pressing the “ejector out”
button, relay K114 becomes energised and solenoid valve Y332 changes mode.
TKU-D 01100-5 EN 4009 227 (280)

12.7. Lift and tilt cylinders
All cylinders are similar design. They are single stage, double acting hydraulic cylinders.
The bucket (tilt) cylinder is mounted to the front frame and the bucket Z--linkage. The
boom cylinders are mounted to the lower portion of the front frame, one on each side, and
to boom arms. In the cylinder ends there are ball joint bearings (2) fastened with circlips
(1).
The piston (12) is secured to the rod (15) by two lock screws (11). On the outer diameter
of the piston the wear rings (9) and piston seals (10) are located in their own respective
grooves. Tiltcylinder piston has three seals and respectively lift cylinder has one seal in
the middle of two wear rings. Between the piston and rod there is a o--ring (13) to make
the fastening tight. The o--ring is supported with two backup rings (17).
The gland assembly (14) is held in place at the end of the cylinder tube (3) by allen head
bolts (6). O--ring (4) (with a backup ring (5)) is fitted into a groove on the outside diameter
of the gland assembly. Located in the internal bore of the gland assembly are seals (7)
and a wiper (8). The seals prevents leakage past the rod. The wiper cleans dirt from the
rod as it retracts. For the lubrication of the ball joint bearings there are grease nipples (16)
in the cylinder ends.
Cylinder rod movement within the housing is accomplished by applying pressurized oil
flow on either side of the piston and allowing the oil on the opposite side of the piston to
return back to hydraulic oil receiver.
228 (280) TKU-D 01100-5 EN 4009

8
6
5
7
14
3
2
16
1
4
16
2
1
17
13
17
15
9
10
9
12
11
TKU-D 01100-5 EN 4009 229 (280)

12.7.1. Lift cylinder leakage test
movement in the driving is prevented by, for example with wheel chocks.
3. Install frame locking bar.
4. Disconnect the piston side
hydraulic line of the left side boom
cylinder at the junction block.
5. Allow the cylinder piston side oil to
drain into an oil drain container via
the disconnected hose, until
completely drain and all oil flow has
stopped. Secure the hose to the oil
drain container.
6. With the second person observing
the container, piston side hose end
and junction block from a safe
position, start the engine and turn
boom control joystick to boom
down position to pressurise the rod
side hydraulic circuit of the cylinder
being tested.
High pressure fluid. Be sure to place the lever in the down position. If
placed in the boom up position, high pressure fluid will be directed out
of the plugged hydraulic line and eject the plug.
WARNING
7. If oil flows from the disconnected line, the left side cylinder piston seal is leaking.
8. If oil flows from the junction block, the right side cylinder piston seal is leaking.
9. Shutt off the engine.
10. Reconnect the hydraulic lines.
230 (280) TKU-D 01100-5 EN 4009

12.7.2. Removing the lift cylinder
Note: Cap all lines to prevent contamination.

1. Rest the boom with the cylinders extended. This way, when the boom cylinder pins
are removed, the cylinders can be retracted enough to clear the boom arms.
2. Block the boom up on a solid object or use a hoist to support the boom.
3. Remove the cylinder to boom pin, support the cylinder and retract the piston rod.
4. Disconnect and cap the lines to the cylinder.
5. Remove the lower cylinder mounting pin.
6. Remove the cylinder.
TKU-D 01100-5 EN 4009 231 (280)

12.7.3. Tilt cylinder leakage test
movement in the driving is prevented by, for example with wheel chocks.
3. Install frame locking bar.
4. Lower boom to its lowest position and tilt bucket to ”HAUL” position.
Double check that you are not disconnecting the piston side hydraulic
line. If disconnected, bucket will move to dump position and high
pressure fluid will flow out possibly causing accident.
WARNING
5. Disconnect the rod side hydraulic

line of the right side tilt cylinder at
the junction block.
6. Allow the cylinder piston rod side oil
to drain into an oil drain container
via the disconnected pipe, until
completely drain and all oil flow has
stopped. Secure the pipe to the oil
drain container.
High pressure fluid. Be sure to place the control lever in the proper
position. If pushed to the ”DUMP” position, high pressure fluid will be
directed out of the plugged port and eject the plug.
WARNING
7. With the second person observing the container, piston rod side pipe end and
junction block from a safe position, start the engine and pull bucket control joystick
to ”HAUL” position to pressurise the piston side hydraulic circuit of the cylinder
being tested.
8. If oil flows from the disconnected line, the right side cylinder piston seal is leaking.
9. If oil flows from the junction block, the left side cylinder piston seal is leaking.
10. Shut off the engine.
11. Reconnect the hydraulic lines.
232 (280) TKU-D 01100-5 EN 4009

12.7.4. Removing the tilt cylinder
1. Rest the bucket with the skid plates flat on the ground.
2. Attach a hoist to the cylinder so it will support the cylinder when the pins are
removed.
3. Disconnect and cap the lines from the cylinder.
4. Remove the cylinder pins.
5. Remove the cylinder. Be careful not to lose the shims located at each end of the
cylinder.
TKU-D 01100-5 EN 4009 233 (280)

12.7.5. Cylinder disassembly
Gland assembly
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
17 18 19
19 20
1. Remove allen head bolts (14) 16 pcs. M12X40

2. Fully extend the cylinder and pull out piston rod (6) with piston (5) and gland
assembly.
3. Remove wear rings (2 and 4) and seal (3) from the piston.
4. Remove piston locking screws (1) 2 pcs. and unscrew piston (5).
5. Remove the seal (17) inside the piston.
6. Pull away the gland assembly and disassemble it by unscrewing allen head bolts
(16) 6 pcs. M8X25 8.8 and remove the wiper housing (15), wiper (13), slip rings
(7 and 9), rod seals (8 and 10), O--ring (11) and support ring (12).
7. Remove the circlips (19) 4 pcs.
8. Remove the transverse bearing (20) 2pcs.
9. Remove the grease nipples (18) 2 pcs.
234 (280) TKU-D 01100-5 EN 4009

12.7.6. Inspection and repair
1. Clean all parts thoroughly.

2. Replace all o--rings, backup rings, seals, wear rings and wiper.
3. Inspect the cylinder bore, piston rod and piston for signs of scratches, burrs or
other damage which could cause a failure.
4. Use a fine stone to remove burrs or small scratches.
5. Replace any part showing damage or excessive wear.
12.7.7. Reassembly
Assemble the component parts in the reverse order they

were disassembled.
Note! Piston lock screws must be re--drilled to 120° from

each other (see drawing). The lock screws must be
secured by punching two holes near the screws with an
arbor.
Note! There are two washers between the wiper housing
and allen head.
Tightening torques:
D Piston 100,0 kpm (980 Nm)
D Gland assembly (tilt & boom cyl.) 18,0 kpm (180 Nm)
D Wiper housing bolts 1,6 kpm (16 Nm)
Installation
1. Install the cylinder in the loader.

2. Spacers are used at each end of the cylinder mountings between the cylinder and
the frame. Install flanges or cotter pins to cylinder fastening pins.
3. Connect the lines.
4. Start the engine and operate the control levers in both directions repeatedly to
remove the air from the system.
5. Check oil level in the hydraulic reservoir. Add oil if needed
TKU-D 01100-5 EN 4009 235 (280)

LH209L BRAKE SYSTEM
13. BRAKE SYSTEM
GEAR PUMP BRAKE CHARGING BRAKE VALVE

P302 VALVE V314 V316
PRESSURE
SWITCHES
BRAKE PRESSURE
ACCUMULATOR
Z302
PILOT PRESSURE
ACCUMULATOR
Z308
FILTER UNIT Z304
TKU-D 01100-5 EN 4009 237 (280)

BRAKE SYSTEM LH209L
PILOT PRESSURE
P302
238 (280) TKU-D 01100-5 EN 4009

LH209L BRAKE SYSTEM
Pressure from a converter mounted triple pump enters via pressure filter to the brake
charging valve V314 where the brake system pressure is regulated to a proper working
range, between 12,5 MPa (125 bar)...15,5 MPa (155 bar). Brake charging valve V314
maintains the accumulator Z307 oil pressure within a correct working range. Z307 supply
release oil to the brake circuit. Excessive flow from the charging valve is directed to the
air conditioning unit A305 (option).
Pilot pressure is regulated to 3,5 MPa (35 bar) in brake valve assembly V316.
Brake pedal V115 in rest position adjusts the pressure in the hydraulic control line behind
the pedal. The pressure is proportional to the pedal pressing force.
The machine is supplied with ”Posi--Stop” brakes. The basic concept of the ”Posi--Stop”
brake is that the brakes are applied by a set of springs exerting force on a piston, rather
than by hydraulic pressure provided by the machine’s hydraulic system. The ”Posi--Stop”
system uses the machine’s hydraulic system to release the brakes. ”Posi--Stop” brakes
are normally applied and need the machine to be operational to release the brakes.
Since there is a spring--applied brake at each wheel end, there is no need for an additional
parking brake to hold the machine in a stationary position when parking. The ”Posi--Stop”
brakes are used for both service braking and parking.
Spring applied / hydraulically release is a means of controlling the braking elements; the
brakes themselves are multiple discs, liquid cooled. Wet disc types incorporate hard
friction materials and a fluid that helps keep operating temperatures low by carrying heat
away from rubbing surfaces.
Service brake system

The machine is equipped with a single circuit brake system. This circuit is controlled by
brake pedal valve V115. When pressing the brake pedal, oil flows from wheel brakes via
pedal valve to tank and spring brakes applies. Front and rear axles have separate circuits.
When the pedal is released, pedal valve allows oil flow from brake accumulator Z307
through the brake charging valve to wheel brakes, releasing the brakes. As this oil flows
through the pedal valve, release pressure is regulated at a stable level between 105 -- 121
bar.
Parking brake
Control the parking brake by pulling the button located in the cabin up and engaged by
pressing the button down. The parking brake is controlled by the solenoid valves fitted
to the brake charging valve. When the solenoid valves are de--energized, oil flow is
directed from the brake circuit to the tank and the parking brake activates. When releasing
the parking brake, the solenoid valves are energized. The oil flows from the pressure
accumulator via brake pedal valve to the brake circuit.
TKU-D 01100-5 EN 4009 239 (280)

BRAKE SYSTEM LH209L
Charging the pressure accumulator
Charging of the pressure accumulators is only possible in operational mode (ignition key
S004 is in position ”1” and the engine is running). Charging is hydraulically controlled by
charging valve V314. Accumulator is drained empty via emptying valve V319 when engine
is turned off.
Discharging the pressure accumulators

The parking brake pressure accumulator is discharged when ignition key S004 is turned
to position ”0”, in other words when the engine is switched off. Valve V319 is de--energised
when ignition key S004 is turned to position ”0” and the drain line opens.
240 (280) TKU-D 01100-5 EN 4009

LH209L BRAKE SYSTEM
13.4. Functional description of components
13.4.1. Brake charging valve V314
Accumulator charging valve has the

purpose of keeping a pressure level within
certain limiting values (switch--off
pressure, switch--on pressure) in brake
charging circuit (= V316 + hydraulic
accumulator). The switching pressure
difference is approximately 18 % of the
switch--off pressure.
The pump delivers into the brake charging
circuit via the check valve during the
loading procedure. For this the pressure is
passed to the load signal side of the
pressure compensator via the control line
and pilot control. This throttles the pump
flow until the pressure, which builds up in
the brake charging circuit, overcomes the
spring force of the pressure setting
element. The pilot control element
switches the load signal line of the
pressure compensator from S1 to T. The
pressure compensator then switches the
pump flow from P to N and check valve
closes. The loading process is complete
and the pump flow flows with low pressure
difference through the loading valve to
optional air condition.
If the pressure in the brake charging circuit
decreases to the lower switching point
(125 bar, switch--on pressure), P is
connected to the load signal chamber of
the pressure compensator and the pump
delivers again into the charging circuit.
TKU-D 01100-5 EN 4009 241 (280)

BRAKE SYSTEM LH209L
13.4.2. Brake valve V316
V316 valve block contains pilot pressure
reducing valve, pressure reducing valve
for overpressure from charging valve,
parking brake valves, and connections for
brake accumulator and pilot pressure
accumulator. Pilot pressure reducing
valve limits pressure in pilot line to 35 bar.
There is also pressure accumulator in the
pilot pressure line. Pressure reducing
valve with 200 bar setting ensures that
pressure in brake pedal valve V115 P--port
never increases too high. Parking brake
valves control parking brake function.
242 (280) TKU-D 01100-5 EN 4009

LH209L BRAKE SYSTEM
13.4.3. Filter unit Z307
Pressure filter (A) B

The pressure filter cleans the hydraulic
oil going to the brake charging valve.
Filtering efficiency β@%=75.
Visual indicator (B)
Indicator visual indicates blockage of the
filter. Red shows in window before
by--pass opens to indicate element
needs changing.
The non--return valve lets the hydraulic
oil going to the brake valve past the filter
A
when the filter’s primary pressure is
more than 3.5 bar greater than the filter’s
secondary pressure.
To change element
1. Remove filter bowl using hexagon

provided.
2. Pull element off adaptor.
3. Remove head to bowl seal and
backing ring (backing ring to be
Head
retained for re--use, not fitted on 100
series). Adaptor seal
4. Clean filter bowl and refit backing Element adaptor

ring onto nose of filter bowl followed Head to bowl seal
by new head to bowl seal. Wet seal Backing ring (not
and fill bowl approx. half full with fitted on 100 series)
clean fluid. Element
5. Push new element onto adaptor. Bowl
6. Refit bowl
(torque load:
housing size 1 38 Nm
housing size 2 &3 140 Nm).
7. Operate system to expel air. Check
for leaks.
8. Check reservoir level and fill if
necessary.
TKU-D 01100-5 EN 4009 243 (280)

BRAKE SYSTEM LH209L
13.4.4. Brake pedal valve V115
Design features
When machine is running and the brake
pedal is in the rest position, the pressure in
the hydraulic control line from the pedal is
105--121 bar. Pedal valves acts as a
pressure regulating valve. Brake pedal
receives fluctuating charge pressure
(152--200 bar) while outputting a stable
105--121 bar release pressure. When
pressing the brake pedal, it connects
hydraulic control line of brakes to the tank
line proportionally.
13.4.5. Pressure switches
Pressure switch S348 (1.)

Limit switch S348 allows the brakes to be
released if the the brake charging A.
pressure is above 110 bar. B.
Pressure switch S302 (2.) C.
D.
Limit switch S302 indicates the brake
accumulator pressure. It allows the use of
brake release pump when the pressure is
lower than 120 bar.
Limit switch S303 connect brake lights and
brake indicator light when brake circuit
pressure is lower than 90 bar.
Limit switch S307 connect parking brake
indicator light in parking brake switch S006
when parking brake is engaged and brake
circuit pressure is lower than 20 bar.
244 (280) TKU-D 01100-5 EN 4009

LH209L BRAKE SYSTEM
13.4.6. Brake release
If the machine breaks down, the pressure

needed for releasing the brakes can be
produced with a special brake release
pump.
Start the pump with the button in the cabin,
the parking brake button must be in the
release position. The pump stays on until
C
you release the button. When using the
brake release pump, the engine must not
be running and the emergency stop must
not be activated.
Pump unit A310 (A)
In case of a fault in the brake pump or
engine, the capacity of pump unit A307 can
release the park/emergency brake. The
pump is powered by electric motor M318. B
Pressure relief valve V317 (B)

The pressure relief valve limits the D
maximum pressure to 210 bar on the
pressure side of the pump unit.
Limit switch S348 (C)
Limit switch S348 indicates the brake
accumulator pressure. Allows a brake
release pump use when the pressure is
lower than 110 bar. A
Non-- return valve (D)
Non--return valve does not allow the
capacity of pressure accumulator Z302 to
flow to the pressure side of brake release
pump unit A310.
TKU-D 01100-5 EN 4009 245 (280)

BRAKE SYSTEM LH209L
13.4.7. Pressure accumulator Z302
The accumulator volume is 9,2 l and the pre--charge pressure is 80 bar. When the system
pressure in the hydraulic line is over 80 bar, the accumulator charges, or in other words
stores hydraulic energy. If the external pressure in the line falls, for example when brake
pedal is pressed, the accumulator discharges, and releases the hydraulic energy it has
stored.
COVER CAP
GAS VALVE
THREADED LOCKING RING
END FLANGE--GAS
O--RING SEAL
PISTON
PISTON GUIDE RING
PISTON SEAL
PISTON GUIDE RING
CYLINDER TUBE
END FLANGE--OIL
O--RING SEAL
THREADED LOCKING RING
246 (280) TKU-D 01100-5 EN 4009

LH209L BRAKE SYSTEM
13.5. Pressure accumulators

General
Under no circumstances may any machining, welding or soldering work be done on the
accumulator shell. Work on systems incorporating accumulators (repairs, connection of
pressure gauges, etc.) may be carried out only after the fluid pressure has been released.
New or reconditioned accumulators are delivered with a nitrogen charge of 1,0 MPa (10
bar) to prevent damage during transit. Before being put into operation they must be
charged with nitrogen to the pre--charge pressure p0. The brake accumulators
pre--charging pressure p0 is is 9,0 MPa (90 bar). Under NO circumstances should oxygen
or air be used.
Danger of explosion if oxygen or air is used for precharging the

pressure accumulator!
WARNING
Having connected the hydraulic line, it should be bled of all air by means of bleeder screw
on the accumulator.
Testing accumulators
After new installation of, or repair to accumulators, check pre--charge pressure p0 at least
once during the first week.
If no gas losses are detected during the first check, the second check is to be carried out
after approx. 3 months. If the results of the second check are satisfactory yearly testing
will suffice thereafter.
13.5.1. Recharging piston accumulators
Only use Oxygen Free Nitrogen (N2) in pre-- charging the accumulator.
The use of Oxygen can cause an explosion. It is recommended that a
Regulating Valve be fitted in the gas line when charging accumulators
WARNING with rating of less than gas supply pressure.
See separate Piston accumulator operation and service --instructions

for further information about recharging the piston accumulator.
CAUTION
TKU-D 01100-5 EN 4009 247 (280)

BRAKE SYSTEM LH209L
13.5.2. Disassembly and assembly of the piston accumulator
Do not open the gas valve, if the accumulator is connected to the

system.
WARNING
See separate Piston accumulator operation and service --instructions for

further information.
CAUTION
13.5.3. Recharging diaphragm accumulator
There is only one diaphragm accumulator

in the machine and it is for the pilot system.
Pre--charge pressure is 1,2 Mpa (12 bar).
Special tools:
Diaphragm accumulator charging and testing device *
+pressure gauge (250 bar) +hose 3 m + case
Pressure gauge 100 bar
* normally equipped with German adaptors (W 24,32 x 1¼” -- right)
following adaptors also available:
Adaptor for English cylinders R 5/8”
Adaptor for French cylinders W 21,80 x 1¼”
Adaptor for American cylinders 29/32”---14---left
Charging valve for diaphragm accumulators**
** When accumulator is equipped with charging valve, charging can be done with
”Sandvik Mining and Construction” accumulator charging and testing device. (The
charging valve can’t be removed from the accumulator after charging procedure.)
248 (280) TKU-D 01100-5 EN 4009

LH209L BRAKE SYSTEM
Check the valve and lock nut for accumulator connector thread M28 x 1,5. The adaptor
connected to the high pressure tube for the German nitrogen cylinders can be replaced
by adaptors to suit nitrogen cylinders used in other countries.
1. Clean carefully the external thread Shut ---off valve
(M28 x 1,5) on the gas side of the
diaphragm type accumulator, and Torque wrench
Check valve
its face surface (on which the
o--ring of the charging device
Valve body
bears). Adaptor
2. Tightly screw the adaptor of the Bleeder valve
high pressure tube to the nitrogen
cylinder. Screw on the charging Connector
device. Before screwing the
charging device onto the the
diaphragm type accumulator,
make sure that the o--ring acting as
a seal between the two parts is
located correctly in its groove. The
accumulator screw plug must be
loosened with a socket wrench.
3. Close bleeder valve.
4. Slightly open shut--off valve on the nitrogen cylinder, nitrogen flows into the
diaphragm type accumulator. The shut--off valve must be closed after certain
intervals of time and the prevailing gas pressure must be read off from the pressure
gauge. When the desired gas pressure has been reached, it is necessary to wait
a few minutes until the temperature in the accumulator has reached a point of
equilibrium. During this time, the gas pressure may change slightly.
5. Close shut--off valve on the nitrogen cylinder. If the gas pressure is too high, it can
be corrected by opening the drain valve on the charging device.
6. Tighten accumulator screw plug with a torque of 30 ± 10 Nm.
7. Bleed the charging device through the drain valve and remove.
Using a torque wrench, now retighten the screw plug (30 ± 10 Nm).
The adjusting bolt (B) can be removed

both after unscrewing the lock nut on the
side of the 1/2” square socket and also by A
unscrewing the threaded bushing. We
recommend unscrewing the threaded
bushing because in this way damage to
the o--ring (A) is avoided when dismantling
the follower. The threaded bushing should
should be unscrewed by means of a
hexagonal part (width across flats 14 mm), B
the hexagonal part must contain a hole (Ø
10 mm, 20 mm long).
From time to time, a few drops of oil
should be applied to the two points
shown in the fig.
TKU-D 01100-5 EN 4009 249 (280)

BRAKE SYSTEM LH209L
Bladder type accumulator, boom suspension (optional)
After new installation of, or repair to
accumulators, check pre--charge Valveguarg
pressure p1 at least once during the first Valve cap
week. Gas valve element Seal
If no gas losses are detected during the Gas valve
first check, the second check is to be Nut
carried out after approx. 3 months. If the Name plate
results of the second check are
satisfactory yearly testing will suffice
thereafter.
1. Connect 250 bar pressure gauge
to the test nipple of the system to
be tested.
2. Start the engine and press the
Rubber ring
boom down against the stops to
Retainer ring
charge the system. Bladder
Washer
Poppet valve
3. Discharge the boom suspension Seal ring
system accumulator by applying Valve body Trust plate
the suspension system on and Bleeder screw Fastening nut
off. During this emptying process Seal ring
watch the pressure gauges.
4. When testing the emergency steering accumulators. Shut off the engine and turn
the steering wheel. During this emptying process watch the pressure gauges.
5. As soon as the accumulator pre--charge pressure p0 (9,0 MPa 90 bar) is reached,
the needle of the pressure gauge will drop suddenly back to zero.
6. If the pre--charge pressure is too low, the accumulator must be recharged with
nitrogen.
Recharging the bladder accumulators

Caution: Before making the measurement make sure that the accumulator is unloaded
on the fluid side.
Special tools:
Bladder accumulator charging and testing device*
+pressure gauge (250 bar) +hose 3 m
* normally equipped with German adapters (W 24,32 x 1¼ ” -- right)
following adapters also awailable:
Adaptor for English cylinders R 5/8”
Adaptor for French cylinders W 21,80 x 1¼”
Adaptor for American cylinders 29/32”--14--left
250 (280) TKU-D 01100-5 EN 4009

LH209L BRAKE SYSTEM
1. Unscrew valve guard and valve cap from gas valve of the accumulator. Using its
retaining nut, attach the connecting hose of the charging device to the nitrogen
bottle. Place the requisite sealing insert in the charging device.
2. Screw the charging device on to the accumulator with appropriate adaptor. Close
the bleeder valve. Press the button on the charging device: the pressure gauge
then indicates the gas pre--charge pressure.
3. Open the shut--off valve on the the nitrogen bottle and let the gas flow slowly into
the accumulator.
4. After a short time close the shut--off valve of the nitrogen bottle and with the
pressure gauge check the pre--charge pressure in the bladder by pressing the
button on the charging device.
5. If the pre--charge pressure is too high, it can be reduced by opening the bleeder
valve and carefully pressing the button.
6. Since the pre--charge pressure p0 changes with the gas temperature, wait 2
minutes after reaching the required pre--charge pressure to allow the temperature
to stabilize. Then recheck the pre--charge pressure and correct if necessary.
7. As soon as the pre--charge pressure indicated by the gauge is correct, remove the
charging device. Replace valve cap on the accumulator, screw on valve guard
(tightening torque 20...40 Nm) and check sealing by applying a soap solution.
Leaks must be stopped immediately, for they may lead to the destruction of the
bladder.
Button
Charging and testing device
TKU-D 01100-5 EN 4009 251 (280)

BRAKE SYSTEM LH209L
13.6. Brake flushing
BRAKE FLUSHING RETURN FILTER
SPRING_LOADED NON_RETURN VALVE
HYDRAULIC OIL COOLER
All four wheel brakes of the machine are multiple disc, liquid cooled “Posi--Stop” design.
An oil flow is directed to each brake housing to fill the cavity for cooling and flushing of the
brake.
252 (280) TKU-D 01100-5 EN 4009

LH209L BRAKE SYSTEM
13.6.1. Hydraulic diagram
D
F

The flow from oil cooler (A) is returned to tank through non--return valve (B). This valve
has an opening pressure of 200 kPa (2,0 bar) and flow is forced to the wheel brake cooling.
Equal amount of oil will flow to the front and rear axle brakes (C). The oil flow to each brake
chamber is mainly controlled with hose and fitting sizing. Return flow from each brake
chamber is directed back to hydraulic oil tank (D) through return filter (E). The return filter
has a by--pass valve (F) in case the filter gets clogged. The opening pressure for By--pass
valve is 0,4 bar.
TKU-D 01100-5 EN 4009 253 (280)

BRAKE SYSTEM LH209L
13.6.3. Functional description of components
Filter unit Z305 (1.)
Return filter
The return filter cleans the hydraulic oil 1
returning from brake flushing to
hydraulic oil receiver. The filtration rating
is β20=75.
Spring loaded non-- return valve
Non--return valve allows the hydraulic oil
returning to the tank past the filter when
the pressure on the primary side of the
filter is more than 0,4 bar greater than
the pressure on the secondary side.

The spring--loaded non--return valve
allows the brake oil returning to the
hydraulic oil tank to flow straight to the
tank past the brake cooling circuit, when
the cooling circuit pressure is more than
1,0 bar greater than the pressure on the
secondary side.
254 (280) TKU-D 01100-5 EN 4009

LH209L BRAKE SYSTEM
13.7. Lining wear measurement

-- Brakes should be at ambient temperature.
-- Apply and hold pressure to actuating port.
-- Remove the plug in the bottom of the housing (see picture) or the temperature
probe (front axle).
-- While maintaining pressure on the brake, measure depth, using suitable depth
gauge or depth micrometer, from the finished, spotfaced, surface at the temp.
probe port to the inboard face of of the brake reaction plate thru the port holes.
Note: Depth gauge probe must clear a 9 mm diameter hole at the outer outlet port
holes.
-- Record port used and depth measurement for later use when measurement is
repeated, using the same procedure and port. Total brake plate pack lining wear,
then, is the difference between the current measurement and the initial one.
-- Baseline depth measurement is done at the factory when the brake lining plate
pack is new. All future measurements will be compared to new linings. Baseline
depth as well as the maximum increase is stamped near the port used for
measurement. When recording this much wear, brake must be disassembled for
visual inspection. Due to allowable manufacturing tolerances there can be some
material left and linings can be further used.
-- The linings are considered worn out when they have worn to the bottom of the oil
grooves in the lining face.
TKU-D 01100-5 EN 4009 255 (280)

LH209L GENERAL ELECTRICAL SYSTEM
14. GENERAL ELECTRICAL SYSTEM
Voltage feeds
The control devices (including switches and buttons) and sensors in the machine require
voltage feed in order to function. The same voltage feed can be fed into a device / sensor
that belongs to several different systems.
Gauges
S064 P 00 7 P 0 06 P 00 5 S 0 04 S051
O
bar b ar V OL T F 00 1
24 28 P I 15A
0 5 0 25 18 32
*
II F 00 2
P 01 1 15A
P0 0 4
S EL CEL III F 0 03
SEL CEL 30 5A
P003 P0 0 2 P 0 01 20 KM/H 40
T E MP T EM P MBDR F 00 4
H14 H15 TE M P 1 00 12 0 10 0 12 0 * S008 8A
50 1 50 50 1 50 10 50
3 2 1
H38 H35
40 1 20 7 6 5 4 F 00 5
1110 9 8 60 8A
141312 0 000
H01 H06 F 00 6
MBDR 8A
H02 *H23 F 00 7 *
A 01 0 8A
SE O
*H09 *H08 TEST
1
H12 H10 F 4 R
# # #
F 02 0
15A
2
H27 *H24 S0 0 6
S 03 8 S0 0 1 S0 0 2 S005 S053 S036 S 0 56 SE O S 01 5 S 01 3 S0 1 4
Gauge P001 shows the hydraulic oil temperature. The measurement signal to the gauge
comes directly from the temperature sensor.
Gauge P002 shows the transmission oil temperature. The measurement signal to the
gauge comes directly from the temperature sensor.
Gauge P003 shows the engine coolant temperature. The measurement signal to the
gauge comes directly from the temperature sensor.
Gauge P004 Tachometer / multipurpoce gauge.
Gauge P006 shows the transmission oil pressure. The measurement signal to the gauge
comes straight from the pressure sensor.
Gauge P007 shows the engine oil pressure. The measurement signal to the gauge comes
directly from the pressure sensor.
Gauge P011 shows the speed and distance. The measurement signal to the gauge comes
straight from the cardan RPM sensor.
Cleaning the glasses

The glasses are kept clean by using wipers and washing devices that are controlled by
switch S013, S014 and S015.
TKU-D 01100-5 EN 4009 257 (280)

GENERAL ELECTRICAL SYSTEM LH209L
Signal horn
The signal horn is turned on for a set period of time when the engine starts running. The
operator can control the signal horn with a push--button S005 on the control panel.
When the signal horn is turned on, relay K061 becomes energized and the horn sounds.
When the signal horn is turned off, relay K061 is deactivated. Reversing buzzer H302 is
controlled by the gear shift button and PLC. When the gear is reverse, relay K008
becomes energized and the buzzer sounds. When the gear is front, relay K008 is
deactivated.
Logic controller
See chapter “Power train” section “Logic contrelled gear shifting”
Engine run signal

ADM2 (ENGINE ADAPTION AND CONTROL MODULE) drives coil K011. When engine
starts ADM2 grounds coil K011 which becomes energized. Coil has two modes, “engine
running” and “engine stopped”. When engine is turned off, the coil changes to “engine
stopped”-- mode.
14.2. Lights
The light system includes the front light, rear

lights, cabin corner lights and rear light at the
tank. In addition, the system includes a roof
light.
Lights type: H3 70W.
The front and cabin corner lights are

controlled by switch S001. The rear lights
and tank lights are controlled by switch
S002. Door switch S147 turns the roof light
on/off.
258 (280) TKU-D 01100-5 EN 4009

14.3. Batteries
14.3.1. Battery technical data
Electrical Data Lid
Voltage (V): 12 Lid Type: Flat/Press
C20 (Ah): 145 Lid Polarity: ETN 0
CCA (A): 850 Lid Color: BLACK
Vibration: V3(35Hz/6g/20h) Terminal: 1
Endurance: E2(70cycles@50%) Ventilation: Independent
State: WET Filter: No
Grid Alloy: Hybrid
Technology: Vented/Flooded
Plugs
Container
Number: 2
Type: D03
Type: Vent
Hold down: B0
Color: BLACK
H.D. Adapter: None
Colour: Black
Handle Overall Dimensions (mm)

Number: 2 Length: 349
Type: Rigid Width: 175
Color: BLACK Height: 290
TKU-D 01100-5 EN 4009 259 (280)

When working with acid, such as filling batteries, use a face shield. If
many batteries are handled, wear protective clothing for extra safety.
Extreme care must be taken to avoid spilling or splashing electrolyte as it
WARNING can destroy clothing and burn the skin.
Batteries generate explosive gases. It only takes a small spark, flame or

burning cigarette to set off a dangerous explosion. Therefore, ignition
sources must be kept well away at all times.
WARNING
Hydrogen and oxygen gases are produced during normal battery

operation and escape through the battery vents. Make sure working
areas are well ventilated to avoid creating an explosive atmosphere
WARNING around the battery.
Ensure safety precautions continue to be observed after a battery has

been charged as explosive gases may still be present for several hours.
WARNING
An exploding battery may cause serious injuries including eye injury

from flying pieces of the case or cover. Always wear safety goggles and a
face shield when working near batteries. Never lean over the battery
WARNING during charging, testing or ’jump starting’ operations. Do not break ’live’
circuits at the terminals of batteries because a spark invariably occurs at
the point where a ’live’ circuit is broken.
Make certain the charger cable clamps or booster leads are clean and
making good connections. A poor connection can cause an electrical arc
which could ignite the gas mixture and explode the battery.
WARNING
Take care to ensure tools or other metallic objects do not fall across the
terminal or any adjacent metallic part of the vehicle.
WARNING
Do not smoke when working near a battery. Never strike a match or bring
any other flame near a battery.
WARNING
260 (280) TKU-D 01100-5 EN 4009

Replace any battery that has signs of damage to the terminals, case or
cover.
WARNING
Read the general maintenance instructions before starting to work on

the electric components (Electric system maintenance and Battery
maintenance).
CAUTION
Do not disconnect the batteries with the engine running.
CAUTION
TKU-D 01100-5 EN 4009 261 (280)

14.3.2. Removing the batteries

WARNING
When working with batteries, wear protective clothing and safety

goggles. Extreme care must be taken to avoid spilling or splashing
electrolyte as it can destroy clothing and burn the skin.
WARNING
1. Turn the main switch

to the OFF position (1).
2. Open the battery inspection 1
cover (2).
3. First, disconnect the electric

cable from the (--) terminal of the
battery and protect the
5
connector.
4. Disconnect the electric cable 6
from the (+) terminal of the
battery and protect the 3 4
connector.
5. Disconnect the cable connecting
the batteries to the series.
6. Open the fastening screws (M12)
of the battery clamping frame
and lift the frame from its place.
7. Lift the batteries. If possible, use
a hoist.
262 (280) TKU-D 01100-5 EN 4009

14.3.3. Installing the batteries:

WARNING
When working with batteries, wear protective clothing and safety

goggles. Extreme care must be taken to avoid spilling or splashing
electrolyte as it can destroy clothing and burn the skin.
WARNING
1. Make sure that the main switch is

in the OFF position.
2. Place the batteries on the holder (+) (--)
as shown in the picture. Attach
the clamping frame of the
batteries with nuts (M12).
3. Attach the cable connecting the
batteries to the series and install (--) (+)
the terminal protectors.
4. Connect the wire to the (+)
terminal of the battery and place
the terminal protector in place.
5. Connect the wire to the (–) terminal of the battery and place the terminal protector
in place.
6. Make sure that the electric cable set properly when the battery inspection cover
is closed. Finally, close the cover.
TKU-D 01100-5 EN 4009 263 (280)

14.4. Alternator
ALTERNATOR
Precautions must be taken when working on or around the alternator.

The diodes and transistors in the alternator circuit are very sensitive
and can be easily damaged.
CAUTION
14.4.1. Removing the alternator
1. Turn the main switch

to the OFF position.
2. Disconnect the electric cables
from the battery. First from the (--)
terminal and then from the (+) 3
terminal of the battery.
3. Disconnect the electric cables
connected to the alternator and
the protective cap of the
alternator.
4. Attach spanner with the 17 mm

socket to the hexagon bolt of
tensioning pulley. Swing the
tensioning pulley upwards and
remove the poly--V--belt. 5
5. Open the fastening screws of the
alternator and remove the 4
alternator.
5
264 (280) TKU-D 01100-5 EN 4009

The tensioning device is spring ---tensioned. When it is loosened or

tightened, there is a risk of injury from hands or fingers being crushed or
trapped in pretensioned parts.
WARNING D Make sure the the tool is handled correctly.
D Keep your fingers out of the area between the belt pulley and the
poly ---V---belt when fitting or dismantling the poly ---V---belt.
D Wear work gloves when working on the tensioner.
Installing the alternator

1. Install the alternator in place and
tighten the screws.
2. Lay the poly--V--belt on all belt 1

pulleys, except for the tensioning
pulley (See illustration for
poly--V--belt routing). 3
3. Swing the tensioning pulley 1

upwards using the lever, insert
the poly--V--belt and swing back
the tensioning pulley.
4. Remove the spanner and check
for correct seating of the 2
poly--V--belt on the belt pulley.
COOLANT PUMP
5. Attach the electric cables and
protective cap on the alternator.
TENSIONING PULLEY
6. Connect the battery cables. First,
connect the cable to the (+)
terminal of the battery. Install the ALTERNATOR
terminal protectors in place.
CRANKSHAFT
Never turn the main switch off when the engine is running. This may
damage the alternator or the voltage regulator and machine electronic
equipment.
CAUTION
TKU-D 01100-5 EN 4009 265 (280)

14.5. Circuit breakers
14.6. Circuit breaker descriptions and values
The circuit breakers are located in two places in the machine. Firstly, at the instrument
panel in the cabin and secondly in box X356.
All circuit breakers are automatic fuses. Air condition unit has separate fuses located in
the air conditioning unit. The circuit breakers in box X356 (F359, F362, F321, F446, F447)
have a lever that turns to another position when the circuit breaker is triggered. Circuit
breakers F364 and F335 can be triggered from the cabin. After clarification of a fault
situation, the circuit breaker is reset by turning the lever back to the correct position. Other
circuit breakers have a push--button that pops up when the fuse is triggered. After
clarification of a fault situation, the circuit breaker is reset by pushing the button back
down.
Triggering of the circuit breaker can be caused by, for example, temporary and/or transient
disturbance in electricity distribution. In that case, the circuit breaker is reset and the
situation monitored in order to determine whether the disturbance is recurring. An actual
fault in wiring or some component, for example a short circuit, can also trigger the circuit
breaker. In that case the electrical wiring and components of the circuit breaker in question
must be examined.
266 (280) TKU-D 01100-5 EN 4009

14.7. Location of fuse boxes
TKU-D 01100-5 EN 4009 267 (280)

Circuit breakers
F1
F2
F3
F4
F7
F5
F21
F6
F20 F364 F335 F20

F359 F362 F321 F446 F447
Instrument panel
F1 Front lights, cabin front corner light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 A
F2 Rear lights, cabin rear corner light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 A
F3 Brake lights, reverse buzzer (opt.), horn(s), interior light, drive direction lights . 8 A
F4 Engine start, start alarm horn, parking lights, diagnostic connector . . . . . . . . . . . 8 A
F5 Instrument panel gauges, indicator lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 A
F6 Joysticks, PLC, brake circuits, brake release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 A
F7 Spare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 A
F20 Washers, wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 A
F21 Spare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 A
Connection box X356 (left side on the rear frame)

F335 Main fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 A
F364 Emergency steering pump motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 A
F359 Instrument panel power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 A
F362 Brake release pump motor (opt.), hydraulic oil filling pump motor (opt.) . . . . 40 A
F321 Air conditioning power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 A
F446 ECM power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 A
F447 ECM power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 A
268 (280) TKU-D 01100-5 EN 4009

14.8. Checking and adjusting

14.8.1. Checking emergency stop and shutdown system

maintenance).
CAUTION
1. Check all emergency stop buttons for damage. There are three emergency stop
buttons, one inside the cabin and two (opt.) on the rear of the machine, one on
either side.
2. Check that none of the emergency stop buttons are pushed.
3. Start the engine.
4. First check the Emergency Stop button in the cabin. Push button in and engine
should stop instantly.
5. Restart the engine.
Note! Wait 30 Seconds before restarting -- allows starting system to cool.
6. Push the Emergency Stop button on the left rear side of the machine, the engine
should stop instantly.
7. Restart the engine.
Note! Wait 30 Seconds before restarting -- allows starting system to cool.
8. Push in the remaining Emergency Stop button on the right hand rear side of
machine, and the engine should stop instantly.
9. If engine does not shut down, locate the fault and repair the fault according to the
wiring diagrams.
TKU-D 01100-5 EN 4009 269 (280)

Common faults on emergency buttons
Emergency Stop buttons on the rear of the machine are prone to moisture, from cleaning
machine and mine conditions. This may cause corrosion on Emergency Stop button
contacts.

maintenance).
CAUTION
Do not work on live components.
WARNING
1. Remove the cover on the Emergency Stop button and check for moisture inside.
2. If any moisture, allow to dry out with air or with a moisture removal spray, and check
the contacts for corrosion and repair or replace if needed.
3. If any moisture, allow to dry out with air or with a moisture removal spray, and check
the contacts for corrosion and repair or replace.
4. Check cabling to and from the Emergency Stop button for damage. Repair or
replace if needed.
5. Check connections in junction boxes for corrosion. Repair or replace if needed.
6. Check cabling from junction box to cabin for damage or corrosion. Repair or
replace if needed.
7. Check wiring in cabin dash for correct installation or damage. Repair or replece
if needed.
270 (280) TKU-D 01100-5 EN 4009

14.9. How to read toro electric diagrams

14.9.1. Marking
Parts used in the electric drawings are marked with a sign code.
The code is used to identify certain part in the drawings and in the part lists.
Example of a code
E313
Actuator
Location
Consecutive number
The actuators are marked like a supplementary catalog.

14.9.2. Marking of the actuators
Letter code of the actuators is based on standard SFS2749 (4622)
A = Assemblies
For example: regulator, synchronizer, amplifier, laser, dimmer,
program mechanism, speed regulator
B = Transducers, from non--electrical to electrical quantity
e.g. thermo cell, photoelectric cell microphone, loudspeaker,
rotative velocity sensor, pressure sensor, thermostat
C = Capacitors
D = Delay devices, storage devices, binary elements
E = Miscellaneous
e.g. lighting device, heating device, device not specified elsewhere
in this table
F = Protective devices
e.g. fuse, over--voltage discharge device, arrester
G = Generators, power supplies
e.g. rotating generator, rotating frequency converter, battery,
oscillator,induction coil (not relay or contactor coil), line trap,
reactors
H = Signalling devices
e.g. optical indicator, acoustical indicator
TKU-D 01100-5 EN 4009 271 (280)

J = Spare
K = Contactors, relays
L = Inductors, reactors
e.g. induction coil (not relay or contactor coil), line trap, reactors
M = Motors
N = Spare
P = Measuring-- and testing equipment
e.g. indicating--, recording-- and integrating measuring devices,
signal generator, clock
Q = Switching devices for power circuits
e.g. circuit breaker, main switch, safety switch, load switch
R = Resistors
e.g. adjustable resistor, potentiometer, thermistor
S = Switching devices for control circuits, selectors
e.g. control switch, push--button, limit switch, dial contact
T = Transformers
e.g. voltage transformer, current transformer
U = Modulators, changers
e.g. frequency changer, demodulator, inverter, converter,
(transformers in test circuits)
V = Tubes, semiconductors
e.g. electronic tube, gas--discharge tube, diode, transistor, thyristor
W = Transmission baths, aerials
e.g. conductor, cable, busbar, waveguide, dipole, parabolic aerial
X = Terminals, plugs, sockets
e.g. connecting plug and socket, clip, test jack, terminal board, link,
cable sealing end, cable joint
Y = Electrically operated mechanical devices
e.g. brake, clutch, pneumatic valve, solenoid valve
Z = Terminations, filters, equalizers, limiters
e.g. cable balancing network, crystal filter, network
272 (280) TKU-D 01100-5 EN 4009

14.9.3. Parts location

Classifying by the location.
0 = Instrument panel
1 = Cabin
2 = Front frame
3 = Rear frame
4 = Engine
5 = Contactor box I (Electric TORO)
6 = Contactor box II (Electric TORO)
7 = ⎯
8 = ⎯
9 = ⎯
14.9.4. The consecutive number
The consecutive number in the end of the code varies from 1 to 999.
Example 1: Motorcontactor in the contactorbox I, code: K5001
Example 2: Connector 10 in the box I, code: X510.
14.9.5. Marking of cables
The cables are marked by the actuators they are connected to.
Example 1: The cable of light E13 in the rear frame: E313 and the wire E313_1.
A cable feeding more than one actuator is marked after the most common actuator in that
system.
TKU-D 01100-5 EN 4009 273 (280)

14.9.6. Drawing sheets
All electric diagrams to certain machine are under the same drawing number. Different
sheets are separated from each other with a sheet number added to the end of the drawing
number (a hyphen between drawing-- and sheet numbers).
2
11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
9
1
FF.1 FF.2
3/25 14/11 2 FRONT L.RELAY,LOW
ETUVALORELE,LÄHI
304.2 304.3
3/17 304 14/12
1 13 1 13 1 13
FRONT LIGHTS
FF1 FF2 FF3 3
LOW BEAM
10A 16A 2 14 10A ETUVALOT
2 14 2 14
165 LÄHIVALOT
165.1 165.2
3/17 14/12 FRONT L. RELAY,HIGH
301 302 303
167.5 4 ETUVALORELE,KAUKO
4/21
303.1 FRONT LIGHTS,HIGH

X221 301 X221 302 X221 303 5 ETUVALOT,KAUKO
3/13
7 86
87a 87
8 5 4
4 6
FRONT LIGHT,RIGHT
ETUVALO,OIKEA
K247
87a 87 87a 87 30 K223
85
3 11/11
K205 K206 B 7 * ROTATING BEACON
12/11 30 12/13 30 PYÖRIVÄ VAROITUSV.
X221 23
X221 238
66 78 5A SDS 23 * FOOTSTEP LIGHTS
8 ASTINVALOT
X120 2
6
11 7 13 5 24 9
X2211 X2211 X2211 X2211 X2214 X2211
11 7 13 5 24 2 9
RED HORN
9 ÄÄNIMERKKI
YELLOW
WHITE BROWN
X001 238 5 10
FIRE SUPPRESSION SYSTEM
*AUSMINCO
B
*S246 1 1
1
P
E205 E206 E203 E204 E225

2 E238 * 6A
12 8 14 6 25 2 2 H201
X2211 10
3
X2211 X2211 X2211 X2211 X2214 C A
12
X221 gnd X221 gnd
8 14
X221 gnd X221 gnd X221 gnd
6 25
X001 gnd
*K169
10 E136A E136B
X221 gnd
10
X221 gnd
Xenon Xenon
*AUSMINCO
5 4
1 3 2
*K169 7 9
4 5 6 10 3 5/12 8
LISÄVARUSTE
* OPTIONAL
T60D CIRCUIT DIAGRAM T60D,2 13 / 32

FRONT LIGHTS/HORN 3-560016xx
1. 13/32 Page number. Page 13 of 32 pages.
3-- 560016XX Drawing number.
2. Column number
e.g 13/21 (page 13, column 21). 19 20 21 22 23 24
B
SDS
2
RED 2
YELLOW
B
1 1
1
2
C A 2 2
274 (280) TKU-D 01100-5 EN 4009

3. Function description
Describes which functions can be found from
the column above of the symbol. 9
4. K223 Actuator locator/identification number

(contacts for relay K223).
K = relays.
2 = location, front frame.
23 = consecutive number. 5 4
K223
11/11 Address where is a drawing for coil for 3 11/11
relay K223 (on page 11, column 11).
5. X001 Connection number.

X = terminals, plugs, sockets.
0 = location, instrument panel.
2
01 = consecutive number. X120
∅ Type of connection (terminal strip).
2
238 Connection (terminal) number.
6. X120 Connection number.

X = terminals, plugs, sockets.
0 = location, cabin. X001 238
20 = consecutive number.
Type of connection.
2 pin number in the plug/socket.
7. K247 Actuator locator / identification number

(coil for relay K247).
K = relays.
2 = location, front frame.
47 = consecutive number.
8. K247 Contacts for relay K247 (dashed line 87a 87

86
-------- depicts connection between coil and
contacts). K247
30/ 87a/ 87 Contacts id numbers. If there is no 85 30
dashed line between coil and contacts there
will be address information next to coil and
contacts symbols which tells the address
where contacts or coil can be found. e.g 13/21
(page 13, column 21).
TKU-D 01100-5 EN 4009 275 (280)

9. 304.2
304 = wire number.
2 = junction number which is used only in the
drawings. 304.2
3/17 1 13 1
3/17 Address where wire continues (on page FF1 FF2
3, column 17). 10A 2 14 16A 2
10. Components / functions which are marked

with * are optional equipment.
E238 *
276 (280) TKU-D 01100-5 EN 4009

ANSUL
º INSTALLATION, LT-A-101-125/250
RECHARGE, FIRE
INSPECTION, AND SUPPRESSION
MAINTENANCE SYSTEMS
MANUAL
004654
SECTION I – GENERAL INFORMATION
5-15-02 Page 1-2
REV. 1
REMOTE ACTUATOR(S)
CHECKFIRE
DETECTION SYSTEM
ACTUATOR 2
ACTUATION
LINE
SAFETY
RELIEF VALVE
4
EXPELLANT
GAS CARTRIDGE
FIGURE 1
004472
HOW THE SYSTEM OPERATES IN CASE OF FIRE

Discharge of the LT-A-101 system manually is initiated from an When a fire starts, the way the operator reacts is very important.
automatic or manual actuator (1). Automatic operation or manual- As soon as the operator is aware of a fire, he should do the fol-
ly depressing the actuator plunger punctures the seal on the car- lowing four things:
tridge. The released pressure is transmitted through the actuation 1. Turn the machine off and set the brake.
line (2). A safety relief valve (3) in the actuation line prevents too
high an actuation pressure build-up. The pressure drives a punc- 2. Quickly actuate the LT-A-101-125/250 system by pulling the
ture pin through the seal in the expellant gas cartridge (4). This safety ring pin on the manual actuator and strike the red
releases the expellant gas which is then transmitted to the dry button.
chemical tank (5) where it fluidizes the dry chemical before carry- 3. Evacuate the vehicle.
ing it to the fire hazard. A bursting disc nipple prevents the flow of
dry chemical until sufficient pressure is built up within the dry 4. Stand by with a fire extinguisher.
chemical tank. When the proper pressure is reached, the disc
breaks allowing the gas/dry chemical mixture to flow to the noz-
zle(s) and discharge onto the hazard. ! CAUTION
Refer to appropriate CHECKFIRE® design, installation and main- The system described in this manual is a fire suppression sys-
tenance manual for information on the operation of the automatic tem and is not designed or intended to extinguish all fires, par-
detection system. ticularly when unusual amounts of combustible materials and
NOTE: Mechanical or electrical means should be provided to an ample oxygen supply are present. It is extremely important
shut down vehicle upon system actuation. that supplement firefighting equipment be available in case the
system does not totally extinguish a fire.
SECTION II – SYSTEM DESCRIPTION
5-15-02 Page 2-1
REV. 1
APPLICATION METHOD Total flooding application is accomplished by introducing a suffi-

The LT-A-101-125/250 system provides fire protection using total cient quantity of FORAY dry chemical through fixed nozzles
flooding and local application methods. These methods are throughout the volume of the enclosure.
described below. To enhance the effectiveness of the total flooding system in indus-
trial applications, all fan air movements must be shut down and/or
Local Application – Vehicle dampered at discharge of the dry chemical system. Refer to
When designing a local application system for vehicle protection, NFPA 17, “Standard For Dry Chemical Extinguishing Systems,” for
each individual hazard area must be surveyed and the correct additional information.
type nozzle must be chosen to give the proper coverage.
PIPING ARRANGEMENT
Total Flooding The LT-A-101-125/250 system utilizes either a 24*, 16, 12, or 8
Total flooding is described as “volume protection” and it is applied nozzle agent distribution network. The main supply line connects
only when a hazard is located in an enclosure. Openings such as to a triple tee or distribution tee. From the triple tee, four (4) sepa-
doors, windows, and grating shall not be more than 15% of the rate, four (4) nozzle distribution arrangements can be run. If the
enclosure’s total surface area (ceiling, floors, and all walls). supply line is connected to a distribution tee, three (3) separate
Openings of 5% or less of the total surface area are acceptable four (4) nozzle distribution arrangements can be run. See Figure
and do not require screening. Hazards with openings greater than 1. Any combination of F-1/2, V-1/2, or C-1/2 nozzles can be used.
5% but not over 15% can be protected by screening with V-1/2 * 24 NOZZLE SYSTEMS CAN ONLY BE USED ON LT-A-101-250 SIZE TANKS.
nozzles, or F-1/2 nozzles at an amount of not less than 1 lb./sq. ft.
BURST DISC
of opening size(s). NIPPLE
3/4 X 1/2 X 1/2 REDUCING
1 1/2 IN. PRIMARY TEE (TYP. 4)
SUPPLY
BURST DISC SECONDARY 1/2 IN. PRIMARY BRANCH
LINE
NIPPLE BRANCH LINE LINE (TYP. 8)
1/2 IN. (TYP. 16 PLACES) LT-A-101-125/250
8 NOZZLE TRIPLE TEE
1 1/2 IN. 1/2 IN.
3:1 (OPTION 1) (1 1/2 X 3/4)
PRIMARY
SUPPLY 1/2 IN. 3/4 IN. SECONDARY
LINE SUPPLY
LT-A-101-125/250
1/2 IN. (TYP. 4)
16 NOZZLE 3/4 IN.
PRIMARY
40 FT. BRANCH LINE
(12.2 m) 1/2 IN. (TYP. 8 PLACES)
1/2 IN. 3/4 IN. 006496a
1/2 IN.
1/2 IN. 40 FT. 3:1 3:1
(12.2 m)
3:1 1/2 IN. 3/4 IN. 1/2 IN. BURST DISC
3/4 IN.
40 FT. 1/2 IN. NIPPLE
(12.2 m) 40 FT.
1/2 IN. 1 1/2 IN. PRIMARY
1/2 IN. (12.2 m)
004473a SUPPLY
3/4 X 1/2 X 1/2 1/2 IN. LINE
REDUCING LT-A-101-125/250
SECONDARY
TEE OPTION 8 NOZZLE
SUPPLY LINE
1/2 IN. (TYP. 4 PLACES) (OPTION 2)
1/2 IN. 1 1/2 X 1
TRIPLE TEE TRIPLE
REDUCING TEE
OPTION TEE
TRIPLE TEE 1 IN.
(3/4 X 1/2) SECONDARY
SUPPLY
(TYP. 2) 006496b
3/4 X 1/2 X 1/2 1/2 IN. PRIMARY
BURST DISC BRANCH LINE (TYP. 8)
REDUCING TEE
NIPPLE
(TYP. 3 PLACES)
1 1/2 IN.
PRIMARY
SUPPLY 1 1/2 IN. PRIMARY
LINE SUPPLY
3/4 IN. SECONDARY
LT-A-101-125/250
SUPPLY LINE
12 NOZZLE
(TYP. 3 PLACES)
24 NOZZLE
SYSTEM – TRIPLE
1 1/2 IN. X 1 IN. TEE
REDUCING COUPLING LT-A-101-250 ONLY
1/2 IN.
1/2 IN.
1/2 DISTRIBUTION
1/2 IN.
IN. TEE
004473b
1/2 IN.
1/2 IN. PRIMARY 1/2 IN.
BRANCH LINE 1/2 IN. SECONDARY
(TYP. 6 PLACES) BRANCH LINE 3/4 IN.
(TYP. 12 PLACES) 1/2 IN. SECONDARY
PRIMARY SUPPLY
BRANCH
1/2 IN. SECONDARY

BRANCH 006051
FIGURE 1
SECTION II – SYSTEM DESCRIPTION
5-1-02 Page 2-2
REV. 1
DETECTION
Several types of electric automatic detection systems with various
detector options are available for the LT-A-101-125/250 systems.
Electric
Electric detection systems (CHECKFIRE SC-N, Series I, and
MP-N) are available to provide rugged, automatic detection for
vehicle protection. These systems are either powered by the vehi-
cle battery or by the internal module battery or both.
The electric detection systems can use either linear heat detec-
tion, spot detectors, or pneumatic linear detectors.
ANSUL ® DETECTION AND CHECKFIRE® SC-N
CONTROL ELECTRIC
EQUIPMENT DETECTION AND
DATA SHEET ACTUATION
SYSTEM
FEATURES to extreme environmental and physical condi- circuits are low impedance and designed to
tions such as vehicles used in forestry, min- eliminate nuisance alarms associated with
• FMRC Approved
ing, agriculture, construction, public trans- contact bounce.
• Self Contained – Internal 3.6 VDC Power portation, public utilities, land fill, and waste
Source disposal. First Initiating Circuit
• External 12/24 VDC Power Source The control module can be utilized as a self Two field programmable time delays provide
Connection Available contained system, powered by its own inter- timing of shutdown and release functions
nal Lithium battery. This allows the detection associated with the operation of the detection
• Battery Back-up Available and electric manual pull/pressure switch
system to operate around-the-clock without
• Power Fault Monitoring for Both Internal use of external power. Optionally, external input initiating circuits. The first time delay is
and External Power power can be connected to the control mod- field programmed to assign the time between
ule. With external power connected, the inter- the initial alarm condition from the detection
• Euro-Style Terminal Block for Field
nal power source provides battery back-up. circuit and the operation of the shutdown
Connections
When connected to an external 12/24 VDC relay. The first time delay is programmable
• Two Part Enclosure Design Simplifies supply with the internal battery also connect- for 5, 10, 20, or 30 seconds. The second
Installation and Servicing ed, the external power source becomes the time delay is field programmed to assign the
primary supply, while the internal source is time between the completion of the first time
• Environmentally Sealed Enclosure
maintained in a standby mode of operation. delay (when the shutdown relay operates)
• Mounting Feet For Mounting To Any and operation of the release circuit. The sec-
Suitable Flat Surface The control module may be installed where ond time delay is field programmable for 0,
the ambient temperature is between –40 °F 10, 20, or 30 seconds.
• Microprocessor Based Circuitry to 140 °F (–40 °C to 60 °C).
• Sealed, Membrane Push Button For Reset Second Initiating Circuit
and Delay The second initiating circuit is field program-
• Vibration and Shock Resistant Design mable to be used as either an electric manu-
al pull or a pressure switch feedback circuit.
• Electronic Circuitry That Meets The IEC If selected as an electric manual actuation
Standards For Electromagnetic input circuit, its operation will override the
Compatibility in Heavy Industrial first time delay function and initiate a second
Environments time delay condition, causing the shutdown
• Form “C” Relay Output Connection For relay to immediately operate and the release
Both Auxiliary Alarm and Shutdown to occur upon expiration of the second delay.
Functions Additionally, the control module can be field
programmed, if it is so desired, to shorten
• Normally Open Trouble Contacts Available
the second time delay when a manual actua-
for Remote Trouble Annunciation
tion occurs. The time delay options associat-
• Two Supervised Initiating Circuits – One ed with the manual actuation are 0, 10, 20,
For Detection and One for Either Manual and 30 seconds, with the condition that it can
Electric Actuation or Pressure Switch only be less than or equal to the time delay
Feedback associated with the detection circuit.
• One Supervised Release Circuit Selection of the second initiating circuit as a
• Manually Field Programmable Circuits (can pressure switch feedback circuit will result in
002710
optionally be PC programmed) the operation of the alarm relay and shut-
down relay, but will not operate the release
• History File to Record The Last 50 Alarm circuit. Additionally, a trouble condition will
DESCRIPTION
and Trouble Events occur on the control module, indicating the
The complete CHECKFIRE SC-N system is need for service.
• Built-in Diagnostic Function Identifies The composed of components which are com-
Source Of Trouble The front panel contains a “DELAY” and
bined to provide automatic fire detection and
• Programmable Time Delays (Alarm to actuation. The electric detection and actua- “RESET” button. Operation of the DELAY
Shutdown, Shutdown to Release) tion system is designed for use with the button will repeat the first time delay if initiat-
Ansul fire suppression systems that use ed while time delay one is active. Once time
APPLICATION pneumatic actuation as a means of system delay two has started, operation of the
actuation. DELAY switch has no affect. The DELAY
The CHECKFIRE SC-N Electric Detection button also serves the dual function of silenc-
and Actuation System furnishes fire detection The first of two initiating circuit is the super- ing the auxiliary alarm relay, but is only effec-
for equipment hazard areas. Its unique actu- vised detection circuit designed to be con- tive for this function 30 seconds after
ator allows actuation of a pneumatically-actu- nected to linear (wire) and/or spot type ther- release, or after pressure switch feedback
ated fire suppression system either manually mal detectors that provide a contact closure operation has occurred.
or automatically. input to initiate a fire detected condition. The
second initiating circuit is designed to accept The RESET button is used to re-initialize the
The CHECKFIRE SC-N system is typically control panel when depressed, it provides an
a contact closure type of actuating device
used with an Ansul A-101 Vehicle Fire indication that all LED’s and the sounder are
such as a manual electric pull station input or
Suppression system for 24-hour protection of functional. It is also used to upload the man-
a pressure switch to initiate the module when
equipment. The system is particularly suited ual programming into the control module.
the system is actuated with the
for protection of equipment that is subjected
pneumatic/manual actuator. The initiating
The front panel also contains LED’s for visu- OPERATIONAL ENVIRONMENTAL ORDERING INFORMATION
al annunciation of alarm, trouble, release, SPECIFICATIONS Part No.
______ Shipping Assembly
_______________
and power conditions. • Operating Temperature Rating: –40 °F to
EMI filtering is provided on all inputs, out- 140 °F (–40 °C to 60 °F) 423500 CHECKFIRE SC-N Electric
puts, and power circuitry. (423538 Detection and Actuation System
• Humidity: 24 Hours at 85% +/– 5% at ULC) Includes: Control Module,
86 °F (30 °C) Manual/Automatic Actuator,
CONSTRUCTION
• Shock: In accordance with UL1254 Mounting Bracket, Squib Cable
The enclosure consists of a cover assembly Connector, LT-5-R Cartridge,
and back box which is constructed of Noryl • Vibration: In accordance with UL1254 1/4 in. Check Valve, Hardware
SE1GFN3 with a flammability rating of UL94 • Electromagnetic Compatibility: Meets EN Kit, Label Package, and Owners
V-1. The back box contains the field interface 55011 and EN 50082-2 for heavy industrial Manual (Battery must be ordered
terminal block, battery, and field wiring environments separately)
entrance ports. The cover assembly contains
the control PC board assembly, sounder, • Moisture and Dust: Meets IEC 529 for 71230 Linear Detection Wire, 356 °F
operator interface panel, and environmental direct water spray (180 °C), 100 ft. (30.5 m)
seal. The enclosure meets IEC 529 require- 71231 Linear detection Wire, 356 °F
ments for dust and water spray in all direc- SEQUENCE OF OPERATION (180 °C), 500 ft. (152.4 m)
tions. Mounting feet allow mounting to any Upon receiving an input signal from either a 416218 Spot Detector – 270 °F (132 °C)
suitable flat surface. Steel mounting brackets shorted detection wire or a closed thermal
are also available. detector, the following functions will be per- 416219 Spot Detector – 325 °F (163 °C)
All circuitry, relays, switches, and LED’s are formed automatically: 416220 Spot Detector – 360 °F (182 °C)
contained on a single PC board. A board 1. The Alarm LED will flash, the internal 416213 Spot Detector Package (one
mounted receptacle mates with the plug-in sounder will pulse at a rate of two times required per detector)
terminal block mounted in the back box. A per second. The alarm relay will transfer
high pitch sounder is threaded into the cover resulting in remote alarm operation, and 416214 Spot Detector Cable Clamp
and plugged into the PC board. The PC the shutdown time delay begins. (The Package (for use with protective
board is encapsulated to provide added pro- operator can repeat the shutdown time tubing) – one required for each
tection against moisture and dust. An RS232 delay if the DELAY button is pressed detector
connector is provided for field programming before the shutdown time delay has 416762 Spot Detector Cable Clamp
from a PC and for data retrieval from a trou- expired). Package (for use without protec-
ble and alarm event history file. The PC tive tubing) – one required for
board assembly contains a DIP switch for 2. After the shutdown time delay has
expired, the Alarm LED pulse rate and each detector
optional manual programming functions with-
out the use of a PC. the sounder pulse rate will change to 416215 Flex Protective Tubing – 100 ft.
four times per second. The shutdown (30.5 m)
INTERNAL CONNECTIONS relay will transfer resulting in equipment
416221 Spot Detector Bracket – one
shutdown (when provided), and the dis-
The internal battery is connected to the PC required for each detector
charge time delay begins (when set).
board via a single plug. The external power 416784 AMP Crimp Tool (required for
is connected to the field connection terminal 3. After the discharge time delay has
spot detector assembly)
strip located in the back box. expired, the control module release cir-
cuit operates, resulting in the fire sup- 416113 Pneumatic/Linear Detector, 35 ft.
The field connection terminal strip located in pression system actuation. (10.7 m) (Model 808-DRV)
the back box is a 16 position terminal block
containing the following terminations: After system discharge, the Alarm LED 416216 Cable Assembly, 15 ft. (4.6 m)
and sounder will continue to pulse at a (for pneumatic/linear detector)
Position
_______ Circuit Description
_______________ rate of 4 times per second for 30 sec- 416378 Mounting Clips Package for
onds. After that, it will switch to the trou-
1 + External 12/24 VDC Power Pneumatic/Linear Detector
ble mode and pulse once every 10 Sensing Element (includes 100
2 – External 12/24 VDC Power seconds. clips)
3 + Detection Input If manual actuation is performed through 417055 Wire, 200 °C, 18 AWG-2 w/Shield
4 – Detection Input operation of the manual input circuit, the first and Drain Wire 500 ft. (152 m)
time delay will be by-passed and either
5 + Manual Input immediate release will occur or the second 56691 Nylon Cable Ties (Pkg. of 20)
6 – Manual Input time delay will begin. 56692 Rubber Sleeves (Pkg. of 20)
7 + Release Input If manual actuation is performed by operating 71820 Splicing Device (for linear detec-
the mechanical actuator, the fire suppression tion wire)
8 – Release Input system will immediately discharge. The shut-
9 Trouble Common down function will take place through the 419780 Power Wiring Assembly – 15 ft.
pressure switch circuit (if provided). (connector on one end only)
10 Trouble N.O.
419781 Power Wiring Assembly – 15 ft.
11 Alarm N.O. APPROVALS (connector on both ends)
12 Alarm Common FMRC (JI0B8A8.AF) 419782 Power Wiring Assembly – 10 ft.
13 Alarm N.C. (connector on both ends)
14 Shutdown N.O. 423520 Battery Shipping Assembly
15 Shutdown Common 419783 Battery Connection
16 Shutdown N.C. 423541 Release Circuit Test Module
423522 Operation and Maintenance
Manual
ANSUL and CHECKFIRE are registered trademarks.
ANSUL INCORPORATED, ONE STANTON STREET, MARINETTE, WI 54143-2542 715-735-7411 Form No. F-98131-1 © 1999 Ansul Incorporated Litho in U.S.A.
ANSUL ® DETECTION CHECKFIRE SC ®
AND CONTROL ELECTRIC

EQUIPMENT DETECTION AND
PARTS LIST ACTUATION
SYSTEM
1
3 39 41
40 37
4
5
14 6
7
13 8
15
12 9
22
19
10
31 24
11
16
28
17
18
21
25 20
30
26
38 23 27
29 35 34
32
33
FIG. PART FIG. PART

NO. DESCRIPTION NO. NO. DESCRIPTION NO.
– Actuator 24479 28 Bracket 54924
1 Knob 16470 29 Cartridge Shipping Assembly 6979
2 Boot 25883 30 Cartridge Shipping Cap 77251
3 Boot Adaptor 24418 31 Squib 24416
4 O-Ring 21964 – Hardware Package 79037
5 O-Ring 16047 32 Strain Relief (5) *
6 Stem 24417 33 Cap Screw, 1/4-20 x 1 1/2 Lg. (4) *
7 O-Ring 3469 34 Lockwasher, 1/4 in. (4) *
8 Puncture Pin 24420 35 Flatwasher, 1/4 in. (4) *
9 Spring 24421 36 Plug (2) (Not Shown) *
10 Body 24419 37 Check Valve 25627
11 Label 79548 38 Detection Wire –
12 Drive Screw 27857 – 100 Ft. (30.5 m) 71230
13 Chain 507 – 500 Ft. (152.4 m) 71231
14 Ring Pin 32342 39 Remote High Level Alarm 79559
15 Lead-Wire Seal 197 40 Squib Circuit Test Module 79200
16 Street Elbow, 1/4 in. 16635 (9 VDC Battery Not Included)
17 Gasket 181 41 Thermal Detector –
18 Hex Jam Nut 24123 – 270 °F (132 °C) 416218
– Control Module Assembly 78952 – 325 °F (163 °C) 416219
19 Enclosure Assembly 79204 – 360 °F (182 °C) 416220
20 Alarm/Shutdown Relay Module 79202 42 Label Package (Not Shown) 79064
21 Detection/Output Module 79203 – Label, Time Delay *
22 Battery Module 73140 – Sticker, Time Delay *
23 Squib Connector Assembly 79062 – Label, Fire Alarm *
24 Front Cover (MCU Module) Assembly 79201 – Label, Caution *
25 Screw (Package of 10) 417807
26 Bottom Cover Assembly 78731
27 Screw (Package of 10) 417807 *Not available separately
ANSUL and CHECKFIRE are registered trademarks.
ANSUL INCORPORATED, ONE STANTON STREET, MARINETTE, WI 54143-2542 715-735-7411 Form No. F-89170-2 ©1997 Ansul Incorporated Litho in U.S.A.
LOADERS
TORO
Automatic Central
Lubrication
1. Operation 5. System start-up

2. Grease dose unit 6. Maintenance
3. Grease pump unit 7. Lubricant
4. Electronic control relay 8. Disassembly of pump unit
8/92
MODEL All TOROs
PAGE O 1.1
DATE 8/92
TORO Automatic Central Lubrication
The TORO automatic central lubrication system has been developed
expressly for reliable Operation in the demanding conditions of mining.
This system minimizes both daily and shift maintenance jobs as it carries
out most of the required lubrication work automatically.
The system, however, requires appropriate service and maintenance. This

leaflet gives full information about operation of the system as well as details
about system components.
magnetic valve
time relay
pump unit
line 2
line 1 pressure switches
dose units
lubricating
pipes
1. Operation of the system
The system operation is controlled by an electronic control relay. The pump
unit of the system is driven by pressurized oil.
Lubrication begins when electric current from the control relay opens
control valve, which provides oil pressure to drive the pump so that it
performs a work stroke and lubricant pressure rises in line # 1.
As the pressure rises in the line, the grease dose units begin to operate, and
half of the lubrication points in the system receive lubricant. Each dose unit
will feed a precise amount of lubricant to the lubrication points at the full
pressure developed by the pump, even if the pressure resistance at the
lubrication points varies. The pressure in line # 1 then falls and after a
preset time, the control valve will close. The pump performs another work
stroke in the opposite direction and the pressure in line # 2 begins to rise.
The other half of the lubrication points in the system then receives
lubricant. The pressure in line # 2 falls and after another preset period of
time the lubrication cycle is interrupted. A new lubrication cycle occurs and
the sequence is repeated.
MODEL All TOROs
PAGE O 2.1
DATE 8/92
2. Grease dose unit
#
The pressurized lubricant is first led from the pump unit to input
opening (A) of the dose unit. From here it first forces distribution valve (1)
to the left, and then flows on to the right hand side of dose piston (2) and in
turn forces it into the left hand position.
The lubricant from previous stroke flows from the left hand side of the dose
piston through a non-return valve via opening (D) to the lubrication point.
During the other lubrication cycle, input B of the dose unit becomes
pressurized. Now the fresh lubricant entering the doser moves the
distribution valve to the right and pressurizes the left hand side of the dose
piston to force it into the right hand position.
The lubricant from the previous stroke, which has been stored here, then
flows from the right hand side of the dose piston through another non-return
valve via opening (C) to the lubrication point.
At the same time the dose piston moves, it is possible to monitor the
movement of the piston from the outside of the dose unit by an indicator pin
which is connected to the piston. Movement of this pin may be used to
check that the dose unit is in proper working order.
Adjustment of the actual dose for each dose unit is carried out separately by
means of hexagonal head screw (3) that changes the stroke lenght of the
input piston. Adjustment must be carried out when the dose piston is in the
left hand position i.e. input A is pressurized.
MODEL All TOROs
PAGE O 2.2
DATE 8/92
Two different types of dose units are used in the system:
SGA 11 grease dose unit - one lubrication point and
SGA 12 grease dose unit - two lubrication points.
Model Dose range

SGA 11 0,4...3,0 g/cycle
SGA 12 0,2...1,5 g/cycle
Adjustment screw SGA 11 SGA 12

rounds from bottom g/cycle g/cycle
4 0,4 0,2
7 0,8 0,4
10 1,2 0,6
14 1,6 0,8
17 2,0 1,0
24 2,8 1,4
MODEL All TOROs
PAGE O 3.1
DATE 8/92
3. Grease pump unit
3.1 Main components

1. Access plug 8. Shuttle valve
2. Lubricant container cover 9. Container overfill protector
3. Air bleed screw 10. Limit switch
4. Feed piston 11. High pressure filter
5. Lubricant container 12. Container fill nipple
6. Hydraulic cylinder 13. Pump air bleed screws
7. Lubricant high pressure pump 14. Piston rod
15. Grease pump piston
MODEL All TOROs
PAGE O 3.2
DATE 8/92
3.2 Operation
Refer to chapter 1 for basic operation of system.
When the lubrication cycle begins, hydraulic oil is directed through a

magnetic valve to the piston side of the hydraulic cylinder (6).
Piston rod (14) connects the cylinder to pumps piston (15). Lubricant from
the left side of piston is forced out to line # 1. On its way out the lubricant
moves shuttle valves (8) spool to such a position that connection from the
right hand side of piston to line # 2 is blocked. At the same time a vacuum
on the right side (created by the piston moving to left) together with
pressure acting on top of the feed piston will force fresh lubricant from the
container to the pump through a one-way valve (E-E).
A set amount of lubricant is required for the lubrication cycle and after dose
units have performed their full stroke, the rest of the lubricant is returned to
the container. This is achieved by a controlled flow, by-passing the shuttle
valves spool to reach return hole (16).
By-passing is controlled with a specified tolerance between the spool and

the valve body.
Hydraulic pressure is directed to the piston rod side of the cylinder. Another
lubrication cycle begins. The line lubricant is forced to line # 2. All other
functions remain the same as in the previous cycle except that the refilling
of the pump is done through a one-way valve (D).
When the lubricant container becomes empty, the feed piston pushes the
indicator pin (C-C) down. The pin activates limit switch (10) and operation
of the system is interrupted. A visual signal (red light) is then given to the
operator. The container is refilled by pumping grease through nipple (12)
and high pressure filter (11). When the container is full, an excessive
amount of lubricant will flow out through valve (9).
MODEL All TOROs
PAGE O 4.1
DATE 8/92
4. Electronic control relay
The different operating cycles are controlled by electronic time relay with
blinker function. The system has one or two yellow indicator lights on the
instrument panel showing the functioning of the lubrication system. There
is also one red indicator light which lights up if lubricant container becomes
empty.
One of the lubrication lines is always pressurized because the time relay has
a symmetrical on-off function. The time can be adjusted from 0,1 s to 10 h.
Basic time area is selected by DIP-switches and the exact time by turning
the adjusting screw. With the adjusting screw the time can be adjusted from
10...100 % of the basic time.
Factory setting of the relay is 10 minutes. The electronic time relay controls
magnetic valve causing pressurized oil to flow to the hydraulic cylinder of
the pump unit.
DIP-
switches
Time area 1s 10 s 1 min 10 min lh 10 h

MODEL All TOROs
PAGE O 5.1
DATE 8/92
5. System start up
5.1 Filling the lubricant container
The lubricant container is filled through the filling nipple in the high-
pressure filter housing.
Filling is complete when excess lubricant runs out through the container
safety valve.
When the lubricant container is full the feed piston will rise to the
uppermost position. Any possible air that may be trapped in the lubricant
container can be removed as follows:
- remove the access plug in the cover of container

- open the air bleed screw in the feed piston about three turns and
- continue filling until lubricant coming through the hole in the bleed
screw is completely free of air
- after this, close the air bleed screw and replace the plug.
During the filling operation it is not necessary to vent the container as

described above if you are certain that there is no air in the container and
that none has been let in during filling.
MODEL All TOROs
PAGE O 5.2
DATE 8/92
5.2 Main pipe lines
To bleed the main pipes, the following actions must be taken:
- remove the most distant plugs from the base plates of dose units -run the
pump until the air
- free lubricant comes from the line ends and close the plugs.
The operation is complete when air-free lubricant comes from all line ends.
Whenever the lubricant container becomes empty during bleeding, fill the
container as in item 5.1.
5.3 Lines from dosers to lubrication points
When the lubrication lines are long or if there is a great difference in their
lengths, they should be filled before installation using a grease gun.
MODEL All TOROs
PAGE O 6; 7
DATE 8/92
6. System monitoring and maintenance
Any dirt in the lubricant may cause operational faults in the dose units or
damage to the bearings. The entry of dirt into the system is prevented by the
high pressure filter in the pump unit.
The filter should be cleaned at least twice a year. Any obstruction in the
filter will cause an increase in the filling time. After cleaning, the filter
housing must be filed with grease prior to assembly.
In such circumstances that the feed pipes from the dose units to the
lubrication points are in an unprotected position, where they may be easily
damaged, they should be checked after every shift to ensure that lubricant
reaches the lubrication points.
After the system has been in use for a couple of weeks, all lubrication points
should be checked.
If required, the dose units may be adjusted to give a greater or lesser amount
of lubricant. This adjustment can be performed over a period of weeks or
months so that finally a suitable dose can be found for each bearing
according to its individual conditions.
7. Lubricant
At normal interior temperatures, all standard lubricants and greases, with
penetration 265/295 (NLGI 2) and dropping point 180°C, may be used in
the system.
Whenever using grease, thicker than NLGI No. 2, we ask you to contact
ARA OY/Service or the local TORO representative to see if it is suitable for
the system.
7.1 Examples of the greases

Castrol LM Grease Castrol MS 1 Grease
Esso Multipurpose Grease Esso Multipurpose Grease Moly
Esso Beacon 2 Esso Beacon EP 2
Mobilgrease MP Mobilgrease Special
Mobilux 2 Mobilux EP2
Shell Retinax A Shell Retinax AM
Shell Grease LiX 2
SHARK LIP REPLACEMENT
During operation, the primary lip of the bucket will exhibit some wear and over time, fatigue. To
prevent lip failure and damage to the bucket body, regular inspections of the lip should be carried
out to detect cracking in the lip between the shrouds and in all weld zones. Once the lip has been
in operation for 5000 hours the regularity of these inspections should be increased.
In the event that cracking is detected in the primary lip the cracks should be repaired. If the
cracking is severe or crack repair has failed the primary lip should be replaced.
Crack Repair
In the event that cracking has occurred in the primary lip and repair is necessary, the following
simple procedure can be followed.
1. Gouge out fatigue cracks, with either a grinder or arc air.

2. Fill resulting cavity with weld utilizing the welding guide lines detailed at the end of this
section.
3. Carefully grind welded areas back to the original profile
Lip Replacement
If cracking in the primary lip occurs and weld repair has previously been attempted or the cracking
is severe, it may be necessary to replace the primary lip with a new Lip Assembly. If this is the
case the following procedure should be followed.
1. Remove all mechanically attached GET from the worn primary lip.
2. Cut out the old primary lip ensuring that the resulting profile will match the new lip to be
installed.
Cut out
worn lip.
3. The surfaces of the bucket to be welded should be bevelled to allow suitable weld
deposition and a 4mm to 7.5mm root gap utilised to allow for a full penetration weld. The
following figure is a cross sectional example of a suitable lip weld profile.
BUCKET LIP
5°
4 BUCKET FLOOR
WEAR SKIN
WELD METAL
Please note that the lip must be installed with 3 - 5 degree inclination up from the bucket
floor. If the lip is installed parallel to the bucket floor premature wear of the centre
shrouds will be exhibited and penetration will be reduced.
4. Remove all mechanically attached GET from the new lip and discard blank delivery Cap
Screws.
5. Weld lip into bucket utilising the welding guidelines detailed at the end of this section.
6. A Profile Bar will be delivered with the new Lip Assembly, to be welded to the bottom of
the lip after the lip has been welded into the bucket. If the Profile Bar is welded to the lip
before fitment to the bucket, the lip may become bowed and GET fitment may be
compromised. The Profile Bar should be fitted centrally on the bucket lip as shown in the
following figure.
180
PROFILE BAR
45 45
The ends of the Profile Bar may need to be trimmed to suit the bucket width. In this case
approximately 45mm of the Profile Bar should be left protruding from the bucket walls.
The Profile Bar should be welded to the bucket utilising a 15mm fillet weld encompassing
all contacting outer edges. The welding guidelines detailed at the end of this section should
be utilised when welding the Profile Bar.
7. Once the lip has returned to room temperature refit the new GET delivered with the lip
utilising the standard Cap Screws delivered separately with the Lip Assembly.
Lip Welding Guide Lines
Please note that for arc air gouging and welding, preheat must be 150˚C measured at least 75mm
either side of the weld joint or the area being gouged. The interpass temperature should be
maintained at 150-250˚C measured at least 75mm either side of the weld joint or the area being
gouged
Welds or gouges should be allowed to slowly air cool, do not quench.
Recommended welding consumables:
(A) MMAW
Electrodes conforming to: AS1553.1: E4816 and E4818
ISO 4036: 111
(B) FCAW (with Co2 gas)

Flux cored wires conforming to: AS2203.1: ETD-GCp-W502A and ETP-GCp-W503A
ISO 4063: 136
(C) FCAW (self shielding)

Flux cored wires conforming to: AS2203.1: ETD-GNn-W500A and ETP-GNn-W503A
ISO 4063: 136
Lip Selection
Sandvik GET understands that as a result of wear on the bucket, bucket rebuilds, bucket upgrades
and or any modifications a mine site may make to their bucket not all buckets are identical. As
such every replacement lip is custom made to suit the individual bucket and mine site
requirements.
Thus, to ensure the new replacement lip is correctly manufactured to fit the bucket it is necessary
for the mine site to obtain the following three important dimensions
1. Lip width between the bucket wall centres.

2. Lip depth.
3. Lip thickness.
WIDTH THICKNESS
DEPTH
In addition to this there are three different lip arrangements available for the mine site to
determine which is the most appropriate for their application. A semi-spade lip arrangement is
the standard option. A full spade or straight lip arrangement will only be issued if requested by
the mine site.
In summary before contacting your local Sandvik representative to order a replacement lip ensure
the following four pieces of information have been determined for the bucket.
1. Lip width between the bucket wall centres.

2. Lip depth.
3. Lip thickness.
4. Lip Arrangement.
This will enable a quick and easy lip ordering process.

SANDVIK G.E.T. BLUE POINTER 2 ® 1/2 CORNER SHROUD.
SBP50X235-CLH2 & SBP50X235-CRH2
The Sandvik G.E.T. Half Corner Shroud is a spare part component developed to
support the 50mm Blue Pointer 2 ® series mechanically attached G.E.T. system.
Through customer feed back it was found that on some sites the Corner Shrouds are
exposed to more severe wear and as such required changing sooner than the rest of the
G.E.T. system.
Wear indicator exposed

on the corner. Thus
change out required.
Note the remaining shrouds still

have considerable material left
and are not ready for change out.
For these sites replacing the worn out corners with Half Corner Shrouds allows for a
smooth continuous edge for better loading and cleaning performance to be restored.
When standard corners

are used to replace
worn corner shrouds,
they do not match the
wear edge profile.
Utilising the Half Corners

enables the restoration of
the corner regions wear
capacity while maintaining a
smooth continuous edge for
improved lip performance.
1 (6)
TKU-C 0500-1 EN 4605

OPERATION INSTRUCTIONS
1. EMERGENCY RADIO
1.1. Introduction
The emergency radio system (optional) is designed to release the brakes only in an
emergency situation. Please do not use it for a normal towing procedure.
When delivered, all the transmitters and receivers have the same standard code and
working frequency 433.92 MHz. We advise you to change the code to your own personal
code. It is very important that the code switch combinations are identical in both the
transmitter and the receiver.
1.2 To set the code (system 460)
1. Open the transmitter.
2. If the transmitter has a system switch A (latest models), the switch must be in
position 1 (see pictures below).
3. Set the transmitter code by adjusting the code dip switches (see pictures below).
4. Open the receiver cover and set the code dip switches to same combination as in
transmitter.
5. Check that the relays are operating when the transmitter buttons are pressed.
6. Reassemble the transmitter and receiver cover. Be sure, especially, of the
tightness of the receiver cover.
7. The emergency radio system is ready to use.
Note! If the emergency radio system is assembled to various machines, the code should
be different in every system (machine).
1 2 3
Transmitter (A)
Reciever
2 (6)
TKU-C 0500-1 EN 4605

1.3 To set the code (system T60)
(B) (A)
Transmitter
1. Check that the transmitter system switch (A) is in the ON position.

2. Set an own code on the transmitter with code dip switches (B) 1-10.
Reciever T60RX-03ASL (F) (S) LED’s:

Red
(Yellow)
(Green)
3 (6)
TKU-C 0500-1 EN 4605

3. For receiver T60RX -03ASL

Press the button (F) for at least 0,3 seconds (4 seconds is the maximum amount
of time permitted).
-Red LED comes on (programming the code).
Pressing the function button repeatedly allows you to select between the code
(Red LED), toggling (Yellow LED), interlocking (Green LED).
4. Now press the select button (S).

-All red LED's come on above the relays.
5. Now press the function key (F) and select which of the relays is to be coded.
You can choose between all relays or only 1, 2, or 3. A red LED comes on above
the relay to be coded.
If all relays are chosen the first relay will work with function key 1 on the
transmitter, function key 2 on the transmitter with relay 2, etc.
6. Press the select button (S) again.

-Release the select button.
7. Now press the function key on the transmitter that is to control the relay until red
LED flashes 3 times.
-The standard code is now stored. (The red LED flashes and indicates that the
transmitter is programmed.
8. Learned code can be erased by repeating step 3 and 4 above. Then choose relays
that shall be erased by pressing function button (F). Then press the select button
(S) for at least 6 seconds, the red LED's above the relays will go out.
1.4 Operation (system 460 and T60)

Transmitter
Button 1 Engine (motor) stop.
Button 2 Releasing the parking brake.
Connects the brake system magnetic
valveand if the brake system is
pressurized,releases the brake.
Note! The parking brake engages if the
button is not kept pushed.
Button 3 The electrically driven hydraulic
pump is connected pressurizing the brake
system and releasing the brake.
4 (6)
TKU-C 0500-1 EN 4605

1.5 Checking and testing the system

Before every shift:
• During the routine checks, before starting the engine in normal operation, visually
check if the emergency radio's 1) receiver, 2) wiring, and 3) antenna are in good
condition.
• If anything looks out of place or looks to be in need of correction and/ or repair, call
a service person immediately. The condition of the system must be taken seriously
because malfunction of the system might cause the brakes to release without
warning resulting in serious personal injury or death.
Remote control switch
Manual mode (1) Remote mode (2)

5 (6)
TKU-C 0500-1 EN 4605

On every 250 hours of operation, the function of the emergency radio system must
be tested as follows:
• While sitting in the cabin, machine on level, safe ground, start the engine (or
motor). Let the engine (or motor) run until the brake pressure has reached the limit
set forth in the operator's manual, chapter 3. Do not release the brakes.
• Turn the remote control switch, located in the instrument panel, to the position 2
(remote mode). If the engine (motor) stops now, continue by pushing transmitter's
button 2 as explained later.
• By pushing the transmitter's button 1, the engine (motor) should stop.
• Proceed to push and release the transmitter's button 2 repeatedly until the park
brake, the service brake and low accumulator pressure lights turn on. Parking
brake (LCB-units) or wheel brakes (Posi-Stop-units) are now engaged.
• Push transmitter's button 3 to start brake release pump, until all above mentioned
indicator lights go off and brakes are released.
• If the system works as described above then the system functions correctly.
• Turn the remote control switch back to the manual mode position 1.
• After testing the system, transmitter must be stored in a safe place outside the
Toro unit, notably not in the operator's cabin, being available if an emergency
situation occurs.
Maintain wiring inside instrument panel at all times. Loose wires may
cause a short - circuit and remotely release the brakes.
WARNING
Maintain emergency radio receiver box free of moisture. Condensation

build up may cause the brakes to release by causing a short- circuit in
a key component in the receiver.
WARNING
The system and its components must be inspected and always

maintained. You must always make sure all components are
undamaged and functioning properly because malfunction of the
WARNING
system might cause the brakes to release without warning hereby
causing death or serious personal injury.
6 (6)
TKU-C 0500-1 EN 4605

Releasing the brakes may cause the machine to move, especially on

gradient level. Be sure that this does not cause danger to the other
people or equipment.
WARNING
Make sure that there are no other emergency radio systems in use on
the same site and operating under the same frequency code.
WARNING
When repairs are being carried out, the remote control switch must be
in the manual position 1.
WARNING
Do not leave the loader energised in the remote mode (the remote
control switch must be in the manual position 1) when not in use.
WARNING
The emergency radio transmitter must be stored in a safe place outside

the Toro unit, e.g. notably not in the operator's cabin.
WARNING
Ensure the transmitter batteries are kept in good condition for

disturbance- free operations.
WARNING
Only trained and authorized personnel may operate the loader.
WARNING
DaimlerChrysler
Adaption Module as Vehicle Control

ADM2
Control Unit Operating Manual

Table of Abbreviations
Abbreviation Meaning
ABS Antiblock system
ADM2 Adaption module as vehicle control, new version
ADR PTO speed control
BK Engine retarder flap, also MBR-BK
C3/B7 Speed signal C3/B7
CAN Control Area Network
CC+ Cruise Control Resume and Acceleration
CC- Cruise Control Set and Decelerate
CC_EIN Cruise Control, Cruise control on-off switch
EEPROM Electrical erasable and programmable read only memory
EMV EMC/electromagnetic compatibility
European economic communities in the European Community, precursor of the

EWG
EU
FFG The foot throttle actuator is the accelerator pedal
FMR Vehicle control for Mercedes-Benz commercial vehciles type Actros or type Atego
FSBE Input for the switching state of the parking brake
HFG Remote pedal
Highside Schalter Switch (switched to battery voltage)
IWA Actual value output
K-Leitung Serial communication- and diagnosis line
KD Constantly open valve, also MBR-KD
Lowside Schalter Switch (switched to ground)
MBR Engine brake
MCAN Engine CAN data bus between ADM2 and PLD-MR
Minidiag 2 Diagnosis- and configuration unit for the ADM2
2
Table of Abreviations
Abbreviation Meaning
NE Input for transmission position Neutral
PLD-MR Engine control type PLD (for the injection principle pump-line-nozzle)
PTO Power Take Off
PWM Pulse width modulation
SAE J1939 CAN data bus according to standard SAE J1939
3
Table of Contents
Table of Abbreviations . .....................................................................................2
1. Safety...... ............................................................................................................8
1.1. Symbols ...................................................................................................................8
1.2. General Information ...............................................................................................9
1.3. Use for the intended purpose .................................................................................9
1.4. Personnel requirements .........................................................................................9
1.5. Conversions and modifications to the ADM2........................................................9
1.6. Installation ..............................................................................................................9
1.7. Organisational measures........................................................................................9
1.8. Safety precaution for engines with electronic control units..............................10
1.9. DaimlerChrysler original parts............................................................................11
1.10. Safety and emergency running programme.......................................................11
2. Operation ......................................................................................................... 12
2.1. Introduction ..........................................................................................................12
2.2. Tasks ......................................................................................................................14
2.2.1. Functions......................................................................................................14
2.2.2. Inputs............................................................................................................14
2.2.3. Outputs .........................................................................................................14
3. Construction .................................................................................................... 15
3.1. Images of the vehicle control adaption module ADM2.......................................15
3.2. Functional description of the ADM2 pins ...........................................................18
3.3. Technical data of pin assignment ........................................................................26
4. Parameter ........................................................................................................ 33
4.1. List of parameters .................................................................................................33
4.2. Description of parameters ....................................................................................53
Group 1: CAN Configuration .......................................................................................................... 53
Group 2: Configuration driving mode............................................................................................ 54
Group 3: Generally valid limits...................................................................................................... 57
Group 4: Damper of engine jerking in PLD-MR ............................................................................ 59
Group 5: Variable limits No. 0 (Pin LIM0) and No.1 (Pin LIM1).................................................. 60
Group 6: Variable limits No. 2 (idle speed increase)(Pin KLIMA)............................................... 61
Group 7: Configuration PTO speed control (ADR) ........................................................................ 62
Group 8: Vehicle speed sensor configuration ............................................................................... 65
Group 9: Actual value output ......................................................................................................... 66
Group 10: Configuration engine brake.......................................................................................... 68
Group 11: Configuration accelerator pedal ................................................................................... 71
Group 12: Configuration torque reversing damper ...................................................................... 73
Group 13: Configuration Inputs..................................................................................................... 73
Group 14: Switching Threshold Relay 3 + Relay 4........................................................................ 77
Group 15: Configuration Cruise Control ....................................................................................... 81
Group 16: Configuration Relay 1 ................................................................................................... 81
Group 17: Idle Shutdown................................................................................................................ 82
Group 18: Engine Protection Shutdown ........................................................................................ 83
Group 19: Automatic Fan activation.............................................................................................. 84
Group 20: Remote accelerator pedal (HFG, manual throttle)....................................................... 85
Group 21: Driving with PTO speed (ADR) ..................................................................................... 86
Group 22: Configuration vehicle speed sensor ............................................................................. 86
Group 23: Speed limiter extra (no access)..................................................................................... 86
Group 24: Accelerator pedal extra ................................................................................................. 87
4
Table of Contents
5. Fitting and connecting .................................................................................... 88

5.1. Operating data.......................................................................................................88
5.2. Installation ............................................................................................................88
5.2.1. Use in the vehicle.........................................................................................91
5.2.2. Use in stationary engines............................................................................91
5.3. Connecting up .......................................................................................................92
6. Parameter programming with the diagnosis unit minidiag2....................... 93
7. Application ...................................................................................................... 94
7.1. Driving mode and PTO speed control ..................................................................94
7.1.1. Driving mode................................................................................................94
7.1.1.1. Idle speed adjustment...........................................................................................95
7.1.1.2. Vehicle speed limiting ..........................................................................................95
7.1.1.3. Vehicle speed limiting with engine brake...........................................................96
7.1.2. Cruise control operation .............................................................................97
7.1.2.1. Cruise control with engine brake ........................................................................98
7.1.2.2. Temposet function 98
7.2. PTO speed control (ADR) ......................................................................................99

7.2.1. The three operating modes of PTO speed control ..................................... 99
7.2.1.1. Driver´s cab PTO.................................................................................................. 99
7.2.1.2. PTO with fixed speed via the PTO switch ........................................................ 101
7.2.1.3. Driving with PTO with special applications.................................................... 103
7.2.2. Governor types for the PTO speed control .............................................. 104
7.2.2.1. Features of the governer types ......................................................................... 104
7.3. Accelerator pedal / Remote accelerator pedal ..................................................105

7.3.1. PWM accelerator pedal............................................................................. 105
7.3.2. Analog accelerator pedal .......................................................................... 106
7.3.3. Analog remote accelerator pedal ............................................................. 107
7.4. Engine start / stop...............................................................................................108

7.4.1. Two alternatives for the engine start ...................................................... 108
7.4.1.1. Engine start via PLD-MR.................................................................................... 108
7.4.1.2. Engine start directly via terminal 50................................................................ 109
7.4.2. Three alternatives for engine stop........................................................... 109
7.4.2.1. Engine stop through deactivation of terminal 15 ............................................ 109
7.4.2.2. Engine stop via the external stop button of the ADM2.................................... 110
7.4.2.3. Engine stop via CAN SAE J1939 ........................................................................ 110
7.4.3. Service start button and service stop button at the engine block ......... 110
5
Table of Contents
7.5. Engine brake (Retarder) .....................................................................................111

7.5.1. Technical description exhaust flap ......................................................... 112
7.5.2. Technical description decompression valve ........................................... 112
7.5.3. Engine brake configuration ..................................................................... 113
7.5.3.1. Exhaust flap only, driven by ADM2.................................................................. 113
7.5.3.2. Exhaust flap only, exhaust flap at PLD-MR ...................................................... 114
7.5.3.3. Decompression valve only, decompression valve at ADM2 ............................ 115
7.5.3.4. Exhaust flap and decompression valve at one valve........................................ 116
7.5.3.5. Exhaust flap and decompression valve at two seperat valves......................... 117
7.5.3.5.1. Exhaust flap and decompression valve at ADM2.......................................... 117
7.5.3.5.2. Exhaust flap at ADM2 and decompression valve at PLD-MR ....................... 118
7.5.3.5.3. Exhaust flap and decompression valve at PLD-MR....................................... 119
7.5.4. Activation engine brake system (Version 202, 203) .............................. 120
7.5.5. Deactivation of engine brake ................................................................... 120
7.6. Instruments / Displays.......................................................................................121

7.6.1. Rev counter ............................................................................................... 121
7.6.2. Coolant temperature gauge ...................................................................... 121
7.6.3. Oil pressure gauge .................................................................................... 121
7.6.4. Coolant temperature indicator lamp ....................................................... 122
7.6.5. Oil pressure indicator lamp ..................................................................... 122
7.6.6. Oil level indicator lamp ............................................................................ 122
7.6.7. Configuration indicator lamp and gauge ................................................ 123
7.6.8. Grid Heater indicator lamp ...................................................................... 123
7.6.9. Air filter indicator lamp ........................................................................... 124
7.6.10. Check engine lamp ................................................................................. 124
7.6.11. Stop engine lamp / buzzer ..................................................................... 126
7.7. Actual value output IWA ....................................................................................127
7.8. Speed signal.........................................................................................................129

7.8.1. Tachograph (C3, B7) ................................................................................. 129
7.8.2. Square-wave sensor .................................................................................. 130
7.8.3. Transmission output shaft speed via SAE J1939 .................................... 130
7.9. Limitations ..........................................................................................................131

7.9.1. Common limitations ................................................................................. 131
7.9.2. Programmable limitations ....................................................................... 131
7.10. Engine protection...............................................................................................132

7.10.1. Engine protection shutdown .................................................................. 132
7.10.2. Engine limp home operating mode........................................................ 133
7.11. Coldstart with grid heater .................................................................................134
7.12. Special functions................................................................................................136

7.12.1. ABS .......................................................................................................... 136
7.12.2. Conventional retarder ............................................................................ 136
7.12.3. Automatic fan.......................................................................................... 137
7.12.4. Accelerator pedal interlock.................................................................... 140
7.13. Diagnosis ............................................................................................................142
6
Table of Contents
8. Actual value ................................................................................................... 143

8.1. Analog values ......................................................................................................143
8.2. Binary values.......................................................................................................145
9. Fault codes ..................................................................................................... 147

9.1. Fault codes diagnosis version 203 .....................................................................147
10. Routines for ADM2........................................................................................ 152

10.1. Routines for ADM2, Diagnosis version 202 and 203 ......................................152
11. CAN Messages according to SAE J1939 ...................................................... 153
7
1. Safety
1. Safety
1.1. Symbols
The instructions which follow are shown against various symbols.
G Risk of injury!
This symbol appears against all safety instructions which must be complied with in order to avoid a direct risk
of danger to life and limb.
This symbol is used against all safety instructions which, if disregarded, could give rise to the danger of material
damage or malfunctions.
1.2. General information
GRisk of potentially fatal accident!

The ADM2 vehicle control adaption module is essential for defining the functions of the engine and vehicle.
Functions such as engine start, engine stop, accelerator pedal evaluation, actuation of engine brake etc. are
relevant to safety.
Incorrectly performed modifications to the parameters or tampering with the wiring can cause far-reaching
changes to the performance of the engine and/or vehicle. This can lead to personal injury and material damage.
The ADM2 control unit has been developed and tested in accordance with the DaimlerChrysler Specifications for
Operating Safety and EMC Compatibility. The manufacturer of the vehicle or equipment is solely responsible for the
examination and implementation of applicable legal stipulations.
8
1. Safety
1.3. Use for the intended purpose
The DaimlerChrysler engine and the ADM2 control unit are only to be used for the purpose stated in the contract of
purchase. Any other use or an extension of the stated use will be regarded as not conforming to the engine´s intended
purpose.
DaimlerChrysler AG cannot accept any liability for damage resulting from such use.
Liability for damage resulting from the engine not having been used for its intended purpose shall rest solely with the
manufacturer of the complete machine or vehicle in which the engine is installed.
These ADM2 Operating Instructions and the engine Operating Instructions must be observed.
1.4. Personnel requirements
Work on the electrics and programmed parameters must only be carried out by specially skilled persons or those who
have received training from DaimlerChrysler, or by specialists employed by a workshop authorised by DaimlerChrysler.
1.5. Conversions and modifications to the ADM2
Unauthorised modifications to the ADM2 could affect the operation and safety of the vehicle/machine in which it is
installed. No responsibility will be accepted for any resulting damage.
1.6. Installation
The guidelines and instructions in chapter 5 must be observed.
1.7. Organisational measures
These Operating Instructions should be handed to personnel entrusted with the operation of the ADM2 and should,
whenever possible, be stored in an easily accessible place.
With the aid of these Operating Instructions, personnel must be familiarised with the operation of the ADM2, paying
special attention to the safety-relevant instructions applicable to the engine.
This applies in particular to personnel who only work on the engine and ADM2 occasionally. In addition to these
Operating Instructions, comply with local legal stipulations and any other obligatory accident prevention and
environmental protection regulations which may apply in the country of operation.
9
1. Safety
1.8. Safety precautions for engines with electronic control units
G Risk of accident!
When the vehicle electrics are first operated, the drive train must be open (transmission in neutral). The engine
could start unexpectedly due to incorrect wiring or unsuitable parameter programming. If the drive train is
closed (transmission not in neutral), the vehicle could unexpectedly start moving or set the working machine
in operation, constituting a risk to life and limb.
The safety precautions stated below must be applied at all times in order to avoid damage to the engine, its
components and wiring, and to avoid possible personal injury.
– Only start the engine with the batteries securely connected.

– Do not disconnect the batteries when the engine is running.
– Only start the engine with the engine speed sensor connected.
– Do not start the engine with the aid of a rapid battery charger.
If emergency starting is necessary, only start using separate batteries.
– The battery terminal clamps must be disconnected
before a rapid charger is used. Comply with the operating instructions for the rapid charger.
– If electric welding work is to be performed, the batteries must be disconnected and
both cables (+ and - ) secured together.
– Work is only to be performed on the wiring and connectors are only to be plugged/unplugged with
the electrical system switched off.
– The first time starting up the engine, the possibility must be provided to switch off the voltage supply to the
MR engine control and to the ADM2 adaption module in an emergency.
If it is incorrectly wired up, it may no longer be possible to
switch off the engine.
– Interchanging the poles of the control unit´s voltage supply (e.g. by
interchanging the battery poles) can damage the control unit beyond repair.
– Fasten connectors on the fuel injection system with the specified tightening torque.
– Only use properly fitting test leads for measurements on plug connectors (DaimlerChrysler connector set).
If temperatures in excess of 80 °C ( e.g. in a drying kiln) are to be expected, the control untis must be removed
as they could be damaged by such temperatures.
Telephones and two-way radios which are not connected to an external aerial can cause malfunctions in the
vehicle electronics and thus jeapardise the engine´s operating safety.
10
1. Safety
1.9. DaimlerChrysler original parts
DaimlerChrysler original parts are subject to the most stringent quality checks and guarantee maximum functional
efficiency, safety and retention of value.
Each part is specially designed, produced, selected and approved for DaimlerChrysler.
For this reason, we are obliged to disclaim all liability for damage resulting from the use of parts and accessories which
do not meet the above requirements.
In Germany and various other countries, certain parts (for instance parts relevant to safety) are only officially approved
for installation or conversion work if they comply with valid legal stipulations.
These regulations are assured to be satisfied by DaimlerChrysler original parts.
If other parts, which have not been tested and approved by DaimlerChrysler, are installed - even if in individual
circumstances they have been granted an official operating permit - DaimlerChrysler is unable to assess them or grant
any form of warranty, although the company endeavours to monitor market developments as far as possible. The
installation of such parts may therefore restrict the validity of the warranty.
1.10. Safety and emergency running mode
The ADM2, FMR and PLD-MR electronic engine control units monitor the engine and carry out self-diagnosis. As soon
as a fault is detected it is evaluated by the control unit and one of the following measures is initiated:
– Faults during operation are indicated by the warning lamps being activated.
– Switch-over to a suitable substitute function for continued, albeit restricted engine operation (e.g. constant
emergency engine speed).
Have any faults rectified without delay by the responsible DaimlerChrysler Service Station.
Note:
The DaimlerChrysler diagnosis tester minidiag2 is connected to the 14 pin diagnosis socket (on the unit). The
minidiag2 can be used to read off the fault codes of the ADM2. ADM2 fault codes and their meanings are described in
chapter 9.
Note:
Defective units which are still within the period of warranty cover (6 months from DaimlerChrysler dispatch date) must
be returned to the DaimlerChrysler field service organisation.
11
2. Operation
2. Operation
2.1. Introduction
DaimlerChrysler 500, 900 and 450 series engines are equipped with an electronic engine control (PLD-MR). The PLD-
MR monitors and determines all values which are required for the operation of the engine (e.g. begin of injection, load
level, ambient conditions, sensor evaluation, etc.).
The connection to the vehicle is made via a CAN interface, which digitally transmits the nominal values (e.g. torque,
engine speed specification etc.) and the actual values (e.g. engine speed, oil pressure etc.).
The vehicle control adaption module (ADM2) contains the CAN interface required by the PLD-MR and allows the
operator to implement his requirements on the engine. On the one hand the ADM2 allows the use of conventional
gauges and at the same time provides a conventional interface for special functions. Predefined engine control settings,
e.g. torque/rpm limitations or a specified, predefined set engine speed, can be selected using signal switches. Routines
stored in the control unit can be optimally adapted to the respective application with parameter programming. A
diagnosis interface is provided to connect up an external diagnosis tester (e.g. minidiag2).
12
2. Operation
Adaption module as vehicle control (ADM2):

ABS = Anti-block brake system
ADR = PTO speed control
ABS/ASR = Control unit for anti-block brake system or traction control
BGR = Limitations
FFG = Accelerator pedal: torque demand (driving mode) or speed demand (PTO operating mode)
FLA = Flame-start system
Gearbox = Control unit for the transmission
ISO = International Organization for Standardization (e.g. diagnostic line / ISO 9141)
IWA = Actual value output (for automatic transmission, customer-specific electronics,...)
MBR = Engine brake
MR is in this case PLD-MR= Engine control for the injection principle pump-line-nozzle.
Retarder = Control unit for a retarder
SAE J1939 = Data bus according to standard SAE J1939
13
2. Operation
2.2. Tasks
The tasks of the ADM2 can be split into three areas:

– Functions
– Inputs
– Outputs
2.2.1. Functions
• Driving mode: torque demand to engine control (PLD-MR)

• PTO speed control: Specified rpm to engine control (PLD-MR).
• Engine start, engine stop
• Accelerator pedal evaluation, monitoring, fault evaluation
• Engine brakes
• Speed limitation
• Cruise control
• Temposet
• Parameter memory
• Fault memory
• Diagnosis interface for a diagnosis unit e.g. Minidiag2
• Diagnosis intersections: Implementation of K-wire diagnosis to CAN diagnosis only for the engine control PLD-MR
• Linking with SAE J1939 (High-Speed-CAN-Bus)
2.2.2. Inputs
The ADM2 has digital inputs for

• Special functions, e.g. linkup with conventional ABS control unit
• External engine start and engine stop
• Engine Protection Shutdown
• Activating limitations
• Speed adjustment
• Parking brake and driving brake
• Cruise control
• Engine brake (stage 1 and stage 2)
• Transmission „neutral“ position
• Rear axle
Note: The function is not yet available for the inputs reverse gear, clutch 2 and generator terminal W.
The ADM2 has analog inputs for

• Accelerator pedal (analog foot throttle actuator)
• Remote accelerator pedal (analog manual throttle actuator)
• Coolant level sensor
• Air filter sensor
2.2.3. Outputs
The ADM2 has outputs for

• Engine brakes (engine retarder flap and constantly open valve)
• Connection of indicator and warning lamps
– Oil level
– Lamp red with buzzer (engine stop)
– Lamp yellow for inerference (e.g. oil pressure too low)
– Heater flange (cold-start device)
– Air filter
• Connection of measuring instruments
– Oil pressure*
– Coolant temperature*
– Engine speed
• Customer-specific electronics
– Actual value output IWA (e.g. for automatic transmission)
– Relay output (e.g. kickdown)
Note*: Either measuring instruments or warning lamps can be connected to the instrument outputs for oil pressure
and for coolant temperature.
14
3. Construction
3. Construction
3.1. Images of the vehicle control adaption module ADM2
Diagonal view of ADM2

Black space for the type label
Connector sizes from fromt the left to the right
Connector 15 pin
Connector 18 pin
Connector 12 pin
Connector 21 pin
15
3. Construction
Installation position in the vehicle or view of rear side of the ADM2
Connector sizes from the left to the right:

Connector 21 pin
Connector 12 pin
Connector 18 pin
Connector 15 pin
16
3. Construction
View of connector side of ADM2
Connector sizes from the left to the right:

Connector 15 pin
Connector 18 pin
Connector 12 pin
Connector 21 pin
17
3. Construction
3.2. Functional description of the ADM2 pins
21 pin connector
short
pin type function description
cut
21/01 battery voltage Kl. 30 supply voltage (12V/24V)
ignition (switched
21/02 DE Kl. 15 ignition switch (terminal15)
battery voltage)
21/03 ground Kl. 31 battery ground
output active, if oil level to low. feature only avaiable if oil

level sensing enabled.
warning lamp LA_
21/04 A
oil level OELST If output is active while engine is running, shut down
engine immediately and initiate a maintenance
respectively an error diagnosis as soon as possible.
output active, if major faults active,e.g. oil pressure very low
stop engine lamp LA_

21/05 A
(buzzer) STOP If output is active while engine is running, shut down
output active, if faults active, e.g. oil pressure to low

or ecu detects externel input and output faults.
check engine lamp LA_
21/06 A
(yellow) ADM
If output is active while engine is running, shut down
LA_ output active,while preheating phase. Lamp off shows

21/07 A lamp gridheater
GRID engine start is enabled.
warning lamp air LA_

21/08 A output active,if air filter loaded.
filter LUFT
power supply throttle power supply of analog throttle pedal, e.g. Williams pedal
21/09 AFP+
pedal analog terminalC.
21/10 reserved
A = output
E/A = input/output (bidirectional)
DE = digital input
AE = analog input
IE = pulse input
18
3. Construction
21 pin connector (continued)

short
cut
throttle pedal signal sensor voltage proportional to pedal position

21/11 AE AFPS
analog e.g input for Williams pedal terminal A.
PWM throttle signal, sensor signal PWMpedal path 1,

path 1 e.g. VDO pedal terminal 2/9
21/12 IE GAS1
idle validation
switch 2 e.g. Williams pedal terminal D
(throttle active)
sensor signal PWMpedal path 2,

PWM throttle signal,
e.g. VDO pedal terminal 4/9
path 2
21/13 IE GAS2
idle validation
e.g. Williams pedal terminal E
switch 1
(idle active)
PWM pedal ground, e.g. VDO pedal terminal

1/9 and 3/9.
21/14 ground throttle pedal FP-
analog pedal ground, e.g. Williams pedal terminal B
21/15 DE service brake switch BRE switch to ground. Switch open, if service brake is depressed
switch to ground. Switch closed, if service brake is

21/16 DE park brake switch FSBE
depressed
21/17 E/A SAE 1708, A 1708A available since diagnosis version 203
available since diagnosis version 203

21/18 E/A SAE 1708, B 1708B
SAE J1939 CAN High 1939_

21/19 E/A SAE 1939 vehicle CAN high line
(vehicle can) H
1939_
21/20 CAN HF Ground SAE J1939 (HF-ground).
GND
SAE J1939 CAN Low 1939_ SAE 1939 vehicle CAN low line
21/21 E/A
(vehicle can) L
A = output
DE = digital input
AE = analog input
IE = pulse input
19
3. Construction
18 pin connector
short
cut
Output of the actual value comparator.4 (IWK4):

Parameter values:
0 = kickdown position
1 = actual value tource
2 = vehicle speed
3 = engine speed
18/01 A relay 4 REL4
4 = coolant temperature (lamp, temp. to low)
5 = pedal torque
6 = booster air temperature
7 = warning lamp oil pressure
8 = warning lamp coolant temperature
clutch linked switch to ground. Switch open, if clutch is depressed.

18/02 DE KUP1
switch 1
ground idle LG_ separate ground of idle validation switches,

18/03 A
validation switches GND e.g. Williams pedal terminal F.
normaly open push-button for cruise control

18/04 DE cruise control CC- CC- „set and decellerate“
cruise control CC+ normaly open push-button for cruise control

18/05 DE CC+
„resume and accellerate“.
CC_ switch to ground, normally open, enables cruise control, if

18/06 DE cruise control on/off
EIN closed.
FG_ switch to ground, normally open, disables acc. pedal and

18/07 DE throttle select
WAHL enables remote pedal, if closed.
MBR_ engine brake input switches MBR_H und MBR_L:

18/08 DE engine brake low
L switch to ground, normally open,
0: not active, 1: active
HL
0 0 engine brakes disabled
MBR_
18/09 DE engine brake high 0 1 engine brake step1: decompression valve enabled
H
1 0 engine brake step2: decompression valve and exhaust
flap enabled
1 1 not implemented
18/10 DE remote PTO PTO input to activate remote PTO control
Input for the activation of limitations via pin LIM0. During

18/11 DE limiter 0 LIM0 active input these limitations are always effective.

18/12 DE limiter 1 LIM1 active input these limitations are always effective.
A = output
DE = digital input
AE = analog input
IE = pulse input
20
3. Construction

short
cut
M
engine shutdown AB This input prevents automatic engine shut down,
18/13 DE
override SCH if engine shutdown is enabled
_SP

limiter 2
18/14 DE KLIMA active input these limitations are always effective,
(air condition )
(e.g. increased idle speed for air conditioner).
LUEF- switch to ground, normally open,

18/15 DE fan override
TER activates fan, if closed
switch to ground, normally open,

18/16 DE throttle inhibit FP_SP
disables acc. pedal and remote pedal, if closed.
power supply remote

18/17 throttle, air filter HFG+ Supply voltage for remote throttle and air cleaner sensor.
sensor
remote throttle The voltage at the sensor is proportional to the remote pedal
18/18 AE HFGS
signal position.
A = output
DE = digital input
AE = analog input
IE = pulse input
21
3. Construction
12 pin connector
short
cut
engine start, switch to battery voltage, normally open,

12/01 IE Kl. 50
terminal 50 activates starter, if closed.
K_
12/02 E/A diagnosis K - line k-line diagnosis interface.
DIAG
low side output, short protected

configurable for
- analog oil pressure gauge

12/03 A oil pressure P_OEL
- warning lamp oil pressure
(pressure to low)
low side output, short protected

configurable for
- analog coolant temperature gauge

12/04 A coolant temperature T_MOT
- warning lamp coolant temperature
(temperature to low)
configurable output for actual values:
0 = output disabled
1 = pedal torque (10% ... 90 %)
actual value output 2 = differential torque (limit load control)
12/05 A IWA
(PWM) 3 = inverse pedal torque (90% ... 10 %)
4 = actual torque
5 = actual load (automatic transmission)
6 = vehicle speed
7 = demand speed
low side output for engine speed gauge

N_
12/06 A engine speed gauge (signal definition for speed gauges driven by generator
MOT
terminal W, ratio configurable)
clutch linked
12/07 DE KUP2 feature not yet available
switch 2
##valid from the diagnosis version 204

Switch to ground.
12/08 DE engine-hood switch MOKL Normally open.
If switch is closed: indicates opened engine-hood.
Engine start via terminal 50 or J1939 ESS is locked.
A = output
DE = Digital Input
AE = analog input
IE = pulse input
22
3. Construction

short
cut
configurable input,
switch to ground, normally open
0 = disabled
1 = ABS
2 = Retarder
12/09 DE configurable input DSF1
3 = Temposet (set rodspeed limit)
4 = grid heater detection
5 = minimal torque
6 = remote cab driving
configurable input,
switch to battery voltage, normally open
0 = disabled
1 = ABS
12/10 DE configurable input DSF0 2 = Retarder
3 = Temposet (set rodspeed limit)
4 = grid heater detection
5 = minimal torque
6 = remote cab driving
engine stop STOP_ switch to battery voltage, normally open

12/11 DE
(external) EXT stops engine, if closed
engine speed
12/12 IE alternator Kl. W feature not yet available
(terminal W)
A = output
DE = digital input
AE = analog input
IE = pulse input
23
3. Construction
15 pin connector
short
cut

15/01 DE transmission neutral NE disables engine start, if closed

15/02 DE dual speed axle HA sets speed ratio, if closed
vehicle speed signal, vehicle speed input for tachometer,

15/03 IE C3/B7
tachometer signal C3 (B7).
15/04 reserved
configurable high side output.

power supply throttle
pedal PWM -power supply for PWM pedal,
15/05 A FP+ e.g. VDO pedal terminal 5/9 und 6/9.
-output for modulation valve

gear output 1
(e.g. Allison automatic transmission).
- output for exhaust flap.

engine brake 2, MBR_
15/06 A
exhaust flap BK Note to engine break 2
If exhaust flap and constant throttle are operating on a
single solenoid valve, then this output is not used. The
output 15/10 drivers both engine breaks.
KW_ analog input for coolant level sensor

15/07 AE coolant level sensor
SE ( two stage resistance coded sensor)
LF_
15/08 AE air filter sensor analog differential pressure sensor for air filter load
SE
15/09 A relay 2 REL2 0 = disabled

1 = grid heater
2 = acc. pedal idle position
- output for decompression valve (constant throttle).

engine brake 1,
MBR_
15/10 A decompression valve
KD Note engine break 1
If exhaust flap and constant throttle are operating on a
single solenoid valve, then this output (15/10) drivers both
engine breaks.
A = output
DE = digital input
AE = analog input
IE = pulse input
24
3. Construction
15 pole connector (continued)

short
cut
configurable low side output for actual values:

(actual value comparator 3 (IWK3))
0 = acc. pedal idle position

1 = actual torque
2 = vehicle speed
3 = engine speed
4 = coolant temperature (lamp, temp. to low)
5 = acc. pedal torque
6 = booster temperature
7 = warning lamp oil pressure
8 = warning lamp coolant temperature
configurable low side output for actual values:
0 = disabled
1 = starter protection
2 = acc. pedal kick down position
3 = transmission output 1
MCAN
15/13 E/A engine CAN (High) engine CAN high line
_H
MCAN
15/14 CAN Ground (HF) engine CAN- (HF-ground)
_GND
MCAN engine CAN low line

15/15 E/A engine CAN (Low)
_L
A = output
DE = digital input
AE = analog input
IE = pulse input
25
3. Construction
3.3. Technical data of pin assignment
Power supply
pin function abbrev. UMAX UMIN IMAX further data
battery voltage 32 V at 16 V at 300 mA no external load

UB=24 V, UB=24 V,
21/01 Kl. 30
16 V at 10 V at
50 µA ADM2 switched off
UB=12V UB=12V
ignition (switched Pull down resistor

21/02 battery voltage) Kl. 15 UB 30 kOhm
21/03 ground Kl. 31 battery ground

stabilized and short
21/09 pedal analog AFP+ 5V 5V 10 mA
protected
short protected,
ground connection
100 mA for PWM FFG, e.g.
VDO FFG, terminal
1/9 und 3/9.
21/14 ground throttle pedal FP-
short protected,
ground connection
100 mA for analogen FFG,
e..g. Williams FFG
terminal B.
power supply remote

stabilized and short
18/17 throttle, air filter sensor HFG+ 5V 5V 10 mA
protected
15/04 reserved
26
3. Construction
dynamic inputs (IE)

pin funktion abbrev f ULOW UHIGH further data
PWM throttle signal, pull up resistor,

220 Hz
path 1 39kOHM
21/12 GAS1 < 1,5 V > 5,5 V
idle validation pull up resistor,
switch 2 39kOHM
(throttle active)
PWM throttle signal, pull up resistor

220 Hz
path 2 39 kOhm
21/13 GAS2 < 1,5 V > 5,5 V
idle validation pull up resistor,
switch 1 39kOHM
(idle active)
vehicle speed signal,

pull down resistor
15/03 tachometer C3/B7 < 2,5 V > 6,4 V
47 kOhm
rising edge
engine start,
detection, pull
12/01 terminal 50 Kl. 50 < 4,0 V > 6,6 V
down resistor
7,7 kOhm
12/12 reserved
27
3. Construction
digital inputs (DE)

pin funktion abbrev UMAX UMIN ULOW UHIGH further data
pull up resistor
21/15 service brake switch BRE UB 0V < 3,0 V > 7,0 V
2,35 kOhm
pull up resistor
21/16 park brake switch FSBE UB 0V < 3,0 V > 7,0 V 2,35 kOhm
pull up resistor
18/02 clutch switch KUP1 UB 0V < 3,0 V > 7,0 V
5 kOhm
pull up resistor
18/04 cruise control CC- CC- UB 0V < 3,0 V > 7,0 V
5 kOhm
pull up resistor
cruise control CC+
18/05 CC+ UB 0V < 3,0 V > 7,0 V 5 kOhm
pull up resistor
CC_
18/06 cruise control on/off UB 0V < 3,0 V > 7,0 V 5 kOhm
EIN
FG_ pull up resistor

18/07 throttle select UB 0V < 3,0 V > 7,0 V
WAHL 5 kOhm
MBR_ pull up resistor

18/08 engine brake low UB 0V < 3,0 V > 7,0 V
L 5 kOhm
MBR_ pull up resistor

18/09 engine brake high UB 0V < 3,0 V > 7,0 V
H 5 kOhm
pull up resistor
18/10 remote PTO PTO UB 0V < 3,0 V > 7,0 V
5 kOhm
pull up resistor
18/11 limiter 0 LIM0 UB 0V < 3,0 V > 7,0 V
5 kOhm .
pull up resistor
18/12 limiter1 LIM1 UB 0V < 3,0 V > 7,0 V 2,35 kOhm
M
pull up resistor
engine shutdown AB
18/13 UB 0V < 3,0 V > 7,0 V 5 kOhm
override SCH
_SP
limiter 2 pull up resistor

18/14 KLIMA UB 0V < 3,0 V > 7,0 V
(air condition ) 2,35 kOhm
LUEF- pull up resistor

18/15 fan override UB 0V < 3,0 V > 7,0 V
TER 5 kOhm
pull up resistor
18/16 throttle inhibit FP_SP UB 0V < 3,0 V > 7,0 V
5 kOhm
28
3. Construction
digital inputs (DE) (continued)

pin funktion abbrev UMAX UMIN ULOW UHIGH further data
pull up resistor
15/01 transmission neutral NE UB 0V < 3,0 V > 7,0 V
2,35 kOhm
pull up resistor
15/02 dual speed axle HA UB 0V < 3,0 V > 7,0 V
5 kOhm
feature not yet

12/07
available.
feature not yet

12/08
available.
pull up resistor
12/09 configurable input DSF1 UB 0V < 3,0 V > 7,0 V 2,35 kOhm
pull down resistor

12/10 configurable input DSF0 UB 0V < 3,5 V > 8,2 V
7,7kOhm
engine stop pull down resistor

STOP_
12/11 (external) UB 0V < 3,5 V > 8,2 V 7,7kOhm
EXT
analog inputs (AE)

pin function abbrev. UMIN UMAX further data
e.g. Williams pedal

terminal A,
throttle pedal signal analog
21/11 AFPS 0V 5V pull down resistor
47 kOhm
to ground
pull up resistor
remote throttle signal
18/18 HFGS 0V 5V 200 kOhm
to 5 V.
pull up resistor
15/07 coolant level sensor KW_SE 0V 5V 440 Ohm
to 5 V.
pull up resistor
15/08 air filter sensor LF_SE 0V 5V 200kOhm
to 5 V.
29
3. Construction
output for indicating instruments(A)

pin function abbrev IMAX UMAX UMIN f further data
a) analog low side driver

oil pressure gauge, short
protected
120
12/03 oil pressure P_OEL UB 0V
mA
b) low side switch for
warning lamp
a) analog low side driver

coolant temperature gauge,
120 short protected
12/04 coolant temperature T_MOT UB 0V
mA
b) low side switch for
warning lamp
PWM low side driver,

actual value output 50 pull up resistor
12/05 IWA UB 0V 300 Hz
(PWM) mA 4,7 kOhm,
short protected.
frequency low side driver

N_ 50 0...8 pull up resistor
12/06 engine speed gauge UB 0V
MOT mA kHz 4,7 kOhm,
short protected
30
3. Construction
driver output (A)

PMAX
pin function abbrev IMAX UMAX further data
lamp
low side relay driver,

warning lamp LA_ 2 W at
21/04 250 mA UB short protected
oil level OELST 12 V

stop engine lamp LA_ 2 W at
(buzzer) STOP 12 V

check engine lamp LA_ 2 W at
(yellow) ADM 12 V
LA_ 2 W at low side relay driver,

21/07 lamp gridheater 250 mA UB
GRID 12 V short protected
LA_ 2 W at low side relay driver,

21/08 warning lamp air filter 250 mA UB
LUFT 12 V short protected
relay 4 low side relay driver,

18/01 REL4 1,3 A UB
short protected
ground idle validation

LG_ input for Williams
18/03 switches 250 mA 0V
GND pedal terminal F

high side driver
pedal PWM
15/05 FP+ 2A UB
gear output 1 high side driver
high side relay

engine brake 2, exhaust
15/06 MBR-BK 2A UB driver
flap

15/09 relay 2 REL2 2A UB
short protected
engine brake 1, constant high side relay

15/10 throttle MBR-KD 1,8 A UB driver

15/11 relay 3 REL3 250 mA UB
short protected

15/12 relay 1 REL1 1,3 A UB
short protected
31
3. Construction
communication interface (E/A)

pin function abbrev potential UMAX UMIN further data
only partly
21/17 SAE 1708, A 1708A
implemented
only partly
21/18 SAE 1708, B 1708B
implemented
SAE J1939 CAN

21/19 1939_H 5V
(High)
21/20 CAN-HF-Ground 1939_GND GND 100 nF to ground
SAE J1939 CAN

21/21 1939_L 5V
( Low)
ISO/DIS 11992,
15/13 Engine -CAN (High) MCAN_H 2/3 UB 1/3 UB
one wire capability
15/14 CAN-HF-Ground MCAN_GND GND 100 nF nach Masse
ISO/DIS 11992,
15/15 Engine-CAN (Low) MCAN_L 2/3 UB 1/3 UB one wire capability
12/02 k-line K_DIAG UB UB 0V
32
4. Parameter
4. Parameter
The parameters of the ADM2 are divided into 24 groups. Each parameter group corresponds to a functional group.
4.1. List of parameters
Default Range Range Unit

Parameter group Parameter
value Min Max
01 One wire capability

Engine CAN (MCAN)
1 = enable one wiret
1 0 1 -
mode,
0 = only two wire mode
02 SAE J1939 3. Source

Address TSC1 (e.g. jack
231 0 255 -
knife protection)
1 CAN configuration
(**valid from the 03 SAE J1939 Source

diagnosis version 203 Address Engine** 0 0 255 -
[with the parameters 1/03
until 1/06] onwards)
04 SAE J1939 Source
Address Engine Brake** 15 0 255 -
(##valid from the
diagnosis version 204)
onwards 05 SAE J1939 Source
Address
3 0 255 -
Transmission**
06 SAE J1939 Source

Address ABS** 11 0 255 -
07 SAE J1939 Source

Address Intarder## 10 0 255 -
33
4. Parameter

value Min Max
01 Idle-speed adjustment/
desired idle speed single
10 0 100 1/min
step increase/decrease
02 Desired Idle Speed Ramp

1/min/
Rate Increase/Decrease 1 0 1000
10ms
03 Maximum Adjusted Idle

Speed 850 0 4000 1/min
04 Max. Road Speed for

Idle Speed Adjustment 10 0 48 km/h
05 Transmission type:
0 = Manual
Transmission
1 = Automated Shift
Transmission
Clutch via ETC1
2 Operating mode- 2 = Automatic
configuration Transmission
3 = Automatic
0 0 2 -
(**valid from the Transmission with
diagnosis version 203 standig start help##
[with the new parameter 4 = Manual
2/14] onwards) Transmission with
starter interlock ##
##valid from the 5 = Automated Shift
diagnosis version 204 Transmission
Clutch via Pin 18/02
06 ABS-Type:
0 = No ABS
0 0 1 -
1 = with ABS
07 Relay 2:
0= disabled
1 = Grid Heater 2 0 2 -
2 = Accelerator Pedal
Idle Position
08 24/12 Volt use:

0 0 1 -
0= 24 V; 1=12 V
09 Response PLD-MR if
engine CAN failure
(MCAN):
0 = Idle Speed 3 0 3 -
1 = Engine Stop
2 = Limp Home Speed
3 = Limp Home Speed
34
4. Parameter
10 Engine Speed Limit

3000 0 4000 1/min
while Engine Stop
11 Ramp Smoke Limiter 10 0 100 Nm/10ms
2 Operating mode- 12 Configuration Output

configuration FP+:
0 = Output disabled
(**valid from the 1 = Transmission 2 0 2 -
diagnosis version 203 Output1
[with the new parameter 2 = Power Supply PWM
2/14] onwards) Accelerator Pedal
##valid from the 13 Configuration engine

diagnosis version 204 1 0 4 -
brake MBR
14 Temperature Correction
0 -20 20 °C
Block Heater **
15 Enable Free-Running
diagnosis## 0 1 1
Basic Range Range Unit

value Min Max
01 Minimum Engine Speed 500 0 4000 1/min
02 Maximum Engine Speed 3000 0 4000 1/min
03 Maximum Road Speed

85 48 85 km/h
(legal)
3 general
limitations 04 Maximum Engine
Torque 5000 0 5000 Nm
05 speed limiter-
--Adjustment of 8 0 100 km/h
switch on threshold
parameters 3/05
until 3/10 only in
driving test and only 06 speed limiter-
100 0 500 Nm/km/h
through skilled proportional part
workers with know-
how in control 07 speed limiter- Nm/km/
150 0 500
engineering. integral part h/s
08 speed limiter-
0,050 0,000 1,000 -
low pass factor
09 torque band
0 0 2000 Nm
engine jerking
10 coefficient engine
1 1 50 -
jerking
35
4. Parameter

value Min Max
01 activate function
0=not active 0 0 1 -
1=active
4 Damper of engine
02 droop parameter 0,30 0,00 5,00 %/1/min
jerking in PLD-MR
03 frequency limit 1,0 0,0 25,0 Hz
04 maximum position
--Adjustment of accelerator pedal
parameters 4/01 25 0 100 %
for damper of engine
until 4/06 only in jerking
driving test and only
through skilled
05 maximum speed
workers.
for damper of engine 900 0 4000 1/min
jerking
06 maximum torque
for damper of engine 50 0 5000 Nm
jerking

value Min Max
01 minimum engine speed

500 0 4000 1/min
LIM0
02 maximum engine speed

4000 0 4000 1/min
LIM0
03 maximum road speed

200 0 200 km/h
LIM0
5 variable limits 04 maximum torque LIM0 5000 0 5000 Nm
No. 0 (Pin LIM0) and
No.1 (Pin LIM1) 05 minimum engine speed
500 0 4000 1/min
LIM1

4000 0 4000 1/min
LIM1

200 0 200 km/h
LIM1
08 maximum torque LIM1 5000 0 5000 Nm
36
4. Parameter

value Min Max

500 0 4000 1/min
Klima

6 variable limits 4000 0 4000 1/min
Klima
No. 2 (Pin KLIMA)
200 0 200 km/h
Klima
04 maximum torque Klima 5000 0 5000 Nm

value Min Max
01 PTO speed control:

0=disabled
1=enabled
2=enabled if neutral
0 0 3 -
(input NE)
3=only if neutral
and parking brake
(input NE and FSBE)
02 Maximum PTO Speed

3000 500 3000 1/min
with CC+ Switch
03 Minimum PTO Speed

500 500 3000 1/min
with CC- Switch
7 Configuration PTO
speed control (ADR) 04 Speed demand through
accelerator pedal
(* valid only in the 1 0 1 -
0= not active
diagnosis version 202 1= active
with the old parameter
values of 7/10)
05 Maximum engine speed
3000 0 3000 1/min
accelerator pedal if PTO
(** valid from the
diagnosis version 203
[with the new parameter 06 PTO dropout on parking
values of 7/10] onwards) brake or service brake
enabled 0 0 1 -
0= no; 1= yes
07 PTO dropout on clutch

enabled
0 0 1 -
0= no; 1= yes

10 0 128 km/h
in PTO Mode
09 PTO Set Speed with CC-

500 0 3000 1/min
Switch
37
4. Parameter

value Min Max
1 0 14 *
10)PTO Governor Type with
CC- Switch
1 1 5 **
11 Maximum PTO Torque

5000 0 5000 Nm
with CC- Switch
12 PTO Set Speed with CC+

500 0 3000 1/min
Switch
1 0 14 *
13 PTO Governor Type with
CC+ Switch
1 1 5 **
14 Maximum PTO Torque

5000 0 5000 Nm
with CC+ Switch
15 PTO Ramp rate 1000 25 2500 1/min/s
7 Configuration PTO 16 Number of Speeds via

1 1 3 -
speed control (ADR) Remote PTO
(* valid only in the 17 PTO Speed #1 950 500 3000 1/min

with the old parameter 1 0 14 *
18 PTO Speed #1
values of 7/10)
Governor Type
1 1 5 **
(** valid from the
diagnosis version 203 19 PTO Speed #1
[with the new parameter Maximum Engine 5000 0 5000 Nm
values of 7/10] onwards) Torque
20 PTO Speed #2 1250 500 3000 1/min
1 1 14 *
21 PTO Speed #2
Governor Type
1 1 5 **
22 PTO Speed #2
Maximum Engine 5000 0 5000 Nm
Torque
23 PTO Speed #3 1850 500 3000 1/min
1 1 14 *
24 PTO Speed #3
Governor Type
1 1 5 **
25 PTO Speed #3
Maximum Engine 5000 0 5000 Nm
Torque
38
4. Parameter

value Min Max
01 speed sensor:
0= disabled, no speed
signal,
1= C3
2= Square-wave sensor
3= via SAE J1939
ETC1 (output
shaft speed)
8 speed signal 1 0 3 -
##valid from the
4= inductive sensor
5= via SAE J1939 TCO1
( vehicle speed and
output shaft speed)

value Min Max
01 Configuration
actual value output
(IWA):
0= no output
1= throttle torque
(10 ... 90 %)
2= differential torque
(limit load signal) 7
3= throttle torque 1 0 -
inverted (90 ... 10 %) 8##
4= actual torque
5= load signal
(automatic
transmission)
6= road speed
9 Actual value output 7= nominal speed
8= Tipptastenfahren ##
##valid from the
diagnosis version 204 02 engine speed display
output N_MOT
(correlation of frequency 2173 200 15000 -
to engine speed
refer to chapter 4.2)
03 oil pressure display

output P_OEL
0= lamp 1 0 2 -
1= 5 bar instrument
2= 10 bar instrument
04 coolant temperature
display output T_MOT
1 0 1 -
0= lamp
1= instrument
39
4. Parameter

value Min Max

1100 0 4000 1/min
MBR
02 Maximum Throttle
Position for Engine 4 0 100 %
Brakes (MBR)
03 Enable Engine Brakes

on
Service Braking 0 0 1
0 = disable;
1 = enable
04 Minimum Road Speed

for Engine Brake 0 0 200 km/h
Operation
05 Enable Engine Brake on

10 Configuration engine Cruise Control
0 0 1 -
brake 0 = disable;
1= enable
06 Cruise control MBR_L

--- Adjustment of 5 0 48 km/h
On
parameters 10/01
until 10/21 only in
driving test and only 07 Cruise control MBR_L
2 0 48 km/h
through skilled Off
workers with know-
how in control 08 Cruise control MBR_H
7 0 48 km/h
engineering On
09 Cruise control MBR_H

(For the parameters 10/11 5 0 48 km/h
Off
until 10/21
compare with
10 Speed limitation with
standard SAE
engine brake 5 0 48 km/h
J1939/71, edition
0 km/h = Off
10/1998)
11 Type engine brake,
refer to standard SAE
J1939 chapter 5.2.2.2
and chapter 5.2.2.3
3 = MBR_KD 255 0 255 -
(constantly open valve)
4 = MBR_BK
(engine retarder flap)
255= not defined
12 Steps engine brake

info for SAE J1939
data bus,
standard - chapter
255 0 255 -
5.2.1.50
0= continuously
1..n= 1-.. n step
255= not defined
40
4. Parameter

value Min Max
13 Reference braking
torque
info MBR-characteristic
0 5000 Nm
curve to
SAE J1939 data bus,
Chapter 5.2.1.49
14 Engine speed1
10 Configuration curve to 0 4000 1/min
engine brake SAE J1939 data bus,
Chapter 5.2.1.41
15 Torque 1
--- Adjustment of
curve to 0 5000 Nm
parameters 10/01 SAE J1939 data bus,
until 10/21 only in Chapter 5.2.1.45
through skilled
workers with know- 16 Engine speed 2
how in control info MBR-characteristic
engineering curve to 0 4000 1/min
SAE J1939 data bus,
Chapter 5.2.1.43
17 Torque 2
curve to 0 5000 Nm
---The basic values of SAE J1939 data bus,
parameters 10/11 Chapter 5.2.1.46
until 10/12 indicate,
that their value is not 18 Engine speed 3
defined, so that all info MBR-characteristic
these values have to curve to 0 4000 1/min
be parameterized. SAE J1939 data bus,
Chapter 5.2.1.44
(For the parameters 10/11
until 10/21 compare with 19 Torque 3
the standard SAE J1939/ info MBR-characteristic
71, edition 10/1998). curve to 0 5000 Nm
SAE J1939 data bus,
Chapter 5.2.1.47
20 Engine speed 4
curve to 0 4000 1/min
SAE J1939 data bus,
Chapter 5.2.1.44
21 Engine speed 4
curve to 0 5000 Nm
SAE J1939 data bus,
Chapter 5.2.1.47
41
4. Parameter

value Min Max
22 Cruise control both

MBR_L and MBRH
10 0 48 km/h
On ##
23 Cruise control both

MBR_L and MBRH 6 0 48 km/h
Off ##
24 Engin brake
0 0 1
configuration ##
10 Configuration 25 Engine brake stage 1

64 0 255
engine brake mask
(For the parameters 10/11 26 Engine brake stage 1

100 0 100 %
until 10/21 compare with factor
the standard SAE J1939/
71, edition 10/1998). 27 Engine brake stage 2
80 0 255
mask
##valid from the
diagnosis version 204 28 Engine brake stage 2
100 0 100 %
factor
29 Engine brake stage 3

80 0 255
mask

100 0 100 %
factor
31 Engine brake
64 0 255
transmission mask
32 Engine brake
100 0 100 %
transmission factor
42
4. Parameter

value Min Max
01 Accelerator Pedal Type:

0 = not available
11 Configuration 1 = PWM FFG
accelerator pedal 2 = analog FFG Type 1 2
2 0 -
##valid from the 3##
--- Adjustment of diagnosis version 204
parameters 11/01 3 = analog FFG Type 1
until 11/08 only in
through skilled 02 Analog FFG Kickdown 22 0 40 %
workers with know-
how in control 03 Limp Home Engine
1300 0 4000 1/min
engineering Speed
04 Limp Home Ramp On 250 0 1000 1/min/s
(* valid only for the 05 Limp Home Ramp Off 100 0 1000 1/min/s
without the parameters 06 Ramp FFG limp-home Off 50 0 100 %/s
11/20 until 11/24)
07 PWM Pedal Kickdown
4 0 40 %
Switch On
---The parameters 11/
09 until 11/10 can
08 PWM FFG
only be read and not 14 0 40 %
Kickdown Off
be parameterized.
09 *analog FFG taught-in,
Parameter can only be 0 0 1 -
read!
---Adjustment of
parameters 11/20 10 *PWM FFG taught-in,
until 11/24 only in Parameter can only be 0 0 1 -
driving test and only read!
through skilled
workers with know-
20 FFG Low-pass Filter Tau
how in control 0,00 0,00 10,00 s
Large Signal Range **
engineering
(** valid from diagnosis 21 FFG Low-pass Filter Tau

0,00 0,00 10,00 s
version 203 [with the new Small Signal Range **
parameters 11/20 until
11/24 and the now 22 FFG Low-pass Filter
0 0 100 %
disabled parameters 11/ Small Signal Range **
09, 11/10 and 11/19]
onwards) 23 Accelerator Pedal Ramp
0 0 100 %/10ms
% Up **
24 Accelerator Pedal Ramp

0 0 100 %/10ms
% Down
43
4. Parameter

value Min Max
01 Torque threshold 25 0 5000 Nm
02 Hysteresis 50 0 5000 Nm
03 negativ e gradient
1 0 5000 Nm/10ms
12 Configuration inside band
torque reversing damper
04 positive gradient
5 0 5000 Nm/10ms
inside band
05 positive gradient
45 0 5000 Nm/10ms
outside band

value Min Max
01 Sensor
coolant level,
input KW_SE: 0 0 1 -
0= no sensor
1= sensor available
13 Configuration 02 Air filter sensor
inputs input LF_SE:
0 0 1 -
0= no sensor
(**valid from the 1= sensor available
[with the parameters 13/
08 and 13/09 and the new 03 Service break,
values 5 and 6 of the input BRE:
1 0 1 -
parameters 13/06 and 13/ 0= not available
07] onwards) 1= available
(##valid from the 04 Transmission

diagnosis version 204 neutral position,
input NE:
0= not available
1= Pin 15/01
## 1 0 1 -
0=J1939 ETC2 current
gear
1 = Pin 15/10
44
4. Parameter
05 Parking brake,
input FSBE:
0= not available 1 0 1 -
1= available
06 Configuration variable
input DSF0:
0= disable
1= enable ABS input
2= enable retarder input
3= enable temposet
4= enable grid heater
0 0 6 -
13 Configuration monitoring
inputs 5= switchable torque
demand**
(**valid from the 6= drive on super
diagnosis version 203 structure**
[with the parameters 13/ 7= throttle inhibit crane
08 and 13/09 and the new cab engine##
values 5 and 6 of the
parameters 13/06 and 13/ 07 Configuration variable
07] onwards) input DSF1:
0= disable
(##valid from the 1= enable ABS input
diagnosis version 204 2= enable retarder input
3= enable temposet
4= enable grid heater
1 0 6 -
monitoring
5= switchable
torque demand**
6= drive on super
structure**
7= throttle inhibit crane
cab engine##
08 switchable torque
-5000 -5000 5000 Nm
demand with DSF0 **
09 switchable torque
-5000 -5000 5000 Nm
demand with DSF1 **
45
4. Parameter

value Min Max
01 Configuration (IWK3)
actual value
comparator 3:
0= FFG idle position
1= actual torque
2= road speed
3= engine speed
0 0 8 -
4= coolant temperature
5= FFG torque
6= boost pressure
7= warning lamp
oil pressure
8= warning lamp
coolant temperature
02 IWK3 torque M 4999 0 5000 Nm
03 IWK3 hysteresis M 50 0 5000 Nm
04 IWK3 speed v 150 0 150 km/h
05 IWK3 hysteresis v 5 0 150 km/h
06 IWK3 engine speed n 3998 0 4000 1/min
07 IWK3 hysteresis n 50 0 4000 1/min
08 IWK3 temperature 200 -50 200 °C

14 Switching threshold
relay 3 + relay 4
09 IWK3 hysteresis T 5 0 200 °C
actual value
comparator 4:
0= FFG kickdown position
1= actual torque
2= road speed
3= engine speed
0 0 8 -
4= coolant temperature
5= FFG torque
6= boost temperature
7= warning lamp
oil pressure
8= warning lamp
coolant temperature
11 IWK4 torque M 4999 0 5000 Nm
12 IWK4 hysteresis M 50 0 5000 Nm
13 IWK4 speed v 150 0 150 km/h
14 IWK4 hysteresis v 5 0 150 km/h
15 IWK4 speed n 3998 0 4000 1/min
16 IWK4 hysteresis n 50 0 4000 1/min
46
4. Parameter
14 Switching threshold 17 IWK4 temperature 200 -50 200 °C

relay 3 + relay 4
18 IWK4 hysteresis T 5 0 200 °C

value Min Max
01 minimum speed for

48 38 152 km/h
cruise control
02 maximum speed for

152 48 152 km/h
cruise control
03 step
2 0 10 km/h
speed CC+
04 step
2 0 10 km/h
speed CC-
15 Cruise control
05 ramp up 2 0 20 km/h/s
06 ramp down 2 0 20 km/h/s
07 automatic
resumption
after gear shift:
0 0 1 -
0=not active
1=active

value Min Max
01 relay 1:
16 Configuration relay1
0= not active
1= starter protection
2 0 3 -
2= FFG kickdown
position
--- Adjustment of 3= transmission output1
parameters 16/01
and 16/18 until 16/ 18 maximum
20 only in driving 30 0 120 s
starting time
test and only through
skilled workers with 19 minimum speed 80 0 500 1/min
know-how in control
engineering
20 switch-off time 1 0 30 s
47
4. Parameter

value Min Max
01 Idle shoutdown:
0 = disable 0 0 1 -
1 = enable
02 Maximum Idle Time 60 1 1000 s
03 PTO-Shutdown:
0 = disable 0 0 1
17 Idle shoutdown 1 = enable
04 PTO Shutdown Time 60 1 100 s

---Adjustment of
parameters 17/01 05 Torque Threshold for
100 0 5000 Nm
until 17/09 only in PTO Shutdown
through skilled 06 Warning period
20 3 120 s
workers with know- Check Engine Light
how in control
engineering 07 Warning period
10 3 120 s
Stop Engine Light
08 Minimum Coolant
Temperature for Engine -10 -40 200 °C
Shutdown
09 Shutdown Override,
Input MABSCH_SP:
1 0 1 -
0 = disable
1 = enable
48
4. Parameter

value Min Max
01 Engine Temperature:
0 = disable 0 0 1 -
1 = enable
02 Coolant Level:
0 = disable 0 0 1 -
1 = enable
03 Oil Pressure:
18 Engine Protection
0 = disable 0 0 1 -
Shutdown
1 = enable
04 Oil Level:
---Adjustment of 0 = disable 0 0 1 -
parameters 18/01 1 = enable
until 18/09 only in
driving test and only 05 Engine Protection
through skilled 60 1 120 s
Shutdown Time
workers with know-
how in control 06 Engine Protection Time
engineering 30 1 120 s
on Oil Pressure
07 Counter of Engine
Protection Shutdown 0 0 255 -
Overrides
08 Warning Period for

20 3 120 s
Check Engine Light
09 Warning period
10 3 120 s
Engine Stop Light

value Min Max
01 Enable Automatic Fan

Activation on Engine
Brake
ADM2, Diag.-Vers. 202:

0 = disable 0 0 1 -
19 Automatic Fan 1 = enable
Activation
Percentage of the fan 0 0 100 %
power,

Activation on Air
Conditioner
49
4. Parameter

0 = disable 0 0 1 -
1 = enable

power,

Activation on PTO

0 = disable 0 0 1 -
1 = enable

power,

04 Switch On Temperature 40
Automatic Fan
-40 200 °C
19 Automatic Fan
Activation ADM2, Diag.-Vers. 203:
80
04 Tmot 0% Fan

05 Switch Off Temperature 37
Automatic Fan
-40 200 °C
100
05 Tmot 100% Fan

50 0 100 %
06 DSF0 Fan
07 DSF1 Fan
50 0 100 %
08 Hold Time Fan

10 0 600 s
09 Ramp Fan
25 1 100 %/s
10 Fan Activation
via Input Fan 100 0 100 %
50
4. Parameter

value Min Max
01 Remote Accelerator
Pedal:
0 = disable 0 0 1 -
1 = enable
02 Delay Time for Remote

20 Remote Accelerator
Accelerator Pedal
Pedal 1,00 0,00 5,00 s
Calibration
---Adjustment of 03 Maximum Change of

parameters 20/02 Remote Accelerator
until 20/06 only in 1 0 15 %
Pedal Wide Open
through skilled
workers with know- 04 Remote Accelerator
how in control Pedal Signal Filter 0,500 0,000 1,000 -
engineering
05 Remote Accelerator Pedal

Idle Position 10 0 20 %

Wide Open Position 78 70 85 %

value Min Max
01 Activate Driving Mode

0 0 1 *
with PTO:
0 = disable
1 = enable
01 Activate Driving Mode

21 Driving Mode with PTO with PTO:
0 0 2 **
0 = disable
1 = without pedal free
travel
2 = with pedal free travel
02 Driving Mode PTO

1 0 15 *
Governor Type
03 Driving Mode PTO

5000 0 5000 Nm
Maximum Torque
51
4. Parameter

value Min Max
01 Axle Ratio 5,290 1,000 20,000 -
02 Number of Teeth 16 0 250 -
03 Tire Revolutions 312 160 1599 1/km

22 vehicle speed sensor
04 Gear Ratio 1,000 0,100 2,550 -
05 2. Axle Ratio
5,290 1,000 20,000 -
(Rear Axle)

value Min Max
24 Accelerator Pedal Extra Nm/

01 Torque Ramp 1 0 5000
100 ms
02 Accelerator Pedal
0 0 100 %
Minimum Speed
---Adjustment of
parameters 24/01
until 24/05 only in 03 Accelerator Pedal
100 0 100 %
driving test and only Maximum Speedl
through skilled
workers with know- 04 P-Faktor 4000 20 20000 -
how in control
engineering 05 Accelerator Pedal Filter
0,500 0,000 1,000 -
Parameter group 23: Speed limiter extra:

Access to this group is not possible.
52
4. Parameter
4.2. Description of parameters
1 CAN Configuration
Parameter Description
In accordance with the CAN definition, the CAN-High and CAN-Low data wires
transmit the same information with complementary physical levels.
The CAN connection between the vehicle control ADM2 and the engine control
PLD-MR provides a limp home routine. This allows communications to be
01 One wire capability
continued on the second, intact wire in the event of a failure (short or broken
Engine CAN (MCAN)
circuit) in one wire.
1 = enable one wire mode,
0 = only two wire mode
One wire capability must be deactivated if more than two participants are
connected to the engine CAN (parameter value 0).
Concerning the one wire capability, the vehicle control ADM2 and the engine
control PLD-MR must have identical settings.
02 SAE J1939 3. Source

Programmable source address of jack knife protection on SAE J1939 data bus.
Address TSC1
(e.g. jack knife protection)
03 SAE J1939 Source Address

Engine**
Programmable source address of the respective participant on the data bus SAE
04 SAE J1939 Source Address J1939.
Engine Brake **
05 SAE J1939 Source Address ** These addresses are not programmable until the diagnosis version 203
Transmission** of the ADM2 .
06 SAE J1939 Source Address

ABS**
##These addresses are not programmable until the diagnosis version 204 of
07 SAE J1939 Source Address the ADM2 .
Intarder (ETC1)##
This adress is used for receiving J1939 ETC1 (PGN 64440)
53
4. Parameter
2 Configuration driving mode

The vehicle control adaption module (ADM2) differentiates between the driving mode and PTO speed control
(ADR-mode). This group contains parameters which define the functionality of the driving mode.
Output/setting value for driving mode is the engine torque.

The ADM2 determines an engine torque nominal value based on the accelerator pedal position, and transmits this
value to the engine electronics PLD-MR via the CAN connection.
Function of cruise control tip switch CC+ and CC-:
Idle speed adjustment

Cruise-control switch (Pin 18/06) off-position:
The idle speed can be adjusted via the cruise-control tip switch CC+ (Pin 18/05) or CC- (Pin 18/04), it can be
increased with CC+ and decreased with CC-.
Refer to chapter 7.1.1.1 for further information about the conditions of idle running.
Cruise-control operating mode
Cruise-control switch (Pin 18/06) “on“ and driving speed exceeds threshold:
The nominal value for the speed control can be adjusted via the cruise-control tip switch CC+ (Pin 18/05) or CC- (Pin
18/04), it can be increased with CC+ and decreased with CC-.
Parameter group 15 refers to this operating mode
Refer to chapter 7.1.2 „Cruise-control“ for further information about the conditions of the cruise control operating mode
and the description of the cruise control.
PTO speed selection when vehicle is stationary
Cruise-control switch (Pin 18/06) „on“ and vehicle is stationary:

The nominal value for the PTO speed can be adjusted via the cruise-control tip switch CC+ (Pin 18/05) or CC- (Pin
18/04), it can be increased with CC+ and decreased witch CC-.
The parameter groups 7 and 21 for special applications refer to this operating mode.
Refer to chapter 7.2. „PTO speed control“ for further information about configuration possibilities and about the three
operating modes of the PTO speed control.
Idle-speed can be adjusted with the cruise-control tip switch CC+ (Pin 18/05) or
01 Idle-speed adjustment/ CC- (Pin 18/04) and with the cruise-control switch (Pin18/06) is in the off-
desired idle speed single position. This parameter determines the step size, which applies to both cruise-
step increase/decrease control tip switches and is of the same size when increasing with CC+ and
decreasing with CC-
02 Desired Idle Speed Ramp This parameter indicates the ramp, with which the idle-speed is adjusted when
Rate Increase/Decrease the tip switches are activated continuously.
03 Maximum Adjusted Idle

Upper final value of idle speed adjustment.
Speed
04 Max. Road Speed for Idle

Limit speed of the vehicle, up to which the idle-speed adjustment is enabled.
Speed Adjustment
54
4. Parameter
2 Configuration driving mode (continued)
0 = Manual Transmission Parameter values 0 or 1: An engine start via terminal 50 is always possible,
1 = Automated Shift independent of the neutral position of the transmission, input NE.
Transmission Parameter value 2: An engine start via the input terminal 50 is only possible, if
2 = Automatic transmission the input NE (neutral position) is active.
##valid from the diagnosis ##valid from the diagnosis version 204:
version 204:
A) Starter interlock function:
0 = Manual Parameter value 0: An engine start via terminal 50 or J1939 ESS is always
Transmission possible, independent of the neutral information
1 = Automated Shift Parameter value 1 to 5: An engine start via terminal 50 or J1939 ESS is only
Transmission possible, if neutral position is encountered (via Pin15/01 or J1939 ETC2) see also
Clutch via ETC1 Parameter 13/04
2 = Automatic
Transmission B) Clutch information:
3 = Automatic
Transmission with Parameter value 0, 4 or 5: Pin 18/02 Clutch switch is encountered.
standig start help## Parameter value 1: Clutch information is read from J1939 ETC1.
4 = Manual Parameter value 2or 3: No clutch information available.
Transmission with
starter interlock ## C) Standing start help function
5 = Automated Shift
Transmission Parameter value 0,1, 3, 4 or 5: Function enabled.
Clutch via Pin 18/02 Parameter value 2: Function disabled.
06 ABS-Type:
0 = without ABS
This parameter indicates if an ABS is installed.
1 = with ABS
07 Relay 2:
Parameter value 0: The power stage output for the relay 2 is not active.
0= disabled
Parameter value 1: The power stage output controls a grid heater via a relay.
1 = Grid Heater
Parameter value 2: The power stage output is active when aceleration pedal idle
2 = Accelerator Pedal Idle
position
Position
Vehicle electric system selection:

08 24/12 Volt use:
Parameter value = 0 if 24V (preset value)
0= 24 V; 1=12 V
Parameter value = 1 if 12V
Response PLD-MR if engine CAN failure

Parameter value 0: Engine switches over to idle running
09 Response PLD-MR if engine
Parameter value 1: Engine will shut down
CAN failure (MCAN):
0 = Idle Speed
Parameter value 2/3: Engine maintains actual speed or reduces the speed to a
1 = Engine Stop
limp home speed, if it is currently exceeded.
2 = Limp Home Speed
3 = Limp Home Speed
Upon switching the engine off and on again, the engine adopts the limp home
speed via a ramp, starting with the idle speed.
10 Engine Speed Limit while While vehicle stop the engine speed is limited to the value which has been
vehicle Stop defined here
55
4. Parameter
2 Configuration driving mode (continued)
The accelerator pedal is enabled in a limited way via a ramp, if the clutch is open
11 Ramp Smoke Limiter
and the accelerator pedal (FFG) is actuated.
12 Configuration Output FP+: Parameter value 0: The power stage output is unassigned (inactive).
0 = Output disabled Parameter value 1: The power stage output is a switching output for the
1= Transmission Output 1 modulation valve of an automatic transmission (e.g. Allison).
2 = Power Supply PWM Parameter value 2: The power stage output is the power supply for the
Accelerator Pedal accelerator pedal.
The following engine brake configurations are possible, depending on this

parameter:
Value Output MBR-BK Output MBR-KD Remarks

0 Output open Output open No engine brake
installed
1 Output open 1 Valve Decompression valve

and engine retarder flap
at one output via single
single valve at the ADM2
13 Configuration engine brake
2 1 Valve (BK) Output open Engine retarder flap at
MBR
ADM2 and
decompression valve
at PLD-MR
3 Output open 1 Valve (KD) Decompression valve

at ADM2
4 1 Valve (BK) 1 Valve (KD) Decompression valve

and engine retarder flap
are each at one output
via two valves at
the ADM2.
14 Temperature Correction
- This parameter is for the compensation of a coolant temperature which may
Block Heater **
possibly be increased by a block heater.
**This parameter is not
- If no block heater is installed, the temperature correction value has to be set to
available until the diagnosis
0° C (basic value or preset value).
version 203 of the ADM2
If value is set to 1, and no diagnostic tool like MiniDiag2 is connected to

15 Enable Free-Running Pin 12/02 then then ADM2 Free-Running telegram is transmitted via K-Line (Pin
diagnosis 12/02).
##This parameter is not If value is set to 0 no free running is supported.

available until the diagnosis
version 204 of the ADM2 In both cases: If MiniDiag2 is connected to the ADM2, then MiniDiag
communication is started.
56
4. Parameter
3 Generally valid limits

This group contains general limits which become effective in all operating modes.
It is only possible to modify the limits set in the engine electronics PLD-MR to the extent that maximum values are
reduced and minimum values increased.
Definition of the minimum engine speed, provided that the set value is higher
than the idling speed of the engine electronics PLD-MR.
The set value is always valid and can only be superseded by higher engine speeds
01 Minimum Engine Speed
using the programmable limitations.
It may be necessary to raise the idling speed if the engine is permanently
operated with increased basic load (aggregates, converter transmission).
Definition of the maximum engine speed, provided that the set value is lower
than the cutoff speed of the engine electronics PLD-MR.
The set value is always valid and can only be superseded by lower engine speeds
02 Maximum Engine Speed using the programmable limitations.
It may be necessary to reduce the maximum engine speed, e.g. when a
hydrostatic drive is fitted to prevent the maximum speed of the hydraulic pump
from being exceeded.
The vehicle control adaption module (ADM2) is certified as per directive 92/24/
EWG as a speed limiter for keeping to legally specified maximum speeds. This
parameter can only be changed with the relevant authorisation. This
authorisation can be issued to vehicle manufacturers upon application to
(legal)
DaimlerChrysler.
The set value is always valid and can only be superseded by lower vehicle speeds
using the programmable limitations.
Limitation of the maximum torque value, provided that the set value is below the
maximum torque value of the engine electronics PLD-MR.
04 Maximum Engine Torque
The set value is always valid and can only be superseded by lower torques using
the programmable limitations.
57
4. Parameter
3 Generally valid limits (continued)
This parameter indicates the switch-on threshold for the speed limiter, i.e. the
speed (below the maximum speed), which activates the limiter.
05 Road Speed Limiter
Switch on threshold
Adjustment of parameters 3/05 until 3/10 only in driving test and only
through skilled workers with know-how in control engineering.
This parameter indicates the governor factor of the proportional part of the speed
limiter.
Proportional Part
This parameter inicates the governor factor of the integral part of the speed
limiter.
Integral Part
This parameter indicates the low pass factor of the speed limiter.
Low pass factor Adjustment of parameters 3/05 until 3/10 only in driving test and only
This parameter indicates the torque band for the engine jerking.
(engine jerking is caused by transmission play while driving around zero torque,
09 torque band torque reversing )
engine jerking
(thrust jerking)
This parameter indicates the coefficient for the engine jerking.

(engine jerking is caused by transmission play while driving around zero torque,
10 coefficient torque reversing )
engine jerking
(thrust jerking)
58
4. Parameter
4 Damper of engine jerking in PLD-MR
The damper of engine jerking is switched on with this parameter.

01 Activate Function
This parameter indicates the gain of the governor for the damper of engine
jerking.
02 droop control
This parameter indicates the frequency limit of the governor for the damper of
engine jerking
03 Frequency limit
This parameter indicates the maximum position of the accelerator pedal for the
04 Maximum Position damper of engine jerking .
Accelerator Pedal
for Damper of Engine
Jerking Adjustment of parameters 4/01 until 4/06 only in driving test and only
This parameter indicates the maximum speed for the damper of engine jerking
05 Maximum Speed
This parameter indicates the maximue torque for the damper of engine jerking.
06 Maximum Torque
59
4. Parameter
5 Variable limits No. 0 (Pin LIM0) and No. 1 (Pin LIM1)

These limitations become effective depending on the switching state of the digital inputs LIM0 (limit 0) or LIM1
(limit 1).
The limitations are effective in the driving mode as well as in the PTO speed control (ADR-mode).
The effective limit values result from a minimum value generation based on the upper limit values and a maximum
value generation based on the lower limit values of PLD internal limit values.
Limit values of the parameter group 3 (general limits) and

limit values of the parameter group 5 and 6 (variable limits)
Description
Parameter
01 Minimum Engine Speed Definition of idle speed increase. The set value is selected via input LIM0
LIM0 (limit 0).
02 Maximum Engine Speed Definition of engine speed limitation. The set value is selected via input LIM0
LIM0 (limit 0).
03 Maximum Road Speed Definition of a reduced maximum speed. The set value is selected via input LIM0
LIM0 (limit 0).

Definition of torque limitation. The set value is selected via input LIM0 (limit 0).
LIM0
05 Minimum Engine Speed Definition of idle speed increase. The set value is selected via input LIM1
LIM1 (limit1).
06 Maximum Engine Speed Definition of engine speed limitation. The set value is selected via input LIM1
LIM1 (limit 1).
07 Maximum Road Speed Definition of a reduced maximum speed. The set value is selected via input LIM1
LIM1 (limit 1).

Definition of torque limitation. The set value is selected via input LIM1 (limit 1).
LIM1
60
4. Parameter
6 Variable limits No. 2 (idle speed increase) (Pin KLIMA)

These limitations become effective depending on the switching state of the digital input „KLIMA“ (limit 2).
The limitations are effective in the driving mode as well as in the PTO speed control (ADR-operation).
The effective limit values result from a minimum value generation based on the upper limit values and a maximum
value generation based on the lower limit values of PLD internal limit values.
Limit values of the parameter group 3 (general limits) and

limit values of the parameter group 5 and 6 (variable limits)
01 Minimum Engine Speed Definition of an idling speed increase. The set value is selected via input KLIMA
KLIMA (limit 2), air conditioner.
02 Maximum Engine Speed Definition of engine speed limitation. The set value is selected via input KLIMA
03 Maximum Road Speed Definition of a reduced maximum speed. The set value is selected via input
KLIMA KLIMA (limit 2), air conditioner.
04 Maximum Engine Torque Definition of torque limitation. The set value is selected via input KLIMA
61
4. Parameter
7 Configuration PTO speed control (ADR)

This group contains parameters which define the functionality of the PTO speed control.
The PTO speed control is used for power take-offs, working equipment (e.g. cranes, piste maintenance equipment,
harvesters etc.) and for stationary applications (e.g. compressors, power generators, pumps, etc.).
Output- or setting value for PTO-mode is a nominal engine speed.

The nominal engine speed is determined by the ADM2 and transmitted to the engine electronics PLD-MR via the
CAN connection.
There are three different operating modes in the PTO-mode:
Driver´s cab - PTO
PTO with fixed speeds via PTO switch
Driving with PTO with special applications
Driver´s cab - PTO (parameter 1 to 5)
Cruise-control switch (Pin 18/06) ON and vehicle is stationary:
The nominal value for the PTO speed can be adjusted via the cruise-control tip switch CC+ (Pin 18/05) or CC- (Pin
18/04). It can be increased with CC+ and decreased with CC-.
Refer to chapter 7.2.1.1 for information on configuration
PTO with fixed speeds via the PTO switch (parameter 16 to 25)
Up to three preset fixed speeds can be activated via the PTO Switch (Pin 18/10).
An initial switch-on activates a PTO speed control with the fixed speed 1.
If it is switched off and shortly after switched on again (less than 1 second), the nominal speed value is set to the
next nominal speed, fixed speed 2. Fixed speed 3 can be selected in the same way and thereupon it can be switched
over to fixed speed 1.
The PTO speed control is switched off, as soon as the PTO switch is for more than one second in the OFF position.
The operating mode PTO via PTO switch has priority over the driver´s cab PTO via the CC tip switches
Refer to chapter 7.2.1.2 for information on configuration.
Driving with PTO with special applications (see parameter group 21)
This operating mode enables driving in the speed-controlled operation (RQV-mode).
Refer to chapter 7.2.1.3 for information on configuration.
01 PTO speed control:

Parameter value 0: PTO speed control is disabled
0 = disabled
Parameter value 1: PTO speed control is enabled
1 = enabled
Parameter value 2: PTO speed control is only enabled as long as the
2 = enabled if neutral
transmission is in neutral position
(input NE)
Parameter value 3: PTO speed control is only enabled as long as the
3 = enabled if neutral and
transmission is in neutral position and the parking brake is closed.
parking brake
(input NE and FSBE)
62
4. Parameter
7 Configuration PTO speed control (ADR) (continued)
02 Maximum PTO Speed with Maximum speed, which can be achieved for the PTO speed control when the
CC+ Switch nominal speed is increased via the cruise control tip switch CC+
03 Minimum PTO Speed with Minimum speed, which can be achieved for the PTO mode when the nominal
CC- Switch speed is decreased via the cruise control tip switch CC-
04 Speed Demand through This parameter indicates, if the engine speed in the PTO mode can be enabled to
Accelerator Pedal be increased with the throttle input
05 Maximum Engine Speed This parameter indicates the maximum speed when the accelerator pedal is
Accelerator Pedal if PTO actuated in PTO-mode.
06 PTO dropout on Parking

This parameter indicates if the PTO is caused to drop out when the service brake
Brake or Service Brake
or the park brake is actuated.
enabled
07 PTO dropout on clutch This parameter defines, if the PTO is caused to drop out when the clutch is being
enabled depressed.
08 Maximum Road Speed in

Maximum road speed, up to which a PTO mode is possible
PTO Mode
09 PTO Set Speed with CC-

Starting speed, if PTO mode has been activated via CC-
Switch
10 PTO Governor Type with

Governor type selection, if PTO mode has been activated via CC-
CC- Switch
11 Maximum PTO Torque with Maximum torque, if PTO mode has been activated via CC-
CC- Switch
12 PTO Set Speed with CC+

Starting speed, if PTO mode has been activated via CC-
Switch
13 PTO Governor Type with Governor type selection, if PTO mode has been activated via CC-
CC+ Switch
14 Maximum PTO Torque with Maximum torque, if PTO mode has been activated via CC-
CC+ Switch
15 PTO Ramp rate In PTO mode, a new engine speed will be achieved over a ramp
63
4. Parameter
7 Configuration PTO speed control (ADR) (continued)
Number of fixed speeds when activating the PTO speed control via the PTO
switch:
Parameter value = 1: one fixed speed can be selected

Parameters 7/17 to 7/19 are effective
Parameter value = 2: two fixed speeds can be selected

16 Number of Speeds via Parameters 7/17 to 7/22 are effective
Remote PTO
Parameter value = 3: three fixed speed can be selected
(the generally valid and variable limits and the limits of the PLD remain effective)
Programmable speed value for fixed speed #1

17 PTO Speed #1
18 PTO Speed #1 Governor type selection, if fixed speed #1 has been activated
Governor Type
19 PTO Speed #1 Maximum engine torque, if fixed speed #1 has been activated
Maximum Engine Torque

20 PTO Speed #2
21 PTO Speed #2 Governor type selection, if fixed speed #2 has been activated
Governor Type

23 PTO Speed #3
Governor selection, if fixed speed #3 has been activated

24 PTO Speed #3
Governor Type
64
4. Parameter
8 Vehicle Speed Sensor Configuration

This group contains the speed determination parameters.
To implement a speed limitation, the ADM2 requires a speed signal.
Refer to chapter 7.8 „tachograph“ for further information about the function „speed signal“.
The parameter group 22 „speed sensor“ only becomes active with the corresponding configuration of the parameter
group 8 for either square-wave sensor (if parameter 8/01 with the value=2) or for SAE J1939 data bus (if parameter 8/
01 with the value=3).
This parameter defines whether a speed signal is present, and if so what type.
This value can only be changed with the relevant authorisation. Such
authorisation can be issued to vehicle manufacturers upon application to
DaimlerChrysler.
Programmable values:
0 = disabled, no speed signal, e.g. for stationary operation
01 Speed Sensor 1 = C3 (B7) - speed signal from tachograph output
2 = Square-wave sensor (e.g. HALL sensor)
3 = Transmission output shaft speed via SAE J1939 ETC1 (output shaft speed)
##valid from the diagnosis version 204:
4= Inductive sensor (sine-wave sensor)

5= SAE J1939 TCO1 (output shaft speed and vehicle speed)
65
4. Parameter
9 Actual value output
The physical value output at IWA can be selected.

Pulse duty factors < 5% and >95% are evaluated as faults or as signal failures by
the subsequent electronic circuit connected.
Value Meaning Remark
0 no output
1 Throttle torque Indication of accelerator pedal

(10 % ...90 %) position idle - full throttle to 10 % ...90 %
pulse duty factor.
2 Differential torque Signal for engine load evaluation

(limit load signal) e.g. for limit load control
90%: Maximum engine torque reached
(drive)
50%: Engine not under load
10%: Maximum friction torque reached

inverted position idle - full throttle to 90 % ...10 %
(90 % ...10 %) pulse duty factor.
01 Actual value output
4 Actual torque Indication of the actual engine torque
Refer to chapter 7.7 for further
0 ... M max
information about the function
to 10 % ...90 % pulse duty factor.
„IWA“
5 Load signal Load signal for coupling an automatic
transmission with PWM interface.
Output value is the minimum of the
active torque and a set torque, which is
calculated on the basis of a
maximum value generation of the
accelerator pedal demand and the cruise
control demand.
6 Road Formation of a C3 signal for other

speed electronics.
v FZG [km/h] = 0,45 * 1000/ t [ms]
t = periodic time of signal
(with T = 2 ms = constant = pulse period)
7 Nominal speed Indication of the currently active

nominal speed during PTO mode to
10%...90% pulse duty factor.
8 Tipptastenfahren Special function for vehicles with
hydraulic drive.
66
4. Parameter
9 Actual value output (continued)
A square-wave signal which is directly proportional to the engine speed is

available at the N-MOT output. Pulse duty factor approx. 50%.
The scaling, i.e. correlation of frequency to engine speed can be adjusted.
02 Engine Speed Display

Output N_MOT
n MOT [ min – 1 ]
Refer to chapter 7.6.1 „Display f MOT [ Hz ] = k • ----------------------------------
6000
Engine Speed “ for further
information about this function.
fMOT : Frequency at output N_MOT

k : Impulse number tachometer, number of impulses per 100 revolutions
nMOT: Current engine speed, actual value
Configuration of the output P_OEL (oil pressure), according to the analog oil-
pressure display:
Parameter value = 0: Warning lamp is connected to the output
Parameter value = 1: Analog 5 bar display connected:
Oil pressure (bar) Reference resistance (Ohm)

0 10
03 Oil Pressure Display 1 48
Output P_OEL 2 82
3 116
Refer to chapter 7.6.3; 7.6.5 or 4 151
7.6.7 for further information 5 184
about this function.
Parameter value = 2: Analog 10 bar display connected:
Oil pressure (bar) Reference resistance (Ohm)

0 10
2 52
4 88
6 124
8 155
10 184
Configuration of the output T_MOT (coolant temperature) according to the

connected analog coolant-temperature display:
04 Coolant Temperature Parameter value = 0: Warning lamp connected to the output.

Display
Output T_MOT Parameter value = 1: Analog display connected:
Refer to chapter 7.6.2. ; 7.6.4. or Temperature (°C) Reference resistance (ohm)

7.6.7. for further information 40 287,4
about this function. 60 134
80 69,1
100 38,5
120 22,7
67
4. Parameter
10 Configuration engine brake

This group contains parameters which define the characteristics and the function of an engine brake intervention.
Refer to chapter 7.5 „Engine brake/ABS/Retarder“ for further information about the function „Engine Brake“.
G Risk of injury!
The engine brake is a safety-relevant function for commercial
vehicles.
Incorrect or unsuitable parameter programming can make it
impossible to actuate the engine brake. The lack of, or reduction
in, engine braking power could lead to the vehicle brake being
overloaded.
Changes to the parameters in this group must only be performed
by specially trained personel or after consultation with the
engine manufacturer.
It is not normally necessary to change these parameters.
An intervention of the engine brake is only possible, if the engine speed is above
01 Minimum Engine Speed the speed which has been set here.
MBR This prevents the engine from being stopped by the engine brake intervention at
excessively low speed.
This parameter indicates the maximum position of the accelerator pedal (as a
02 Maximum Throttle Position
percentage of the complete deflection of the accelerator pedal), where the engine
for Engine Brakes (MBR)
brake is still controlled.
03 Enable Engine Brakes on

Service Braking
This parameter specifies, if the engine brake is activated by the service brake.
0 = disable;
1 = enable
The intervention of the engine brake is only enabled, if the vehicle speed is above
04 Minimum Road Speed for
the vehicle speed which has been set here.
Engine Brake Operation
05 Enable Engine Brake on

Cruise Control An automatic activation of the engine brake during cruise control operation is
0 = disable; enabled by this parameter.
1= enable
06 Cruise Control MBR_L On
07 Cruise Control MBR_L OFF Cut in- and cut off speeds (threshold values) for the engine brake step 1 (MBR_L)
and 2 (MBR_H). In this case the parameter values are differential speeds referred
08 Cruise Control MBR_H On to the set speed of the cruise control.
09 Cruise control MBR_H Off
Engine brakes will be automatically activated, if vehicle speed exceeds set speed
10 Speed limitation with
threshold. This parameter indicates the speed threshold.
Engine Brake
0 km/h = Off
0: Function deactivated
68
4. Parameter
10 Configuration engine brake(continued)
refer to standard SAE 1939 chapter 5.2.2.2 and chapter 5.2.2.3

11 Type engine brake
3 = MBR_KD (constantly open valve)
4 = MBR_BK (engine retarder flap)
255= not defined
22 Cruise Control stage 3

( both MBR_H and MBR_L)
on ## Cut in- and cut off speeds (threshold values) for the engine brake step 3 (MBR_L
and MBR_H).
23 Cruise Control stage 3 ##valid from the diagnosis version 204

( both MBR_H and MBR_L)
off ##
Type of engine brake system:

24 Engine brake configuration
0 = compression brake and exhaust flap
##
1 = compression brake and turbo brake
Engine brake activation if MBR_L=1 and MBR_H=0

25 Engine brake stage 1 mask
0 = no activation
64 = decompression valve (stage 1)
##
80 = decompression valve and exhaust flap (stage 2)
81 = decompression valve ,exhaust flap and turbo brake (stage 3)
Turbo brake torque demand relative value

factor If parameter 10/25 = 81 then
parameter 10/26 can be set from 0 to 100% for turbo brake demand
## else
parameter 10/26 has to be set on value 100%

27 Engine brake stage 2 mask
0 = no activation
##

factor If parameter 10/27 = 81 then
## else

29 Engine brake stage 3mask
0 = no activation
##
69
4. Parameter
10 Configuration engine brake(continued)
Turbo brake torque demand relative to value

If parameter 10/29 = 81 then
factor
else
##
Engine brake activation via J1939 TSC1 from transmission

31 Engine brake on transmissio
0 = no activation
request
##

32 Engine brake on
If parameter 10/31 = 81 then
transmission request factor
else
##
70
4. Parameter
11 Configuration accelerator pedal

This group contains parameters which define the evaluation of the accelerator pedal.
Refer to chapter 7.3 „Accelerator Pedal/Remote accelerator pedal“ for further information about the function
„accelerator pedal“.
G Risk of injury!
The accelerator pedal is a safety-relevant function for
commercial vehicles.
Incorrect or unsuitable parameter programming can seriously
affect the reactions of the accelerator pedal. This can cause the
driver´s requirements (e.g. throttle back) not to be implemented
properly or only after a delay.
Changes to the parameters in this group must only be performed

by specially trained personnel or after consultation with the
In general the accelerator pedal serves for the transfer of the driver´s
requirements to the engine.
01 Accelerator Pedal Type:
Parameter value 0: System without accelerator pedal
0 = not available
Evaluation and monitoring of the FFG-signals are deactivated.
1 = PWM FFG
Parameter value 1: PWM accelerator pedal activated, e.g. VDO-Sensor
2 = analog FFG
Parameter value 2: analog accelerator pedal activated, e.g. Williams-Pedal
Definition of the accelerator pedal position of the analog FFG below which (as a
02 Analog FFG Kickdown
percentage of the complete deflection) the status „kickdown“ is set. The reference
Threshold
point (0%) is the maximum limit stop of the accelerator pedal.
The limp home speed, which the engine adopts in the case of an accelerator pedal
failure. The limp home operating mode becomes effective, if the analogue value
03 Limp Home Engine Speed adopts inplausible values, but the idle validation switches do still adopt plausible
conditions (comp. the double-function of the „Pin Gas 1“ or „Pin Gas2“,
chapter 3.2).
Speed ramp for the transition from normal operation to limp home operating
04 Limp Home Ramp On
mode
Speed ramp for the transition from limp home operating mode to normal
05 Limp Home Ramp Off
operation
06 Ramp FFG limp-home Off Release via a ramp, if the FFG fault cleares
Definition of the accelerator pedal position of the PWM FFG below which (as a
percentage of the complete deflection) the status „kickdown“ is set. The reference
Switch On Threshold
point (0%) is the maximum limit stop of the accelerator pedal.
Definition of the accelerator pedal position of the PWM FFG above which (as a
percentage of the complete deflection) the status „kickdown“ is switched off. The
Switch Off Threshold
reference point (0%) is the maximum limit stop of the accelerator pedal.
71
4. Parameter
11 Configuration accelerator pedal (continued)
09 *Analog Accelerator Pedal In the case of an initial start-up or a replacement of the accelerator pedal or
adjusted the control unit, the accelerator pedal has to be adjusted.
(Parameter only readable!)
The analog accelerator pedal and the PWM accelerator pedal are subject to the
same adjusting process!
Shut off the engine first, because the accelerator pedal can only be adjusted
during engine standstill.
10 *PWM Accelerator Pedal
adjusted The following devices are required to adjust the accelerator pedal:
(Parameter only readable!) 1. Voltage supply for ADM2
2. ADM2 control unit
3. Analog FFG or PWM FFG
4. minidiag2 diagnosis unit
In minidiag2 the menu No. 3 „Routines“ is selected and afterwards the submenu
(* valid for the diagnosis No. 1 „Adjust Accelerator Pedal“. The minimum limit stop of the accelerator pedal
version 202 of the ADM2 (0%) is taught in first, and secondly the maximum limit stop of the accelerator
without the paramters 11/20 pedal (100%). Ensure that the accelerator pedal is completely depressed, in order
to 11/24) to unambiguously evaluate the kickdown position .
Caution: The ADM2 routine No.2 „Reset parameters to default values“ does
also reset the parameters of the accelerator pedal to a non adjusted status!
20 ** FFG Low-pass Filter Tau (** valid for the diagnosis version 203 of the ADM2 with the parameters 11/
Large Signal Range 20 to 11/24 and the now blocked parameters 11/09, 11/10, 11/19)
21 ** FFG Low-pass Filter Tau The parameters 11/20 to 11/22 are the filters for the signal changes of the
Small Signal Range accelerator pedal (analog or PWM accelerator pedal or remote pedal): If the
modification is within the small signal range, it is filtered with a low time
22 ** FFG Low-pass Filter constant (small signal time constant, parameter 11/21). If the modification of the
Small Signal Range signal is outside the small signal range, it is filtered with a high time constant
(large signal time constant, parameter 11/20). The limit value is the threshold
value of the small signal range.
23 **Accelerator Pedal Ramp (** valid for the diagnosis version 203 of the ADM2 with the parameters 11/
% Up 20 to 11/24 and the now blocked parameters 11/09, 11/10, 11/19).
There are applications, where it is necessary to ramp up und down the
24 ** Accelerator Pedal Ramp accelerator pedal signal with different gradients.
% Down
72
4. Parameter
12 Configuration torque reversing damper

This function is for the minimization of a possible „load-trashing“ caused by a transmission play while engine is
running around zero torque (reversing torque)
Torque band around zero torque..

This parameter is for the optimization of the torque reversing damper.
01 Torque Threshold It is not normally necessary to change this value.
Hysteresis for the torque band around zero torque.

02 Hysteresis This parameter is for the optimization of the torque reversing damper.
It is not normally necessary to change this value.
03 Negative Gradient
(dM/dt < 0) inside Band
This parameter is for the optimization of the torque reversing damper.
04 Positive Gradient
It is not normally necessary to change this value.
(dM/dt > 0) inside Band
05 Positive Gradient
(dM/dt > 0) outside Band
13 Configuration Inputs
The parameters in this group define the functions of analog and digital inputs of the ADM2.
01 Sensor
In this case the parameter value = 1 indicates, that an input for the coolant level
Coolant Level,
sensor is available.
Input KW_SE
02 Air Filter Sensor, In this case the parameter value = 1 indicates, that an input for the air filter
Input LF_SE sensor is available.
03 Service Brake, In this case the parameter value = 1 indicates, that an input for the switching
Input BRE state of the service brake is available.
In this case the parameter value = 1 indicates, that an input for the sensing of the
04 Transmission neutral position of the transmission is available.
Neutral Position,
Input NE ##valid from the diagnosis version 204:
J1939 ETC2 Value = 0 indicates, that the neutral information is read from J1939, ETC1,
Byte 4
Value = 1indicates, that the neutral information is read from Pin 15/01
05 Parking Brake,
In this case the parameter value = 1 indicates, that an input for the switching
Input FSBE
state of the parking brake is available.
73
4. Parameter
Depending on the setting of this parameter, certain functions are activated with
the high side digital input DSF0 (special function 0)
Value Meaning Remarks
0 Input DSF0 not active
1 ABS intervention Input DSF0 is available for coupling

ofconventional ABS control unit. When
input DSF0 is active, the engine brake
outputs are deactivated.
06 Configuration Variable
2 Retarder intervention The input DSF0 is available
Input DSF0:
for coupling a conventional retarder.
0 = Disable
When input DSF0 is active, the
1 = Enable ABS Input
information „Retarder intervention“ is
2 = Enable Retarder Input
transmitted to the engine control PLDMR
3 = Enable Temposet
This setting only has a useful purpose on
4=Enablegridheatermonitoring
units on which the fan is
5 = switchable torque
controlled via the engine control PLDMR.
demand**
6 = Drive on super
3 Temposet The input DSF0 is available for setting
structure**
and deleting a temporary maximum
7 = Throttle inhibit crane cab
speed.
engine##
The temposet speed is also deleted when
actuating the kickdown.
(** valid from the diagnosis
version 203 of the ADM2 with
4 Monitoring The input DSF0 monitors the function of
the values 5 and 6 of the
Grid Heater the grid heater.
parameter 13/06 and 13/07)
5 Switchable If the switch DSF0 is actuated, as much
(## valid from diagnosis
Torque Demand torque is demanded from the engine as
version 204)
set in parameter 13/08.
(Application e.g. with harvesters, in
Refer to chapter 7 for further
order to demand a maximum torque
information about the function
when harvesting, without having to
of ABS, Retarder, Temposet and
install an accelerator pedal (FFG)).
grid heater.
6 Super Structure Drive on super structure.
Setting of the addresses in the CAN
SAE J1939: super structure engine on
address 1 and driving engine on
address 0 (preset value).
Switch-over from accelerator pedal (FFG)
in the bottom carriage to the FFG in the
super structure by actuating the switch
DSF0. Now it is possible to accelerate
the drivingengine with the FFG in the
super structure by actuating the
switch DSF0.
74
4. Parameter
7 throttle inhibit crane cab engine If the switch is actuated, then

accelerator pedal signal is only directed
continued to IWA and relay 3 and 4.
For IWAsee: actual value output,
06 Configuration Variable pin 12/05 and parameter 9/01
values 1, 3, 7 and 8.
7 = Throttle inhibit crane cab For relay 3 see parameter 14/01
engine## (value = 5).
For relay 4see parameter 14/10
(## valid from diagnosis (value = 5).
version 204) If switch is actuated, all other functions
are not supported with accelerater pedal
signal. E.g. driving mode is disabled.
Depending on this parameter certain functions are activated with the low side
digital input DSF1(special function 1).
0 Input DSF1 not active

07 Configuration Variable
Input DSF1: 1 ABS intervention The input DSF1 is available for coupling
0 = Disable a conventional ABS control
1 = Enable ABS Input unit. The engine brake outputs are
2 = Enable Retarder Input deactivated if the output DSF0 is active.
3 = Enable Temposet
4 = Enable grid heater
monitoring 2 Retarder intervention The input DSF1 is available
5 = switcheable torque for coupling a conventional retarder.
demand** When input DSF1 is active, the.
6 = Drive on super information „Retarder intervention“ is
structure** transmitted to the engine control
7 = Throttle inhibit crane cab PLD-MR
engine## This setting only has a useful
purpose on units on which the fan is
(** valid from the diagnosis controlled via the engine control PLD-
version 203 of the ADM2 MR.
onwards, with the values 5
and 6 of the parameter 13/06 3 Temposet The input DSF1 is available for setting
and 13/07) and deleting a temporary maximum
speed. The temposet speed is also
(## valid from diagnosis deleted when actuating the kickdown.
version 204) actuating the kickdown.
Refer to chapter 7 for further 4 Monitoring The input DSF1 monitors the function of
information about the functions Grid Heater the grid heater.
ABS, retarder, temposet and grid
heater. 5 Switcheable If the switch DSF1 is actuated, as much
Torque Demand torque is demanded from the engine as
set in the parameter 13/09.
(Application e.g. with harvesters, in
order to demand a maximum torque
when harvesting, without having to
install an accelerator pedal (FFG)
75
4. Parameter
6 Super Structure Drive on super structure.

Setting of the addresses in the CAN
SAE J1939: super structure engine on
address 1 and driving engine on
continued address 0 (preset value).
Switch-over from accelerator pedal (FFG)
07 Configuration Variable in the bottom carriage to the FFG in the
Input DSF1: super structure by actuating the switch
6 = Drive on super DSF1. Now it is possible to accelerate
structure** the drivingengine with the FFG in the
7 = Throttle inhibit crane cab super structure by actuating the
engine## switch DSF1.
7 throttle inhibit crane If the switch is actuated, then
(** valid from the diagnosis cab engine accelerator pedal signal is only directed
version 203 of the ADM2 to IWA and relay 3 and 4.
onwards, with the values 5 For IWAsee: actual value output,
and 6 of the parameter 13/06 pin 12/05 and parameter 9/01
and 13/07) values 1, 3, 7 and 8.
For relay 3 see parameter 14/01
(## valid from diagnosis (value = 5).
version 204) For relay 4see parameter 14/10
(value = 5).
If switch is actuated, all other functions
are not supported with accelerater pedal
signal. E.g. driving mode is disabled.
13 Configuration Inputs (continued)
08 Switchable torque demand- Parameter to set torque demand value, which is used if Parameter 13/06 is set to
via DSF0 value 5 and digital input DSF0 is active.
09 Switchable torque demand- Parameter to set torque demand value, which is used if Parameter 13/07 is set to
via DSF1 value 5 and digital input DSF1 is active.
76
4. Parameter
4.2. Description of parameters (continued)
14 Switching Thresholds Relay 3 + Relay 4

The parameters of this group define two actual value comparators (IWK). These comperatorscan be used to check
whether the actual torque, road speed, engine speed, coolant temperature, accelerator pedal torque or the boost
temperature is higher than the programmed threshold values. If the actual value exceeds the threshold, the
corresponding output will be activated.
Parameters for „REL 3“ digital output configuration (output relay 3).
0 FFG idle position „REL3“ output is active, provided, that the

accelerator pedal is in the idle position.
1 Mactual > M_KOMP3 Comparison of the actual engine torque with

the values „02 IWK3, torque M“ and
„03 IWK3, hysteresis M“. The output „REL3“
is active, provided that the actual engine
torque is greater than the
„02 IWK3, torque M“. The „REL3“ output
is not active, provided that the actual engine
torque is less than the difference between
„02 IWK3 torque M“
and „03 IWK3 hysteresis M“.
2 Vactual > V_KOMP3 Comparison of the actual road speed with the
Actual Value Comparator 3:
values „04 IWK3 speed v“ and
0 = FFG Idle Position
„05 IWK3 hysteresis v“. The output „REL3“
1 = Actual Torque
is active, provided that the actual road speed
2 = Road Speed
is greater than „04 IWK3 speed v“.
3 = Engine Speed
The output „REL3“ is not active, provided
4 = Coolant Temperature
that the actual road speed is less than the
5 = FFG Torque
difference between „04 IWK3 road speed
6 = Boost Temperature
v“and „05 IWK3 hysteresis v“.
7 = Warning Lamp Oil Pressure
8 = Warning Lamp Coolant
3 Nactual > N_KOMP3 Comparison of the actual engine speed with
Temperature
the values „06 IWK3 engine speed n“ and
„07 IWK3 hysteresis n“. The output „REL3“
is active, provided that the actual engine
speed is greater than „06 IWK3 engine
speed n“. The output „REL3“ is not active,
provided that the actual engine speed is less
than the difference between
„06 IWK3 engine speed n“ and
„07 IWK3 hysteresis n“.
4 Tactual > T_KOMP3 Comparison of the actual coolant temperature

with the values „08 IWK3 coolant
temperature“ and „09 IWK3 hysteresis T“.
The output „REL3“ is active, provided that
the actual coolant temperature is greater than
„08 IWK3 coolant temperature“. The output
„REL3“ is not active, provided that the
actual coolant temperature is less than the
difference between „08 IWK3 coolant
77
4. Parameter
14 Switching Thresholds Relay 3 + Relay 4 (continued)
5 Mactual > M_KOMP3 Comparison of the accelerator pedal torque

with the values „02 IWK3 torque M“ and
„03 IWK3 hysteresis M“.The output „REL3“
is active, provided that the accelerator peda
torque is greater than
„02 IWK3 torque M“. The output „REL3“ is
not active, provided that the accelerator
pedal torque is less than the difference
01 Configuration (IWK3) between „02 IWK3 torque M“ and
Actual Value Comparator 3: „03 IWK3 hysteresis M“.
0 = FFG Idle Position
1 = Actual Torque 6 Tactual > T_KOMP3 Comparison of the actual boost temperature
2 = Road Speed with the values „08 IWK3 temperature“ and
3 = Engine Speed „09 IWK3 hysteresis T“. The output „REL3“
4 = Coolant Temperature is active, provided that the actual boost
5 = FFG Torque temperature is greater than
6 = Boost Temperature „08 IWK3 temperature“. .
7 = Warning Lamp The output „REL3“ is not active, provided that
Oil Pressure the actual boost temperature is less than the
8 = Warning Lamp Coolant difference between „08 IWK3 temperature“
Temperature and „09 IWK3 hysteresis T“.
7 The function 7 enables the control of a

warning lamp for oil pressure via the output
REL3.

warning lamp for coolant temperature via the
output REL3.
02 IWK3: Torque M Definition of the reference value for the actual engine torque.
Definition of the hysteresis for the comparison of the actual engine torque with
03 IWK3: Hysteresis M
„02 IWK3 torque M“
04 IWK3: Road Speed v Definition of the reference value for the actual road speed.
Definition of the hysteresis for the comparison of the actual road speed with
05 IWK3: Hysteresis v
„04 IWK3 road speed“
06 IWK3: Engine Speed n Definition of the reference value for the actual engine speed.
Definition of the hysteresis for the comparison of the actual engine speed with
07 IWK3: Hysteresis n
„06 IWK3 engine speed n“.
Definition of the reference value for the actual coolant temperature or the actual
08 IWK3: Temperature
boost temperature.
Definition of the hysteresis for the comparison of the actual coolant temperature
09 IWK3: Hysteresis T
or the actual boost temperature with „08 IWK3 temperature“
78
4. Parameter
14 Switching thresholds Relay 3 + Relay 4 (continued)
Parameters for „REL4“ digital output configuration (output relay 4)
0 FFG Kickdown The output „REL4“ is active, provided that the

Position acceleration pedal is in the kickdown
position.
1 Mactual > M_KOMP4 Comparison of the actual engine torque with

the values „11 IWK4, torque M“ and
„12 IWK4 hysteresis M“. The output
„REL4“ is active, provided that the actual
engine torque is greater than
not active, provided that the actual engine
torque is less than the difference between
„11 IWK4 torque M“ and
10 Configuration (IWK4) „12 IWK4 hysteresis M“.
Actual Value Comparatorr 4:
0 = FFG Kickdown 2 Vactual > V_KOMP4 Comparison of the actual road speed with the
Position values „13 IWK4 road speed v“ and
1 = Actual Torque „14 IWK4 hysteresis v“. The output „REL4“
2 = Road Speed is active, provided that the actual road speed
3 = Engine Speed is greater than „13 IWK4, road speed v“.
4 = Coolant Temperature The output „REL4“ is not active, provided that
5 = FFG Torque the actual road speed is less than the
6 = Boost Temperature difference between „13 IWK4 road speed v
7= Warning Lamp and „14 IWK4 hysteresis v“.
Oil Pressure
8 = Warning Lamp 3 Nactual > N_KOMP4 Comparison of the actual engine speed with
Coolant Temperature the values „15 IWK4 engine speed n“ and
„16 IWK4 hysteresis n“.
The output „REL4“ is active, provided that the
actual engine speed is greater than
The output „REL4“ is not active, provided that
the actual engine speed is less than the
difference between „15 IWK4 engine
speed n“ and „16 IWK4 hysteresis n“.
4 Tactual > T_KOMP4 Comparison of actual coolant temperature

withthe values „17 IWK4 coolant
The output „REL4“ is active, provided that the
actualcoolant temperature is greater than
„17 IWK4 coolant temperature“.
The output „REL4“ is not active, provided that
the actual coolant temperature is less than the
difference between „17 IWK4 coolant
79
4. Parameter
14 Switching Thresholds Relay 3 + Relay 4 (continued)
5 Mactual > M_KOMP4 Comparison of the accelerator pedal torque

with the values „11 IWK4 torque M“ and
„12 IWK4 hysteresis M“. The output
„REL4“ is active, provided that the
accelerator pedal torque is greater than
not active, provided that the accelerator
pedal torque is less than the difference
10 Configuration (IWK4) between „11 IWK4 torque M“ and
Actual Value Comparator 4: „12 IWK4 hysteresis M“.
0 = FFG Kickdown
Position 6 Tactual > T_KOMP4 Comparison of the actual boost temperature
1 = Actual Torque with the values „17 IWK4 temperature“ and
2 = Road Speed „18 IWK4 hysteresis T“. The output „REL4“
3 = Engine Speed is active, provided that the actual boost
4 = Coolant Temperature temperature is greater than
5 = FFG Torque „17 IWK4 temperature“. The output
6 = Boost Temperature „REL4“ is not active, provided that the
7 = Warning Lamp actual boost temeperature is less than the
Oil Pressure difference between „17 IWK4 termperature“
8 = Warning Lamp and „18 IWK4 hysteresis T“.
Coolant Temperature
warning lamp for oil pressure via the
output REL4

warning lamp for coolant temperature via
the output REL4.
11 IWK4: Torque M Definition of the reference value for the actual engine torque or FFG torque.
Definition of the hysteresis for the comparison of the actual engine torque or FFG
12 IWK4: Hysteresis M
torque with „11 IWK4 torque M“.
13 IWK4: Road Speed v Definition of the reference value for the actual road speed.
Definition of the hysteresis for the comparison of the actual road speed with
14 IWK4: Hysteresis v
„13 IWK4 road speed v“.
15 IWK4: Engine Speed n Definition of the reference value for the actual engine speed.
Definition of the hysteresis for the comparison of the actual engine speed with
16 IWK4: Hysteresis n
Definition of the reference value for the actual coolant temperature or the actual
17 IWK4: Temperature
boost temperature.
Definition of the hysteresis for the comparison of the actual coolant temperature
18 IWK4: Hysteresis T
or the actual boost temperature with „17 IWK4 temperature“.
80
4. Parameter
15 Configuration Cruise Control

The cruise control is switched on with the cruise-control switch CC_ON (Pin 18/06) and it remains switched on.
Thereupon either the cruise-control tip switch CC+ (Pin 18/04) can be used to increase the nominal speed by
toggling the switch, or the cruise-control tip switch CC- (Pin 18/05) can be used to reduce the nominal speed.
The initial speed for setting the cruise control can be programmed with CC+ and CC-.
Thereupon this operating mode is switched off again with the cruise-control switch CC_ON (Pin 18/06).
Refer to chapter 7.1.2 „Cruise control“ for further information about the requirements of the cruise-control operation and
the description of the cruise control.
This parameter indicates the minimum road speed which is required to activate
01 Minimum Road Speed for
the cruise control. It is the limit speed for the idle speed adjustment (parameter
Cruise Control
2/04).
This parameter indicates the maximum set speed up to which the cruise control
02 Maximum Set Speed for
can be set. The maximum speed which can be set is the legal maximum speed
Cruise Control
(parameter 3/03).
03 Single-step
The step size of the cruise-control tip switch CC+ can be selected by this
Cruise Set Speed Increment
parameter. (It is usually of the same size like the step size of CC-)
CC+
04 Single-step
The step size of the cruise-control tip switch CC- can be selected by this
Cruise Set Speed Decrement
parameter. (It is usually of the same size like the step size of CC+)
CC-
05 Cruise Set Speed Ramp Up Selection of the ramp for the cruise-control tip switch CC+.
06 Cruise Set Speed Ramp

Selection of the ramp for the cruise-control tip switch CC-.
Down
07 Automatic Cruise Resume

Function after Gear Shift:
Activation of an automatic cruise-control resume after a gear shift.
0 = disable
1 = enable
16 Configuration Relay 1
Adjustment of the parameters 16/01 and 16/18 to 16/20 only in driving test and only through skilled workers
with know-how in control engineering.
01 Relay 1:
Parameter value 0: The driver stage output for the relay 1 is unassigned.
0 = disable
Parameter value 1: The output takes on the starter lockout function.
1 = Starter Lockout
Parameter value 2: The accelerator pedal is in the kickdown position.
2 = FFG Kickdown
Parameter value 3: The driver stage output controls a modulation valve e.g. for
Position
an Allison automatic transmission
3 = Transmission Output 1
18 Maximum Starter Crank

Time These parameters are relevant, if the starter is wired via ADM2. In this case the
starter lockout takes place via the ADM2.
The parameters are not relevant, if the starter is wired via the engine
19 Minimum Engine Speed
management PLD-MR. In this case the starter lockout takes place via the PLD-
MR.
20 Lockout Time
81
4. Parameter
17 Idle Shutdown
-- Adjustment of the parameters 17/01 to 17/09 only in driving test and through skilled workers with know-how
in control engineering.
Enable Idle Shutdown

01 Idle shoutdown:
The idle shutdown is enabled by this parameter.
0 = disable
1 = enable
This parameter determines the maximum idle time until the idle shutdown.
02 Maximum Idle Time
03 PTO-Shutdown:
This parameter activates the idle shutdown, provided that the application has
0 = disable
been in the PTO mode and the engine has been idling last.
1 = enable
This parameter determines the maximum time of the PTO operation until the
04 PTO Shutdown Time PTO shutdown.
05 Torque Threshold for PTO This parameter determines the torque threshold, up to which a PTO shutdown is
Shutdown activated.
06 Warning period
Warning period of the Check Engine Light prior to engine shutdown
Check Engine Light
07 Warning period Warning period of Stop Engine Light prior to engine shutdown.
Stop Engine Light
08 Minimum Coolant
Temperature for Engine Minimum coolant temperature up to which an engine shutdown is activated.
Shutdown
0 = Disable
1 = Enable. Allows
09 Shutdown Override, "Engine Check" switch
Input MABSCH_SP: (MABSCH_SP) to
0 = disable override engine
1 = enable idle/PTO shutdown.
This parameter activates the shutdown override with the input MABSCH_SP.
82
4. Parameter
18 Engine Protection Shutdown
--Adjustment of the parameters 18/01 to18/09 only in driving test and through skilled workers with know-how
in control engineering.
This function is intended for non-monitored engines, e.g. for emergency power generating units or other stationary
applications, e.g. with pumps, compressors or with power generating units in containers.
Refer to chapter 7.10.1 „Engine protection shutdown“ for further information on the engine protection shutdown function.
01 Engine Temperature:
0 = disable Engine protection shutdown on engine temperature fault indication.
1 = enable
02 Coolant Level: Engine protection shutdown on coolant level fault indication.

0 = disable
1 = enable
03 Oil Pressure:
0 = disable Engine protection shutdown on oil pressure fault indication.
1 = enable
04 Oil Level:
0 = disable Engine protection shutdown on oil level fault indication.
1 = enable
Selection of the shutdown time for engine protection shutdown for all conditions
05 Engine Protection Shutdown according to parameter 18/01 to 18/04 except for the shutdown on oil pressure
Time fault indication (18/03).
Selection of the shutdown time for engine protection shutdown on oil pressure
06 Engine Protection Time on
fault indication.
Oil Pressure
Counter of engine protection shutdown overrides. The counter indicates how

07 Counter of Engine
many times the enigne shutdown was prevented by the switch „shutdown
Protection Shutdown
override“ (Pin 18/13).
Overrides
Warning period for check engine light. Time for the check engine light to flash
08 Warning Period for Check
prior to shutdown.
Engine Light
Selection of the warning period of the engine stop light. Time for Engine Stop
09 Warning period
Light to flash prior to shutdown.
Engine Stop Light
83
4. Parameter
19 Automatic Fan Activation
Refer to chapter 7.12.3 „Fan demand“ for further information on the fan activation function.

Automatic fan activation in the case of engine brake operation (MBR)
Activation on Engine Brake
ADM2, Diag.-Vers. 202: A distinction is only made between:

0 = disable, 1 = enable Fan activation yes (= enable) or no (= disable).
ADM2, Diag.-Vers. 203: Selection of the percentage of the fan power consumption on engine brake.

Activation on Air Automatic fan activation in the case of air conditioner operation
Conditioner:

0 = disable Fan activation yes (= enable) or no (= disable).
1 = enable
ADM2, Diag.-Vers. 203: Selection of the percentage of the fan power consumption on air conditioner.

Enable automatic fan activation on PTO speed control (ADR operation)
Activation on PTO:

0 = disable Fan activation yes (= enable) or no (= disable).
1 = enable
ADM2, Diag.-Vers. 203: Selection of the percentage of the fan power consumption on PTO speed control
04 Switch On Temperature
Automatic Fan Selection of the switch on temperature of the fan.
04 Tmot 0% Fan
Selection of the coolant temperature if the fan is OFF (0% fan power consumption)
05 Switch Off Temperature

Automatic Fan Selection of the switch off temperature of the fan.
05 Tmot 100% Fan Selection of the coolant temperature if the fan is ON (100% fan power
ADM2, Diag.-Vers. 203: consumption)
This parameter indicates the percentage of the fan power consumption if the
06 DSF0 Fan input DSF0 is active, provided that the fan is demanded via the digital input DSF0
ADM2, Diag.-Vers. 203: and DSF0 has been configured for retarder intervention (parameter 13/06,
value=2).
This parameter indicates the percentage of the fan power consumption if the
07 DSF1 Fan input DSF1 is active, provided that the fan is demanded via digital input DSF1
ADM2, Diag.-Vers. 203: and if DSF1 has been configured for retarder intervention (parameter 13/07,
value=2).
84
4. Parameter
Maximum value generation based on the parameters 19/1 to19/3, 19/6 and 19/7,
08 Hold Time Fan which is considered to be the resulting fan demand. A time-delayed reduction of
ADM2, Diag.-Vers. 203: the fan power consumption takes place, if the resulting value falls. This prevents
fast power jumps of the fan in the case of a frequent fan demand.
09 Ramp Fan A new value (percentage of fan power consumption) will be achieved over a ramp.
ADM2, Diag.-Vers. 203: The ramp has the same gradient, regarding to increasing and decreasing values.
10 Fan Activation This parameter indicates the percentage of the fan power consumption if the
via Input LUEFTER input „Fan“ is active, provided that the fan is demanded via digital input
ADM2, Diag.-Vers. 203: „LUEFTER“ (Pin 18/15).
20 Remote accelerator pedal (HFG)

This group contains parameters which define the remote accelerator pedal evaluation.
Refer to chapter 7.3 „Accelerator pedal/Remote accelerator pedal“ for further information on the remote accelerator
pedal function.
G Risk of accident!
Changes to the parameters of this group must only be performed
by specially trained personnel or after consultation with the
This parameter indicates, if a remote accelerator pedal is available or not.

01 Remote Accelerator Pedal:
0 = disable The evaluation and the monitoring of the HFG signals must be deactivated in the
1 = enable case of a system without remote accelerator pedal. In this case the parameter
value 0 has to be set.
02 Delay Time for Remote

Accelerator Pedal
Calibration
03 Maximum Change of Adjustment of the parameters 20/02 to 20/06 only in driving test and only
Remote Accelerator Pedal through skilled workers with know-how in control engineering.
Wide Open

Signal Filter
Definition of the upper limit of the remote accelerator pedal position for the
status „idle“. In this case the reference point (0%) is the minimum stop limit of
Idle Position
the remote accelerator pedal.
Definition of the lower limit of the remote accelerator pedal position for the status
06 Remote Accelerator Pedal „Wide open“. In this case the reference point (0%) is the minimum stop limit of
Wide Open Position the remote accelerator pedal. The upper stop limit of the remote accelerator
pedal is automatically adjusted!
85
4. Parameter
21 Driving with PTO speed (ADR)
In this operating mode it is constantly switched over to PTO speed control operation (ADR).
The effective limit values from PLD internal limit values, limit values of the parameter group 3 (general limits) and
limit values of the parameter group 5 and 6 (variable limits) remain active.
Refer to chapter 7.2.1.3 „Configuration of the operating mode driving with PTO speed control in special applications“ for
further information on the function „driving with PTO speed“.
Activation of the operating mode „driving with PTO speed control“

01 Activate Driving Mode with
PTO: Parameter value = O: function disabled
0 = disable Parameter value = 1:
1 = without pedal free travel Parameter value = 2:
2 = with pedal free travel
02 Driving Mode PTO Selection of the governor type for the operating mode „driving with PTO speed
Governor Type control“
03 Driving Mode PTO Maximum engine torque for the operating mode „driving with PTO speed
Maximum Torque control“
22 Configuration vehicle speed sensor
This parameter group is applied, if there is no C3 speed signal, and the transmission output speed is selected by the
CAN SAE J1939 (PGN 61442) or the speed is selected by the square wave sensor.
The parameter group 22 only becomes active with the corresponding configuration of the parameter group 8 for either
square-wave sensor (if parameter 8/01 with value=2) or for SAE J1939 data bus (if parameter 8/01 with value=3). For
the application of the CAN SAE J1939 without the parameter 22/02, refer to chapter 7.8.3.
01 Axle Ratio Axle ration of rear axle
02 Number of Teeth Number of output shaft teeth
03 Tire Revolutions Tire revolutions per kilometer
Top gear ratio of the transmission.

04 Gear Ratio
It is used for the speed limitation in the case of an defective sensor.
05 2. Axle Ratio
2nd gear ratio
(Rear Axle)
Parameter group 23: Speed limiter extra:

Access to this group is not possible.
86
4. Parameter
24 Accelerator pedal extra
This group contains parameters which define the evaluation of the accelerator pedal.
G Risk of accident!
The accelerator pedal is a safety-relevant function for
commercial vehicles.
Incorrect or unsuitable parameter programming can seriously
affect the reactions of the accelerator pedal. Changes to the
parameters in this group must only be performed by specially
trained personnel or after consultation with the engine
manufacturer.
01 Torque Ramp Selection of the torque ramp for the accelerator pedal.
Definition of the minimum engine speed of the accelerator pedal as a percentage

of the full deflection. The reference point (0%) is the minimum limit stop of the
Minimum Speed
accelerator pedal.
Definition of the maximum speed of the accelerator pedal as a percentage of the

full deflection. The reference point (0%) is the minimum limit stop of the
Maximum Speed
accelerator pedal.
04 P-Factor
05 Accelerator Pedal Filter Adjustment of the parameters 24/01 to 24/05 only in driving test and only
87
5. Fitting and connecting
5.1. Operating data

Protection rating of ADM2 with plugged-on connector sockets: IP 30:
Ambient temperature for use and storage of ADM2:
– operating temperature range: von -40 °C bis +70 °C
– storage temperature range: von -50 °C bis +80 °C
5.2. Installation
Install the ADM2 on a flat surface in a dry place with the connectors facing downwards:
Fit the central diagnosis socket in an easily accessible place.
Nr. 1 Brackets
Only use DaimlerChrysler brackets for the installation of the ADM2. This will guarantee that the ADM2 is
securely mounted.
88
To install:
1 Press the ADM2 against the upper bracket with the mounting springs
2 Guide the support lugs into the recesses in the lower bracket.
To remove:
Press the ADM2 against the upper bracket with the mounting springs
until the support lugs can be taken from the recesses in the lower bracket.
89
Dimensioned block diagram of the bracket
All bores Ø = 5,5mm

No. 1 bracket MB - part number A 670 542 06 40
No. 2 mounting face
No. 3 bracket MB - part number A 670 542 05 40
Install the brackets on a flat surface with the specified dimensions.
90
Fitting position in the vehicle or the rear of the ADM2
connector size from the left to the righ

- connector 21 pin
- connector 12 pin
- connector 18 pin
- connector 15 pin
5.2.1. Use in the vehicle
Here, installation is recommended in the cab in the lower section of the dashboard.
Installation in the engine compartment is not permissible.
5.2.2. Use in stationary engines
Ensure that appropriate ambient conditions for the ADM2 are provided for, e.g.
– with a separate housing
– or installation in a control box.
91
5.3. Connecting up
GRisk of accident
„Terminal 15“ and „Terminal 50“ of the control units are high-resistance signal inputs which draw current in
the order of mA. Impermissible residual voltage at these inputs could affect LOW level detection.
Consequence:
– engine starts unexpectedly (terminal 50)
– the engine can no longer be switched off (terminal 15)
If the engine starts unexpectedly and the drive train is closed (transmission not in neutral), the vehicle could
unexpectedly start moving or set the working machine in operation, constituting a risk to life and limb.
A battery isolator switch is only to be fitted to one battery terminal (positive)

Wiring a ground connection is not permissible and could result in damage to the control units PLD-MR and
ADM2.
Observe the following guidelines when connecting up the ADM2:

– Only use DaimlerChrysler star quad cables to wire up CAN connections.
These cables are specially designed for vehicle CAN application (EMC).
– The CAN connection between the PLD-MR and ADM2 must not exceed a length of 15 meters.
– Switching off the power supply (terminal 30) is only permissible at the end of the control unit´s run-on phase. The
run-on phase begins when terminal 15 is switched off and lasts for about 5 seconds.
If necessary, new fault codes are wrote into the memory during the run-on phase and stored in the control unit
ADM2, in order to preserve these new values when the ADM2 is switched off.
– To avoid fault entries, the input „terminal 15“ should be switched simultaneously for all control units.
– To avoid fault entries, the input „terminal 50“ (engine start) should be switched simultaneously for the ADM2 and
PLD-MR control units.
– If a battery charge warning lamp is wired, it is important that a blocking diode is installed, as it would not otherwise
be possible to switch the engine off via terminal 15.
– The ground connection of all electrical consumers should be distributed in a star formation from the central ground
point.
If the ground connection is not arranged in a star formation, or if the current flows through frame members with
poor conductivity, malfunctions may develop due to ground offset or EMC effects.
92
6. Parameter programming with the diagnosis unit minidiag2
6. Parameter programming with the diagnosis unit minidiag2
The following functions can be performed with the diagnosis unit minidiag2
- Read out the control unit version
–Read out/clear the fault memory
–Read out actual value data (e.g. parameter status, analog values, binary values of inputs and outputs)
–Teach in accelerator pedal (as routine of ADM2)
–Reset all parameter values to their default values (as routine of ADM2)
–Parameter programming of ADM2
The implementation of the functions mentioned above is described in the operating manual of the minidiag2.
93
7. Application
7. Application
The following pages describe the areas of application of the ADM2 and the associated inputs/input data,
outputs/output data and parameters.
7.1. Driving mode and PTO speed control

The vehicle control adatption module (ADM2) differentiates between the driving mode and the PTO speed control
(ADR operation).
In the operating state „driving mode“ the ADM2 preselects the status „torque demand“ from the MR engine
management. ADM2 determines a nominal engine torque and transmits simultaneously a minimum engine speed and
a maximum engine speed to the MR engine management.
In the operating state „PTO speed control“, the ADM2 preselects the status „speed control“ from the MR engine
management. The ADM2 determines a nominal speed and transmits simultaneously a governor type and a maximum
torque to the MR engine management.
The limits preset in the MR engine management can not be exceeded. This guarantees that limit values of the engine,
which are relevant for the function and the certification, can not be exceeded.
The operating range of the engine can, in addition, be restricted by adjustments of the ADM2. The engine torque, the
engine speed and the road speed can be limited through configuration.
The possibilities provided for this, are summarized in the chapter 7.9.
After starting the engine, refer to chapter 7.4, the engine switches to the preset operating mode.
7.1.1.Driving mode
In the default setting the ADM2 is in the driving mode.

The input variables for the driving mode are:
- the accelerator pedal

- the remote accelerator pedal or
- a torque demand via SAE J 1939
In the ADM2 default setting a nominal value demand is provided on the basis of the evaluation of an accelerator pedal.
ADM2 enables the application of an analog accelerator pedal as well as the application of a PWM accelerator pedals.
Both have to be adjusted on the initial start-up. Refer to chapter 10, Routine No. 1.
An additional remote accelerator pedal can be enabled by configuration, refer to chapter 4.2.
The demand of an engine torque is, in addition, possible via SAE J 1939 TSC1 Byte 4
The output/setting value in the driving mode is the engine torque. Simultaneously a minimum and a maximum
speed are transmitted to the MR.
The ADM2 calculates a nominal torque value for the MR engine management on the basis of the accelerator pedal
position, the remote accelerator pedal or a SAE J1939 demand, and transmits it to the MR via the CAN data bus. The
adjustment range of the nominal torque value ranges between the currently active minimum- and maximum torque.
The limit values are defined by the parameters of group 3 „Generally valid limitations“ or group 5 „Variable
limitations“ No.0 and No.1 or group 6 „Variable limitations“ No.2. The MR-internal limit values are also effective.
94
7. Application
7.1.1.1. Idle speed adjustment
The MR engine management is delivered with a preset idle speed. If an increased idle speed is required in the driving
mode, this can be realized by an adjustment of the engine speed via the cruise-control tip switch CC+ and CC-.
However the adjusted idle speed will not be present after a restart.
Cruise-control switch (Pin 18/06) in the off-position:
The idle speed can be adjusted via the cruise-control tip switch CC+ (Pin 18/05) or CC- (Pin 18/04). It can be increased
with CC+ and decreased with CC-.
Further modifications of the function „idle speed adjustment“ can be realized with the parameter group 2:
Parameter group 2:
The idle speed can be adjusted with the cruise-control tip switch CC+ (Pin 18/05)
01 Single Step Idle Speed or CC- (Pin 18/04) and with the cruise control switch in the off position. This
Adjustment parameter indicates the step size, which applies to both tip switches and is of the
same size when increasing with CC+ and decreasing with CC-.
02 Ramp This parameter determines the ramp, with which the idle speed is adjusted when
Idle Speed Adjustment the tip switches are actuated continuously.
03 Maximum Idle Speed Maximum value of the idle speed adjustment.
04 Limit
Speed for Idle Speed Limit speed of the vehicle up to which the idle adjustment is authorized.
Adjustment
7.1.1.2. Vehicle speed limiting
The vehicle control adaption module (ADM2) is certified as per directive 92/24/EWG as a speed limiter for keeping to
legally specified maximum speeds. The legally specified maximum speeds is set in parameter 3/03.
This parameter value is set to 85km/h and can only be changed with the relevant authorisation.
The set value is always valid and can only be superseded by lower vehicle speeds using the programmable limitations.
If the vehicle exceeds the maximum speed (i.e. driving downhill), the vehicle can slowed down by using the service
brake or engine brake. The engine brake can only be activated by switching Input MBR_L or MBR_H to ground. For
further information abour „Engine Brake“ refer to chapter 7.5
The engine brake will not be activated automatically because the Speed limitation with Eingine Brake is deactivated,
value parameter 10/10 is set to 0 km/h. Refer to chapter 7.1.1.3
Parameter
- 3/03 Maximum road speed (legal)

parameter value = 85 km/h
- 10/10 Speed limitation with Engine Brake

95
7. Application
7.1.1.3. Vehicle speed limiting with engine brake
The vehicle control adaption module (ADM2) is certified as per directive 92/24/EWG as a speed limiter for keeping to
legally specified maximum speeds. The legally specified maximum speeds is set in parameter 3/03.
This parameter value is set to 85km/h and can only be changed with the relevant authorisation.
The set value is always valid and can only be superseded by lower vehicle speeds using the programmable limitations.
If the vehicle exceeds the maximum speed (i.e. driving downhill) and the Speed limitation with eingine brake is
activated (value parameter 10/10 is bigger than 0 km/h), the Engine brake will be activated automatically, if vehicle
speed exceeds the summation of legally specified maximum speeds and set speed threshold. The speed threshold is set
in parameter 10/10. Speed limitation with eingine brake activates always all configured engine brakes.
For further information about „Engine Brake“ refer to chapter 7.5
Parameter

- 10/10 Speed limitation with Engine Brake

parameter value > 0 km/h
96
7. Application
7.1.2. Cruise control operation

In the driving mode a cruise control operation can be activated via switches and tip switches in the instrument panel.
Thereby the engine is torque controlled, in order to maintain the preset vehicle speed.
This ensures that a maximum vehicle speed is not exceeded, refer to chapter 7.1.1.2 for „Vehicle speed limiting“). The
cruise control function is enabled via the switch „CC On“.
The speed control is activated via the switch CC+ or CC-, provided that the current vehicle speed exceeds a minimum
value. See parameter below.
The speed control is activated and the nominal value is set to the actual speed value via the switch CC-
(set/decelerate).
When the cruise control is active, the nominal speed can be reduced gradually by momentarily toggling the switch CC-
. Holding the switch CC- will reduce the step size via a ramp. The step size and the time constant of the ramp can be
configured by a parameter (see below).
The cruise control is deactivated if the brake or clutch pedal is actuated. For reasons of safety the cruise control is also
deactivated, if the ADM2 detects an excessive deceleration of the vehicle.
If the cruise control has been deactivated, toggling the switch CC+ (Resume/Acceleration) will reactivate the cruise
control set point which was active before the deactivation. If the cruise control is active, momentarily toggling the
switch CC+ will gradually increase the nominal speed. Holding the switch CC+ will increase the nominal speed value
via a ramp. The step size and the time constant of the ramp can be configured by parameters (see below).
The function „auto resume“ can be configured with the parameter 15/07.
If the auto resume is enabled, the cruise control will not be deactivated, when the clutch pedal is actuated, but it
switches over to a stand by mode. The current nominal speed is saved for a period of ....sec and is automatically resumed
upon releasing the clutch.
It is communicated to the MR, if during the cruise control operation the accelerator pedal or the remote pedal (if
activated) or the SAE J1939 demand a torque which is higher than the torque currently demanded by the cruise control.
As a result, the road speed is accelerated with the current nominal speed, until the torque demanded by the cruise
control becomes the determining torque again.
Upon switching off the cruise control function via CC On, the nominal speed of the cruise control is set to the minimum
speed (parameter 15/01).
Parameter group 15:
01 Minimum Speed for Cruise This parameter indicates the minimum speed which is required to set the cruise
Control control.
02 Maximum Speed for the This parameter indicates the maximum speed up to which the cruise control can
Cruise Control. be set. It is possible up to the legal maximum speed (parameter 3/03).
03 Step Size
This parameter determines the step size for the cruise-control tip switch CC+. It
Cruise Set Speed Increment
is usually of the same size like the step size of CC-.
CC+
04 Step Size
This parameter determines the step size for the cruise-control tip switch CC-. It
Cruise Set Speed Decrement
is usually of the same size like the step size of CC+.
CC-
05 Cruise Set Speed Ramp Up Selection of the ramp for the cruise-control tip switch CC+.
06 Cruise Set Speed Ramp

Selection of the ramp for the cruise-control tip switch CC-.
Down
07 Auto Resume after Gear

Shift: Activation of an automatic cruise control resume after a gear shift.
0 = disable, 1 = enable
97
7. Application
7.1.2.1. Cruise control with engine brake
In the cruise control operating mode the ADM2 authorizes an additional activation of the engine brake, if the set speed
is exceeded during downhill driving.
Parameter group 10 (configuration engine brake) determines how the engine brake supports the cruise control. The
parameter 10/05 (value=1) determines that the engine brake is automatically activated if the vehicle exceeds a preset
value.
The parameters 10/06 to 10/09 are the cut-in and cut-off speeds (threshold values) for the engine brake step 1 (MBR_L)
and engine brake step 2 (MBR_H). In this case the parameter values are the differential speeds referred to the set speed
of the cruise control.
The differential speed in parameter 10/06 has to be exceeded, so that the constantly open throttle is activated during
the cruise control mode. The constantly open throttle is switched off again, if the speed falls below the differential
speed in parameter 10/07.
The differential speed in parameter 10/08 has to be exceeded, so that the engine retarder flap is activated during the
cruise control mode. The engine brake is switched off again, if the speed falls below the differential speed in prameter
10/09.
The parameter values 10/06, 10/07, 10/08 , 10/09 of the engine brake, must only be performed by specially trained
personnel or after consultation with the engine manufacturer. It is not normally necessary to change these parameters.
7.1.2.2. Temposet function
ADM2 provides the possibility to limit the vehicle speed to the current speed (temposet function), via a switch in the
instrument panel.
A temposet function can be assigned to the digital inputs DSF0 or DSF1 by configuration.
Caution: DSF0 and DSF1 are multiply assigned functions, only one function each can be selected!
Speed limiting to the current value of the driving speed is activated by toggling the selected DSF-switch (temposet
function).
The temposet function is deactivated by toggling the selected DSF-switch once again.
Depressing the accelerator pedal into the kick-down position deactivates an active temposet function, and the vehicle
can be accelerated, exceeding the set temposet-limit-speed.
Inputs (alternatives)
– Pin 12/10 digital special function 0 (DSF0), input switched to battery voltage
– Pin 12/09 digital special function 1 (DSF1), input switched to ground
Parameter (alternatives)
– 13/06 DSF0:
Parameter value 3 = temposet
– 13/07 DSF1:
Parameter value 3 = temposet
The inputs DSF0 or DSF1 have to be connected according to the configuration of the temposet concerning DSF0 and DSF1:
Please note, that the digital input DSF0 has to be switched to battery voltage and the digital input DSF1 has to be switched
to ground.
98
7. Application
7.2. PTO speed control (ADR)

The vehicle control adaption module (ADM2) differentiates between driving mode and PTO speed control (ADR
operation).
The PTO speed control is applied:

e.g. with cranes, piste maintenance equipment, harvesters, sweeping machines, garbage trucks, compressors, power
generating aggregates, pumps etc.
The output/setting value of ADM2 in the PTO mode is the engine speed. Simultaneously a governor type and a
maximum engine torque is transmitted to the MR.
The nominal speed value is determined by the ADM2 on the basis of the input values listed below, and transmitted to
the PDL-MR engine control via the CAN data bus. The adjustment range of the nominal speed value and the engine
torque limit value ranges between the currently active minimum- and maximum values. These limits are (like in the
driving mode) defined by the parameters of group 3 „Generally valid limits“ or group 5 „Variable limits“ No.0 and
No.1 or group 6 „Variable limits“ No.2.
7.2.1.The three operating modes of the PTO speed control:
- Driver´s cab PTO (control from the driver´s cab via CC+ and CC-)
- PTO with fixed speeds via the PTO switch
- Driving with PTO with special applications
7.2.1.1. Driver´s cab PTO
The function „driver´s cab PTO speed control“ is enabled with the parameter 07/01 :
Parameter value = 0: PTO speed control disabled

Parameter value = 1: PTO mode is always authorized
Parameter value = 2: PTO mode is only authorized, as long as the transmission is in neutral position
Parameter value = 3: PTO mode is only authorized, as long as the transmission is in neutral position and the
parking brake is closed.
When the vehicle is stationary, a PTO mode is enabled by switching on the cruise control switch (Pin 18/06).
ADM2 is switched over to PTO mode via the cruise-control tip switches CC+ (Pin 18/05) or CC- (Pin 18/04). The nominal
value for the PTO speed can be adjusted, starting with the idle speed. It can be increased with CC+ and decreased with
CC-.
The starting speed, when initially toggling the switches CC+ or CC-, can be preset with the parameters 07/09 and
parameter 07/10.
The current PTO speed can be overridden via the accelerator pedal and the remote accelerator pedal, provided that they
are enabled for the PTO mode with the parameters 07/04.
Further modifications of the function „driver´s cab PTO“ can be realized with the parameters 07/02 to 07/15.
99
7. Application
Parameter group 7:
02 Maximum PTO-Speed with Maximum engine speed which can be reached for the PTO mode, when
CC+ Switch increasing the nominal speed via the cruise-control tip switch CC+.
03 Minimum PTO-Speed with Minimum speed which can be reached for the PTO mode, when decreasing the
CC- Switch nominal speed via the cruise-control tip switch CC- .
04 Speed demand through This parameter indicates, if the PTO speed can be demanded by the accelerator
accelerator pedal pedal or not.
05 Maximum Speed This parameter indicates the maximum engine speed when the accelerator pedal
Accelerator Pedal if PTO is actuated in the PTO mode.
06 PTO dropout on Service This parameter indicates, if the PTO mode can be interrupted when the parking
Brake or Parking Brake enabled brake or the service brake is actuated.
07 PTO dropout on clutch This parameter indicates, if the PTO mode can be interrupted when the clutch is
enabled actuated.

Maximum road speed, up to which a PTO mode is possible.
PTO Mode
Starting speed, if the PTO mode has been activated via CC+
09 Starting speed when PTO
activation via CC+
10 Governor type when PTO

Selection of the governor type, if PTO mode has been activated via CC+
activation via CC+
11 Maximum Torque when Maximum torque, if PTO mode has been activated via CC+
PTO activation via CC+
12 Starting speed when PTO Starting speed, if PTO mode has been activated via CC-
activation via CC-
13 Governor Type when PTO Selection of the governor type, if PTO has been activated via CC-
activation via CC-
14 Maximum torque when PTO Maximum torque, if PTO has been activated via CC-
activation via CC-
15 PTO Ramp Rate In PTO mode, a new engine speed will be achieved over a ramp
100
7. Application
7.2.1.2. PTO with fixed speed via the PTO switch
The conditions for enabling and disabling the function „PTO with fixed speeds via PTO switch“ correspond to the
conditions for enabling and disabling the function „driver´s cab PTO“.
The function „PTO with fixed speeds“ is enabled with the parameter 07/01:
Parameter value = 0: PTO mode is disabled

Parameter value = 1: PTO mode is always authorized
Parameter value = 2: PTO mode is only authorized, as long as the transmission is in neutral position
Parameter value = 3: PTO mode is only authorized as long as the transmission is in neutral position and the
parking brake is closed.
Additional conditions for disabling and enabling this function can be activated with the parameters 07/04 to 07/08 :
04 Speed demand through This parameter indicates, if the PTO speed can be demanded with the accelerator
accelerator pedal pedal.
05 Maximum Speed This parameter indicates the maximum engine speed when the accelerator pedal
Accelerator Pedal if PTO is actuated in the PTO mode.
06 PTO Dropout on Parking This parameter indicates, if the PTO mode can be interrupted when the parking
Brake or Service Brake enabled. brake or the service brake is actuated.
07 PTO dropout on clutch This parameter indicates if the PTO mode can be interrupted when the clutch is
enabled actuated

Maximum road speed, up to which a PTO mode is possible.
PTO Mode
Up to three preset fixed speeds can be activated via the PTO switch (Pin 18/10).
Upon initial switch-on a PTO speed control is activated with the fixed speed 1.
If it is switched on and off again (less than 1 second), the nominal engine speed is set to the next nominal speed, fixed
speed 2. The fixed speed 3 can be selected in the same way and thereupon it can be switched to the fixed speed 1.
The current PTO speed can be overridden with the accelerator pedal or the remote accelerator pedal, provided that they
have been enabled for the PTO mode in the parameter 07/04.
The PTO speed control is switched off, as soon as the PTO switch is in the OFF position for more than one second.
The operating mode PTO via the PTO switch has priority over the driver´s cab PTO via the CC tip switches.
Further modifications of the function „PTO with fixed speeds via the PTO switch“ can be realized with the parameters
07/16 to 07/25:
101
7. Application
Parameter group 7:
Number of fixed speeds if activation of the PTO speed control via the PTO
switch:

Parameter value = 2: two fixed speeds can be selected

16 Number of Fixed Speeds if Parameters 7/17 to 7/22 are effective
Activation via Input PTO
(the generally valid and variable limits and the limits of the PLD remain active)

17 PTO Speed #1
18 PTO Speed #1 Selection of the governor type, if fixed speed #1 has been activated.
Governor Type
19 PTO Speed #1 Maximum engine torque, if fixed speed #1 has been activated.
Programmable speed value for fixed speed #2.

20 PTO Speed #2
21 PTO Speed #2 Selection of the governor type, if fixed speed #2 has been activated.
Governor Type
Programmable speed value for fixed speed #3.

23 PTO Speed #3
Selection of the governor type, if fixed speed #3 has been activated.

24 PTO Speed #3
Governor Type
102
7. Application
7.2.1.3. Driving with PTO with special applications
This operating mode has to be selected, if the application has to remain permanently in the PTO mode.
A permanent operating mode „PTO speed control“ can be set for ADM2 with the parameter 21/01.
The function idle speed adjustment via CC+ and CC- remains active in this operating mode.
Parameter group 21.
Activation of the operating mode driving with PTO speed control
Parameter value = O: Function disabled
01 Enable driving with PTO Parameter value = 1: function activated, accelerator pedal in idle position,
is assigned to the speed value, set via CC+ or CC-
Parameter value = 2: function activated, accelerator pedal in idle position,

is assigned to the idle speed value
02 Driving with PTO Selection of the governor type for the operating mode driving with PTO speed
Governor Type control
03 Driving with PTO

Maximum engine torque in the operating mode driving with PTO speed control
103
7. Application
7.2.2. Governor types for the PTO speed control
In the PLD-MR different governor types can be selected via CAN for the operating mode speed control.
In ADM2 the corresponding governor types can be assigned to the respective operating modes by means of a
configuration.
Driver´s cab PTO via CC switches:
The governor type selection is carried out with the parameter 07/10 (for the activation of the PTO via CC-) or with the
parameter 07/13 (for the activation of the PTO via CC+).
PTO with fixed speeds via the PTO switch:
The governor type selection is realized with the parameter 07/18 (for the fixed speed #1) or with the parameter 07/21
(for the fixed speed #2) or with the parameter 07/24 (for the fixed speed #3).
Driving with PTO with special applications:

The governor type selection is realized with the parameter 21/02.
7.2.2.1. Features of the governor types
Governor Type
Feature Application
Number
Dynamic PID governor, if necessary with Engine speed adaptation when shifting gears.
0
automatic activation of the engine brake
Dynamic PID governor, with particular

PTO speed control
1 consideration of the large and the small signal
Standard PTO governor
range.
Aggregates with highly dynamic load

2 Highly dynamic governor related to characteristics
characteristic curves e.g. concrete pump
corresponds to governor type 1, but increased PTO speed control

3
dynamic due to high droop parameter
corresponds to governor type 1, but reduced PTO speed control

4
dynamic due to low droop parameter
corresponds to governor type 1, but low

PTO speed control
5 dynamic due to very low droop parameter
Characteristics like speed governor

PTO speed control PTO speed control with the
15
use of the breakaway range of the engine
the maximum speed limiter becomes effective
control (nominal speed to maximum speed)
in the breakaway range of the engine.
104
7. Application
7.3. Accelerator pedal/Remote accelerator pedal
G Risk of accident!
The accelerator pedal is a safety-relevant function for commercial vehicles. Incorrect wiring or parameter
programming can seriously affect the reactions of the accelerator pedal. This can cause the driver´s
requirements (e.g. throttle back) not to be implemented properly or only after a delay.
Changes to the accelerator pedal parameters must only be performed by specially trained personnel or after
consultation with the engine manufacturer.
It is not normally necessary to change the accelerator pedal parameters.
Only use accelerator pedals approved by DaimlerChrysler. The use of any other accelerator pedal could lead to
malfunctions.
The ADM2 supports analog accelerator pedals as well as accelerator pedals with PWM interface. An analog accelerator
pedal is e.g. the Williams accelerator pedal, a PWM accelerator pedal is e.g. the VDO accelerator pedal.
In the case of a PWM accelerator pedal, the driver´s requirements (accelerator pedal position) are identified by two
electronic modules working independently of each other and transmitted via two PWM signals with mutually opposite
pulse duty cycles.
The evaluation electronics check the plausibility of the accelerator pedal signals and generate fault codes in the event
of deviations.
In the case of an analog accelerator pedal, the driver´s requirements are transmitted in the form of an analog voltage;
additional switches are for the safety check.
The applied accelerator pedal has to be configured in the ADM2 (parameter11/01).
In order to increase the operational safety, accelerator pedal adjustment routines have been integrated into the ADM2.
In the ADM2 no constant signal values are assigned to the accelerator pedal limit stops (idle speed, full throttle).
Therefore an adjustment process is required in the case of an initial start-up, a replacement of the accelerator pedal or
a replacement of the control unit.
If the ADM2 detects a fault during the accelerator pedal evaluation, limp-home routines are activated, which enable
driving with restricted functions and reduced security routines. This is indicated to the driver by the fault lamp.
Driving in such a limp-home routine is only authorized, if the driver is familiar with the necessary safety measures
and fulfills them.
7.3.1.PWM accelerator pedal
In the case of a PWM accelerator pedal the driver´s requirements (accelerator pedal position) are identified by two
electronic modules working independently of each other and transmitted via two PWM signals (GAS1,GAS2) with
mutually opposite pulse duty cycles.
The evaluation electronics check the plausibility of the accelerator pedal signals and generate fault codes in the event
of deviations.
Inputs
– Pin 15/05: FP+ : PWM FFG supply

This output can adopt several functions through configuration,
-> Parameter 02/12
– Pin 21/14: FP- : Ground accelerator pedal
– Pin 21/12: GAS1: PWM FFG, path 1

– Pin 21/13: GAS2: PWM FFG. path 2
- Pin 18/06: Accelerator pedal lockout: The accelerator pedal and the remote accelerator pedal are locked if the
input is active.
– Pin 18/07: FG_Wahl: Selection remote accelerator pedal (switches over from FFG to remote accelerator pedal
when actuated).
105
7. Application
Parameter
– 11/01 Accelerator pedal enabled:
Parameter value =1: PWM accelerator pedal enabled

Parameter value = 2: Analog accelerator pedal enabled (preset value)
Teach-in accelerator pedal characteristic values
A diagnosis tool is required to teach-in the accelerator pedal characteristic values.

Concerning the ADM2, teach-in routines for the accelerator pedal characteristic values are available in the
Stardiagnose and in Minidiag2.
The example for Minidiag2 illustrates the following proceeding:
In Minidiag2 the menu „Routines“ is selected and thereupon the submenu No.1: „Adjustment FFG“.
The minimum limit stop of the accelerator pedal (0%) is taught in first, and secondly the maximum limit stop of the
accelerator pedal (100%). Please note, that the accelerator pedal has to be completely depressed, to unambiguously
detect the kickdown position.
Caution: The ADM2 routine No.2 „Reset parameters to default values“ also resets the parameters of the
accelerator pedal to the status „not adjusted“!
This affects the parameters 11/09 „Analog accelerator pedal adjusted“ (parameter only readable!) and 11/10 “PWM
accelerator pedal adjusted“ (parameter only readable!).
7.3.2.Analog accelerator pedal
In the case of an analog accelerator pedal the driver´s requirements are transmitted in form of an analog voltage;
additional switches are for the safety check.
Inputs
– Pin 21/09: AFP+ : Supply for analog accelerator pedal
– Pin 21/11: AFPS: Signal analog accelerator pedal
– Pin 21/14: FP- : Ground accelerator pedal
– Pin 21/12: GAS1:
– Pin 21/13: GAS2:
- Pin 18/06: Accelerator pedal lockout: accelerator pedal and remote accelerator pedal are locked if the input is active.
– Pin 18/07: FG_Wahl: Selection remote accelerator pedal (switches over from FFG to remote accelerator pedal when
actuated).
Parameter
– 11/01 Accelerator pedal enabled:
Parameter value = 1: PWM accelerator pedal

Parameter value = 2: analog accelerator pedal enabled (preset value)
The parameters of group 11 „accelerator pedal“ and of group 24 „accelerator pedal extra“ also affect the accelerator
pedal performance. It is not necessary, however, to modify these parameters.
106
7. Application
7.3.3. Analog remote accelerator pedal (Manual throttle actuator)
G Risk of accident!
Changes to the parameters of this group must only be performed by specially trained personnel or after
consultation with the engine manufacturer. It is not normally necessary to change these parameters.
Inputs:
– Pin 18/17: HFG+ : Supply remote accelerator pedal
– Pin 18/18: HFGS: Signal remote accelerator pedal
– Pin 21/03: Kl. 31 : Ground
- Pin 18/06: Accelerator pedal lockout: Accelerator pedal and remote accelerator pedal are locked if the input is active.
– Pin 18/07: FG_Wahl: Selection remote accelerator pedal (switches over from FFG to remote accelerator pedal when
actuated).
Parameter
– 20/01 Remote accelerator pedal enabled

Parameter value = 0: Remote accelerator pedal disabled
Parameter value = 1: Remote accelerator pedal enabled
– 20/05 Remote accelerator pedal idle position

– 20/06 Remote accelerator pedal wide open position
The limit stops of the remote accelerator pedal for its idle position (parameter 20/05) and its wide open position
(parameter 20/06) are set in the parameter group 20.
No external teach-in routine is provided for the remote accelerator pedal. After the switching-on, the maximum
value is automatically adjusted, based on the set value „wide-open“ (parameter 20/06).
107
7. Application
7.4. Engine start/stop
G Risk of accident!
The functions „starter interlock“ and „engine start with automatic transmission“ are not effective in engine
emergency running programme without the ADM2 control unit or if the CAN connection is defective. In such
cases, the engine start is controlled only by the PLD-MR engine management and can no longer be influenced
by the ADM2. If the drive train is closed (transmission not in neutral), the vehicle could unexpectedly start
moving or set the working machine in operation, constituting a risk to life and limb.
7.4.1. Two alternatives for the engine start
Two alternative starting devices are provided:
- Start via PLD-MR with integrated starter safeguard function

- Start directly via terminal 50, whereby a starter protection is possible via a starter cut-off relay
The respective starting device has to be configured in the PLD-MR

Parameter 06/09 of the PLD-MR:
Parameter value = 0 indicates start via PLD-MR(JE),
Parameter value = 1 indicates starter directly connected with terminal 50 (KB)
7.4.1.1.Engine start via PLD-MR

On DaimlerChrysler engines with the starter type JE, the engine management PLD-MR controls the engine
start. The starter motor is actuated directly from an output of the PLD-MR.
An engine start via the ignition lock (terminal 50) is demanded via the inputs terminal 50 of the ADM2 and
the terminal 50 of the PLD-MR engine management. The „terminal 50“ inputs of the ADM2 and the PLD-MR
must be wired in parallel, because the redundancy of both wires is monitored.
The starting process is monitored by the PLD-MR
- Overload protection through limitation of the starting time

- Overspeed protection through limitation of the starter speed
- Mesh protection when the engine is running
Further protective functions in ADM2:
- Starter lockout, if the transmission is not in neutral position;

it can be activated via parameter 2/05 „transmission type“
(parameter value=2), for an automatic transmission.
Inputs
– Pin 15/01, NE, Neutral position

– Pin 12/01, terminal 50, input engine start
Parameters
- 02/01 Transmission type

- 13/04 Transmission neutral position, input NE
Output value
– Engine start demand to PLD-MR via CAN connection
108
7. Application
7.4.1.2.Engine start directly via terminal 50

In the case of DaimlerChrysler engines with starter type KB, the starter is directly connected with the wire
terminal 50 of the ignition lock. ADM2 enables a starter protection via an external starter cutoff relay.
An engine start can only be demanded via the ignition lock (terminal 50).
The starting process is monitored by the ADM2. A cutoff relay - which deactivates the starter in reliance on
the ADM2 internal protection mechanisms - is controlled via the output Pin 15/12.
The ADM2 internal protection mechanism results in:
- Overload protection trough limitation of the starting time

- Overspeed protection through limitation of the starter speed
- Mesh protection when the engine is running
Further protective functions in ADM2:
- Starter lockout, if the transmission is not in neutral position;

it can be activated via parameter 2/05 „transmission type“
(parameter value=2), for an automatic transmission.
Inputs
– Pin 15/01, NE, Neutral position

– Pin 12/01, Terminal 50, input engine start
Parameters
- 02/01 Transmission type

- 13/04 Transmission neutral position, input NE
- 16/01 Relay 1, starter lockout
Output value
- Pin 15/12 Relay 1, starter lockout
7.4.2.Three alternatives for engine stop
An engine stop can be initiated in three different ways:
Engine stop through deactivation of terminal 15
Engine stop via external engine stop button
Engine stop via SAE J 1939
7.4.2.1.Engine stop through deactivation of terminal 15

The engine stop is initiated by the deactivation of the control inputs Kl. 15 (terminal 15) of ADM2 and PLD-MR. .
If the ADM2 detects a deactivation of terminal 15, then the ADM2 demands zero torque quantity via CAN and the
engine stops.
The instructions stated in chapter 5.3 for the connection of the terminal 15 to ADM2 must be applied (concerning the
run-on phase, the input resistance, blocking diode, etc.).
109
7. Application
Input
– Pin 21/02: Terminal 15
Output value
– Engine stop demand on PLD-MR (transmitting zero torque quantity via engine CAN)
Compare with chapter 8.2 binary value No.7/1 zero torque quantity
7.4.2.2.Engine stop via the external stop button of the ADM2

Via the input switched to battery voltage (Pin 12/11), an engine stop can be initiated via an external button. As long as
the button is actuated, the ADM2 demands an engine stop via CAN.
The button has to remain pressed until the engine stops. As long as the engine speed does not fall below the value
50 1/min, the injection is released again upon releasing the stop button and the engine continues running. In this way,
the engine is not shut down by a short-term actuation of the external stop button.
Input value:
– Pin 12/11: Engine stop external (input switched to battery voltage)
Output value:
Compare with chapter 8.2 binary value No.7/1 zero torque quantity
7.4.2.3.Engine stop via CAN SAE J1939

An engine stop can also be initiated via CAN SAE J1939 engine stop with PGN 61184.
ADM2 demands an engine stop via CAN as long as the signal „engine stop“ is pesent.
The signal has to remain present until the engine stops. As long as the engine speed does not fall below the value 50
1/min, the injection is released again upon the withdrawal of the demand „engine stop“ and the engine continues
running. Dadurch wird durch eine kurzzeitige Anforderung Motorstop über1939 Motor nicht abgestellt.
Input value:
CAN SAE J1939 input, engine stop with PGN 61184
Output value:
Compare with chapter 8.2 binary values No. 7/2 zero torque quantity J1939 and chapter 11 „CAN message according
to SAE J1939“
7.4.3.Service start button and service stop button at the engine block
Refer to the documentation of the PLD-MR engine management for further information on those two buttons!
G Risk of injury!
For reasons of safety a start via the service start button at the engine block is prevented by the vehicle control
ADM2, if the gear is engaged. A start via the service start button is only possible in neutral position of the
transmission and only if the engine-CAN is intact (in the CAN limp home mode and in the case of an operation
without CAN, no start is possible).
110
7. Application
7.5. Engine brake (Retarder)
G Risk of injury!
The engine retarder is a safety-relevant function for commercial vehicles.
Incorrect wiring or unsuitable parameter programming can make it impossible to actuate the engine retarder.
The lack of, or reduction in, engine braking power could lead to the vehicle brake being overloaded.
Changes to the parameters in this group must only be performed by specially trained personel or after
consultation with the engine manufacturer. It is not normally necessary to change these parameters
ADM2 supports 2 engine brake systems
- exhaust flap
- decompression valve
The responding outputs for the engine brake can be configured. For engine brake configuration refer to
chapter 7.5.3.
The control of the engine brake takes place in a single stage or in a multi stage.
Refer for parameter settings to parameter 10/12, stage engine brake.
The Engine brake can be activated if the following conditions are complied
- Driving mode, no PTO speed control

- No ABS intervention
- Engine speed higher than parameter 10/01, minimum engine speed MBR
- Accelerator pedal not further pushed down than maximum throttle position for engine brake,
parameter 10/02
- Vehicle speed higher than minimum road speed for engine brake operation, parameter 10/04
For engine brake activation refer to chapter 7.5.4 and for engine brake deactivation refer to chapter 7.5.5
Parameter
- 02/13 Configuration engine brake MBR

- 10/01 Minimum engine speed MBR
- 10/04 Minimum road speed for engine brake operation
- 10/11 Type engine brake
- 10/12 Stage engine brake
Inputs
- Pin 18/08 MBR_L

- Pin 18/09 MBR_H
Outputs
- Pin 15/06 MBR_BK

- Pin 15/10 MBR_KD
111
7. Application
7.5.1. Technical description exhaust flap
The exhaust flap is fitted into the exhaust gas pipe. The exhaust flap is controlled by a solenoid valve. If an
engine brake is requested and the engine speed is above a minimum threshold, the solenoid valve is closing
the exhaust flap. The exhaust flap is increasing the resistance for the exhaust gas flow.
7.5.2. Technical description decompression valve
The decompression valves are fitted to the cylinder heads. There are to ways to control the decompression
valves, they are either pneumatically driven or hydraulically driven.
If an engine brake is requested and the engine speed is above a minimum threshold, a solenoid valve is
activating the pneumatic circuit or the hydraulic circuit. This causes the decompression valves to be
constantly open.
During the compression stroke, when the piston moves fast from the bottom dead center to the top dead
center, only few air escapes through the decompression valve into the exhaust port. Consequently the
required compression work is still obtained.
During the brief deadlock of the piston in the top dead center, the major part of the compressed air escapes
through the decompression valve into the exhaust port. That means, the major part of the performed
compression work is lost to the system.
112
7. Application
7.5.3. Engine brake configuration
7.5.3.1.Exhaust flap only, driven by ADM2
Configuration ADM2:
Configuration Vehicle Parameters/ Configuration Engine Brake, 02/13
Parameter value =2 exhaust flap at ADM2
Configuration PLD (DiagV. 3..5):

vehicle parameter set1/ analog valve 1, 06/01
parameter value = 0: disabled
ADM2-FR
X 15/06
exhaust flap
PLD-MR
no engine brake function at PLD-MR
113
7. Application
7.5.3.2. Exhaust flap only, Exhaust flap at PLD
Configuration ADM2:
Configuration Vehicle Parameters / Configuration Engine Brake , 02/13
Parameterwert = 0 disabled

parameter value = 3: exhaust flap at analog valve 1
ADM2-FR
no engine brake function at ADM2-FR
PLD-MR X 55/12
solenoid valve
PV 1
for exhaust flap
X 55/51
114
7. Application
7.5.3.3. Decompression valve only, decompression valve at ADM2
Configuration ADM2:
parameter value =3 decompression valve at ADM2

ADM2-FR
X 15/10
decompression
valve
PLD-MR
115
7. Application
7.5.3.4. Exhaust flap and decompression valve at one valve
Configuration ADM2:
parameter value =1 exhaust flap and decompression valve at one valve

ADM2-FR
X 15/10
solenoid valve
for exhaust flap
and decompression
valve
PLD-MR
116
7. Application
7.5.3.5. Exhaust flap und decompression valve at two separate valves
7.5.3.5.1.Exhaust flap und decompression valve at ADM2
Configuration ADM2:
parameter value =4 exhaust flap and decompression valve at ADM2

ADM2-FR
X 15/10
X 15/06
exhaust decompression
flap valve
PLD-MR
117
7. Application
7.5.3.5.2. Exhaust flap at ADM2 and decompression valve at PLD
Configuration ADM2:
parameter value =2 exhaust flap at ADM2

parameter value = 3: decompression valve at PLD
ADM2-FR
X 15/06
solenoid valve
for exhaust flap
PLD-MR X 55/52
solenoid valve
PV 2 for decompression
valve
X 55/50
118
7. Application
7.5.3.5.3. Exhaust flap und decompression valve at PLD
Configuration ADM2:
parameter value = 0 no engine brake at ADM2

parameter value = 3: exhaust flap at PLD
parameter value = 3: decompression valve at PLD
ADM2-FR
no engine brake function at ADM2-FR
PLD-MR X 55/12
solenoid valve
PV 1
for exhaust flap
X 55/51
X 55/52
solenoid valve
PV 2 for decompression
valve
X 55/50
119
7. Application
7.5.4. Activation engine brake systems (Version 202, 203)
- Engine brake activation via MBR_L and MBR_H switches at ADM2

(normally open switches ; active, if closed to ground)
Inputs
Pin 18/08 MBR_L
Pin 18/09 MBR_H
HL
0 0 no Engine Brake
0 1 Engine Brake step 1, decompression valve only
1 0 Engine Brake step 2, decompression valve and exhaust flap
1 1 not defined
- automatically activation on road speed limite

Refer to chapter 7.1.1.3
- automatically activation on cruise control

Refer to chapter 7.1.2.1
- engine brake activation on service brake

If engine brake on service brake is enabled, parameter 10/03, than the engine brake will be activated via
service brake. The activated outputs will be locked.
The activated engine brake outputs are the same like an activation via MBR_H switche.
- Brake torque demand via SAE J 1939
7.5.5. Deactivation of engine brake
- engine speed below value parameter 10/01, minimum engine speed MBR
- Accelerator pedal further pushed down than maximum throttle position for engine brake,
parameter 10/02
- Vehicle speed below minimum road speed for engine brake operation, parameter 10/04
- if cruise control active

Refer to chapter 7.1.2
- if PTO speed control active

Refer to chapter 7.2
- engine brake lock out via SAE J 1939
120
7. Application
7.6. Instruments / Displays
7.6.1.Rev counter
A signal for actuatin a rev counter is provided at the output "N_MOT"(engine speed).
Input values
–Engine speed information from PLD via CAN connection

Parameter
– 9/04 Engine speed display (Output N_MOT)
Output
– Pin 12/06 N_MOT
7.6.2.Coolant temperature gauge
A signal which is compatible with temperature sensors is provided at the output "T_MOT"(coolant
temperature) for connecting up a conventional analogue indicator instrument.
Input values
–Coolant temperature information from PLD via CAN connection
Parameter
–9/04 Coolant temperatur Display (Output T_MOT)
Output
– Pin 12/04 T_MOT
7.6.3.Oil pressure gauge
A signal which is compatible with oil pressure sensors is provided at the output "P_OEL"(oil pressure) for
connectin up a conventional analogue indicator instrument.
Input values
–Oil pressure information from PLD via CAN connection
Parameter
–9/03 Oil pressure display (Output P_OEL)
Output
–Pin 12/03 P_OEL
121
7. Application
7.6.4. Coolant temperature indicator lamp
The output "T_MOT" (coolant indicator lamp) reports impermissibly high coolant temperatures.
Here, the output "LA_ADM" (warning lamp) is actuated.
The temperature limit is stored in the engine data records.
Input values
– CAN information "Coolant temperature too high" from PLD
Parameter
- 9/04 Coolant temperatur display (Output T_MOT)
Outputs
– Pin 12/04 T_MOT

– Pin 21/06 LA_ADM
7.6.5.Oil pressure indicator lamp
The output "P_OEL" (oil pressure indicator lamp) reports impermissibly low oil pressures.
Here, the output "LA_ADM" (warning lamp) is actuated.
The oil pressure limit is stored in the engine data records.
Input value
– CAN information "Oil pressure too low"from PLD
Parameter
- 9/03 Oil pressure display (Output P_OEL)
Outputs
– Pin 12/03 P_OEL

7.6.6.Oil level indicator lamp
The output "LA_OELST" (oil level indicator lamp) reports impermissibly low oil levels.
Here, the output "LA_ADM"(warning lamp) is actuated.
The function "Oil level warning" is only available on engines with oil level sensor.
The oil level limit is stored in the engine data records.
Input value
– CAN information "Oil level too low" from PLD
Outputs
– Pin 21/04 LA_OELST

122
7. Application
7.6.7. Configuration Indicator lamp and gauge
There are applications where it is necessary to have a indicator lamp and a gauge for Oil pressure
and/or Coolant temperature.
Therefore it is possible to use Output REL3 and/or REL4 to drive the Oil pressure indicator lamp
and/or the Coolant temperature indicator lamp. Output REL3 is configured via parameter 14/01 IWK3 and
output REL4 is configured via parameter 14/10 IWK4.
In this configuration the outputs P_OEL and/or T_MOT are still available for the Oil pressure gauge and/or
Coolant temperature gauge. Refer to chapter 7.6.4 and 7.6.5.
Parameter
- 09/03 Oil pressure display (Output P_OEL)

- 09/04 Coolant temperatur display (Output T_MOT)
- 14/01 Configuration (IWK3) Actual Value Comperator 3
- 14/11 Configuration (IWK4) Actual Value Comperator 4
Outputs
- Pin 12/03 P_OEL

- Pin 12/04 T_MOT
- Pin 15/11 REL3
- Pin 18/01 REL4
7.6.8.Grid Heater indicator lamp
The Grid Heater indicator lamp indicates an active cold start device. As long as the indicator lamp is active,
the engine should not be started.
The inputs DSF0 and DSF1 can be used to monitor the Grid Heater states.
Input values
– CAN information "Cold Start device active" from PLD
Inputs
- Pin 12/10 DSF0

- PIN 12/09 DSF1
Parameter
- 02/07 Relay 2
- 13/06 Configuration variable inputs DSF0
- 13/07 Configuration variable inputs DSF1
Outputs
– Pin 21/07 LA_GRID
123
7. Application
7.6.9. Air filter indicator lamp
An air filter sensor is connected to the input LF_SE. The air filter sensor is sensing the differential pressure.
If the air filter needs to be changed, the output LA_LUFT for the air filter indicator lamp will be active.
Power supply
- Pin 18/17 HFG+, power supply remote throttle or air filter sensor
- Pin 21/03 KL 31, ground
Inputs
- Pin 15/08 LF_SE, Air Filter Sensor
Outputs
– Pin 21/08 LA_LUFT
124
7. Application
7.6.10. Check engine lamp
The output "LA_ADM"(check engine lamp) reports impermissible engine operating states (e.g.oil pressure
too low) and active faults which are recognised by the control unit due to the permanent monitorin of the
inputs and outputs.
The output "LA_ADM"must be connected to a suitable warning lamp. If the warning lamp lights up
while the en ine is in operation,both the engine and the electronics must be examined.
The output "LA_ADM"is actuated if the following faults are detected:
– Coolant temperature too high or temperature signal not available

– Oil pressure too low or oil pressure signal not available
– Oil level too low
Stop the engine immediately if the coolant temperature is too high, the oil pressure too low or the oil
level too low. The operating safety of the engine is endangered (risk of engine damage).
– No CAN connection to engine electronics PLD or CAN data implausible

– Active faults in PLD engine management fault memory, fault priority medium or high
– Active faults in ADM-FR fault memory, fault priority medium or high
Input values
– Engine speed information from PLD via CAN connection

– CAN information "Coolant temperature too high"from PLD
– CAN information "Oil pressure too low"from PLD
– CAN information "Oil level too low"from PLD
– CAN information "Active fault in PLD engine management "with fault priority medium or high
– Active fault in ADM-FR, fault priority medium or high
– CAN information "Buzzer instruction"
Parameter
- 17/01 Enable idle shutdown

- 17/06 Warning period check engine light
- 18/01 Engine temperatur
- 18/02 Coolant level
- 18/03 Oil pressure
- 18/04 Oil level
- 18/08 Warning period for check engine light
Output
125
7. Application
7.6.11. Stop engine lamp / Buzzer
The output "LA_STOP" reports serious faults which require the engine to be switched off immediately.
Failure to switch the engine off could result in major damage to the engine, possibly even its
destruction. The output "LA_STOP" must be connected. A warning buzzer or warning lamp can be
connected.
Input values
CAN instruction "Buzzer"from PLD in the event of:
– Overspeeding
– Oil level impermissibly low
– Oil pressure impermissibly low
– Coolant temperature impermissibly high
The limits for the values listed above are stored in the engine data records.
The sensors for Oil level, Oil pressure and Coolant temperatur are connected to the PLD.
Instruction "Buzzer"from ADM2 in the event of:
– Coolant level impermissibly low
The sensor for Coolant level is connected to the ADM2.
Parameter
- 17/01 Enable idle shutdown

- 17/07 Warning period stop engine light
- 18/01 Engine temperatur
- 18/04 Oil level
- 18/09 Warning period stop engine light
Output
– Pin 21/05 LA_STOP
126
7. Application
7.7. Actual value output IWA

The actual value output is provided in the form of PWM signal at the output "IWA"(actual value output) to incorporate customer-
specific electronic systems. The physical value output at IWA can be selected.
Pulse duty factors < 5% and >95% are evaluated as faults or as signal failures by the subsequent electronic circuit
connected.
Parameter
- 09/01 Actual value output IWA
Output
– Pin 15/05 IWA
0 no output

(10 % ...90 %) position idle - full throttle to 10 % ...90 %
pulse duty factor.
2 Differential torque Signal for engine load evaluation

(limit load signal) e.g. for limit load control
90%: Maximum engine torque reached
(drive)
50%: Engine not under load
10%: Maximum friction torque reached
09/01 Actual value output

inverted position idle - full throttle to 90 % ...10 %
(90 % ...10 %) pulse duty factor.
4 Actual torque Indication of the actual engine torque

0 ... M max
to 10 % ...90 % pulse duty factor.
5 Load signal Load signal for coupling an automatic

transmission with PWM interface.
Output value is the minimum of the
active torque and a set torque, which is
calculated on the basis of a
maximum value generation of the
accelerator pedal demand and the cruise
control demand.
127
7. Application
6 Road Formation of a C3 signal for other

speed electronics.
v FZG [km/h] = 0,45 * 1000/ t [ms]
t = periodic time of signal
(with T = 2 ms = constant = pulse period)
09/01 Actual value output

7 Nominal speed Indication of the currently active
nominal speed during PTO mode to

8 Tipptastenfahren Special function for vehicles with
hydraulic drive.
128
7. Application
7.8. Speed Signal

For the realisation of the functions
–Legal maximum speed

–Programmable maximum speed
The speed signal C3/B7 of a tachograph has to be connected to input C3 (tachograph speed) of the ADM-FR. The input
C3 is monitored for a short or open circuit.
If the speed signal C3/B7 is not available, a square-wave sensor can be connected to the input C3 instead. Refer to
chapter 7.8.2.
The Transmission output shaft speed via SAE J1939 can also be used to generate a vehicle speed information. Refer to
chapter 7.8.3.
The appropriate vehicle speed information source has to be set in parameter 08/01, speed sensor.
For applications without speed signal, the ADM-FR speed measurement function must be deactivated by appropriate
parameter programming, parameter 08/01.
Parameter programming of the maximum speed (legal maximum speed) and the deactivation of the speed
measurement is only possible with special authorisation. Such authorisation can be issued to vehicle
manufacturers upon application to DaimlerChrysler.
Parameter
– 08/01 Speed Sensor

– 03/03 Maximum road speed (legal)
– 05/03 Maximum road speed LIM0
– 06/03 Maximum road speed KLIMA
Output value
– Maximum Speed via required torque to PLD via CAN connection
7.8.1.Tachograph (C3,B7)
The speed signal C3/B7 of a tachograph has to be connected to input C3 (tachograph speed) of the ADM-FR.
The input C3 is monitored for a short or open circuit.
Input
- Pin 15/03 C3/B7 C3 speed signal

- Pin 18/11 LIM0
- Pin 18/12 LIM1
- Pin 18/14 KLIMA
Parameter
– 08/01 Speed Sensor

– 03/03 Maximum road speed (legal)
– 06/03 Maximum road speed KLIMA
Output value
129
7. Application
7.8.2. Square-wave Sensor
If the speed signal C3/B7 is not available, a square-wave sensor can be connected to the input C3 instead.
The square-wave sensor is sensing the Transmission output shaft speed. Therefor the parameter group 22
has to be applied.
Input
- Pin 15/03 C3/B7 square-wave sensor

- Pin 18/11 LIM0
- Pin 18/12 LIM1
- Pin 18/14 KLIMA
Parameter
- 08/01 Speed Sensor

- 05/03 Maximum road speed LIM0
- 06/03 Maximum road speed KLIMA
- 22/01 Axle ratio
- 22/02 Number of teeth
- 22/03 Tire revolutions
- 22/04 Gear ratio
- 22/05 2. Axle ratio
Output value
7.8.3.Transmission output shaft speed via SAE J1939
If the speed signal C3/B7 is not available, the Transmission output shaft speed via SAE J1939 can also be used to
generate a vehicle speed information. Therefor the parameter group 22 has to be applied.
Input value
- Transmission output shaft speed via SAE J1939 (PGN 61442)
Input
- Pin 18/11 LIM0

- Pin 18/12 LIM1
- Pin 18/14 KLIMA
Parameter
- 08/01 Speed Sensor

- 22/01 Axle ratio
- 22/02 Number of teeth
- 22/03 Tire revolutions
- 22/04 Gear ratio
- 22/05 2. Axle ratio
Output value
130
7. Applications
7.9. Limitations
7.9.1. Common Limitations
Common limitations are active in both driving mode and working speed governor mode.
The maximum values effective in parameter group 3, Common Limiters, or in the engine electronics can only
be superseded by lower values, the minimum values only be higher values. Refer to Programmable
Limitations chapter 7.9.2.
Parameter
- 03/01 Minimum engine speed

- 03/02 Maximum engine speed
- 03/03 Maximum road speed
- 03/04 Maximum engine torque
7.9.2. Programmable Limitations
The inputs LIM0, LIM1 or KLIMA can be used to realize programmable limitations. The following limitations
can be realized when the input is active
– Idling speed boost e.g. when the air conditioner is switched on

– Maximum engine speed limitation e.g. for pumps or other power take-off.
– Vehicle speed limitation e.g. for roadsweepers or refuse collection trucks in working mode
– Maximum torque limitation e.g. as overload protection for power take-off, transmission etc.
Programmed limitations are active in both driving mode and working speed governor mode.
The maximum values effective in parameter group 3, Common Limiters, or in the engine electronics can only
be superseded by lower values, the minimum values only be higher values.
Input
- Pin 18/11 LIM0

- Pin 18/12 LIM1
- Pin 18/14 KLIMA
Parameter
- 05/01 Minimum engine speed LIM0

- 05/02 Maximum engine speed LIM0
- 05/04 Maximum engine torque LIM0
- 05/05 Minimum engine speed LIM1

- 05/06 Maximum engine speed LIM1
- 05/08 Maximum engine torque LIM1
- 06/01 Minimum engine speed KLIMA

- 06/02 Maximum engine speed KLIMA
- 06/04 Maximum engine torque KLIMA
131
7. Application
7.10. Engine Protection
7.10.1. Engine Protection Shutdown
The engine protection shutdown is intended to protect non monitored engines, e.g. emergency power units,
pumps, compressor or other stationary engine applications.
G Risk of accident!
For reasons of safety, an automatically engine protection shutdown is to use in commercial vehicles. If the
engine is not running, there is no steering boost and no retarder for a commercial vehicle.
This function can be used to shut down the engine if at least one of the following states emerge.
Engine protection shutdown on
– CAN information "Coolant temperature too high " from PLD

– CAN information "Oil pressure too low " from PLD
– CAN information "Oil level too low " from PLD
– "Coolant level impermissibly low " from ADM2
The limits for the values listed above are stored in the engine data records.
The sensors for Oil level, Oil pressure and Coolant temperatur are connected to the PLD.
"Coolant level impermissibly low" is realized in ADM2. The sensor for Coolant level is connected
to the ADM2.
There is a parameter for each of those states to activate or deactivate the engine protection shutdown.
If an engine protection shutdown is performed, the engine protection shutdown time is running down. After
this time, the engine will be shutdown. There are two different engine protection shutdown times.
- Engine protection shutdown times

- Engine protection shutdown times on Oil pressure
The indicator lamps LA_ADM, warning lamp, and LA_STOP, stop engine lamp, are active. The indication
time, before engine shutdown, for the warning lamps are programmable.
For more information about LA_ADM and LA_STOP, pleas refer to chapter 7.6.10 and 7.6.11.
engine
event shutdown
engine protection shutdown time

Parameter 18/05
time for LA_ADM before

Parameter 18/08
time for LA_STOP before

Parameter 18/09
Engine protection shutdown time.
132
7. Application
engine
event shutdown

on Oil Pressure
Parameter 18/06
time for LA_ADM before

Parameter 18/08
time for LA_STOP before

Parameter 18/09
Engine protection shutdown times on Oil pressure.
It is possible to overwrite an engine protection shutdown in state of emergency. The shutdown overwrite is
active when input M_ABSCH_SP is switched to ground.
Input
- Pin 18/13 M_ABSCH_SP
Input value
– CAN information "Coolant temperature too high " from PLD

– CAN information "Oil pressure too low " from PLD
– CAN information "Oil level too low " from PLD
– "Coolant level impermissibly low " from ADM2
Parameter
- 18/01 Engine temperature

- 18/04 Oil level
- 18/05 Engine protection shutdown time
- 18/06 Engine protection shutdown time on oil pressure
- 18/08 Warning period for Check engine lamp LA_ADM
- 18/09 Warning period for Stop engine lamp LA_STOP
Output value
- Engine stop demand on PLD-MR, transmitting zero torque quantity via CAN
7.10.2.engine limp home operating mode
If a CAN failure occurs, the engine operating mode changes to engine limp home mode. The PLD-MR
response to a CAN failure can be set in parameter 02/09.
Parameter
- 02/09 Response PLD-MR if engine CAN failure
133
7. Application
7.11. Cold start with grid heater

The ADM2 provides an integrated function for the control of an electric grid heater. The grid heater is positioned
directly in the air suction channel. The Mercedes-Benz grid heater has a heater output of approx. 2 kW.
Inputs
- Pin 12/10, digital special function 0 (DSF 0) input switched to battery voltage
- Pin 12/09, digital special function 1 (DSF 1) input switched to ground
Outputs
-Pin 15/09, REL2, control relay 2, output switched to ground

-Pin 21/07, LA_GRID, warning lamp grid heater
Wiring
The output REL 2 (Pin 15/09) controls the high-load relay of the grid heater.
The input DSF0 (with a load relay switched to battery voltage) or the DSF1 (with a load relay switched to ground)
can be used for monitoring the normally open contact of the high-load relay.
The control of the Mercedes-Benz grid heater takes always place with a load relay switched to battery voltage.
Parameter
The cold start function or the input for monitoring the high-load relay is activated by means of configuration.
The temperature thresholds of the cold start function can to some degree be adapted with parameter 02/14. For
example in the case of an additional use of a block heater.
- 02/07 configuration relay 2:

parameter value 1 = grid heater
- 13/06 input DSF0:
parameter value 4 = monitoring grid heater
- 13/07 input DSF1:
- 02/14 temperature correction block heater
parameter value > 0 = The switch-on threshold of the grid heater is shifted to “warmer”.
Function
The cold start function is an automatic flow control, which passes through the following statuses upon switching on
the terminal 15/09:
Status Explanation
Upon switching on terminal 15/09 and depending on the actual coolant- and
charge air temperature, the ADM2 decides if a cold start support is necessary for
an engine start . If that is not the case, it is continued with status 26. Otherwise
0: Initialization
with status1, preheating.
The warning lamp “grid heater” is controlled for a period of approx. 2 seconds
(lamp testing).
Warning lamp and grid heater relay are controlled. The starting of the engine
leads to the immediate abortion of the cold start process. (status 36)
1: Preheating (max. 30 s)
The warning lamp “grid heater“ goes out at the end of the preheating period: The
engine is ready to start.
If no engine start takes place (engine speed zero) within 20 seconds, abortion
2: Ready to start
(46), otherwise it is continued with start (3).
3: Start If the engine start is successful, it is continued with (4) otherwise (66).
Post-heating when the engine is already running, in order to improve the

4: Post-heating
emission levels.
134
7. Application
Status Explanation (continued)
5: Cooling Deactivation of grid heater
6: End Cold start has been finished successfully.
16: Abortion due to the Abortion of cold start due to the monitoring with DSF0 and DSF1: contact load
monitoring with DSF0 and relay fixed in closed position/interrupted or diagnostic line DSF0/DSF1
DSF1. interrupted/shorted.
26: End No cold start is required, because the engine or the environment is too warm.
Cold start abortion through the driver, due to an engine start during the
36: Abortion during preheating
preheating.
46: Exceeding of the time

Cold start abortion, because no engine start takes place within 20 seconds.
provided during start
56: Failure during start Cold start abortion, due to general failure (voltage supply, communication, etc.)
66: Exceeding of time provided

Abortion of engine start, because no engine start takes place within 40 seconds
during start
Abortion during of the cold start, due to general failure (supply voltage,
76: Failure during start
communication, etc.)
86: Failure during post-heating Abortion of cold start, due to general failure (voltage supply, communication, etc.)
96: No increase of charge air Abortion, because no temperature increase of the charge air temperature can be
during post-heating measured
Note
There is no functional difference between the status 6, 16, ... 96, because the cold start procedure has already been
terminated.
The distinction between the different statuses have only been introduced for diagnostic purposes and they make it
possible to draw conclusions from the course of the cold start function.
(Refer to analog value 35, status of cold start function)
Diagnostics
If the cold start function is active, the charge air temperature, the output relay 2 and - provided that it is configured -
the load circuit of the relay are monitored. The corresponding fault codes are listed in the appendix.
The flashing of the warning lamp "grid heater" indicates a failure in the load circuit. In spite of an inactive
output relay 2 - e.g. in the case of a contact fixed in closed position - an uncontrolled current feed of the grid
heater can still take place. This failure can only be cleared by interrupting the grid heater power supply.
Fire hazard exists, depending on the position of the grid heater or the engine!
135
7. Application
7.12. Special functions
7.12.1. ABS
The ABS invention is deactivating the engine brake. An ABS intervention can be initialized over the configurable input
DSF0 or DSF1, if the function is enabled by appropriate parameter, parameter 13/06 or 13/07, programming.
An ABS invention can also be initialized via SAE J1939. The ABS is deactivating the engine brake via TSC1 by sending
a torque limitation.
Input value
– SAE J1939, TSC1 Request torque / torque limit
Input
- Pin 12/10 DSF0

- Pin 12/09 DSF1
Parameter
- 13/06 Configuration variable input DSF0

7.12.2. Conventional Retarder
The programmable input DSF0 or DSF1 is available for coupling a conventional retarder. When the input DSF0 or DSF1
is active, the information „Retarder intervention“ is transmitted to the engine control PLD-MR This setting only has a
useful purpose on units on which the fan is controlled via the engine control PLD-MR.
A retarder intervention is deactivating an active Curies Control. If Automatic Cruise Resume, parameter 15/07, is
enabled, a retarder intervention via input DSF0 or DSF1 causes an active Cruise Control function to switch over to a
stand by mode.
Since the diagnosis version 203 it is possible to activate the fan by Retarder intervention via DSF0 or DSF1. This
function is enabled by appropriate parameter programming. The parameter 19/06 is indicating the percentage of the
fan power consumption if the input DSF0 is active, provided that the fan is demanded via the digital input DSF0 and
DSF0 has been configured for retarder intervention. The parameter 19/07 is indicating the percentage of the fan power
consumption if the input DSF1 is active, provided that the fan is demanded via the digital input DSF1 and DSF1 has
been configured for retarder intervention. For further information about Automatic fan, pleas refer to chapter 7.12.3.
Input
- Pin 12/10 DSF0

- Pin 12/09 DSF1
Parameter

- 19/06 DSF0 Fan
- 19/07 DSF1 Fan
- 19/08 Hold time Fan
- 19/09 Ramp Fan
- 15/07 Automatic Cruise Resume
Output value
- Information "Retarder intervention" transmitting to the engine control PLD-MR via CAN
136
7. Application
7.12.3. Automatic Fan
The function Automatic Fan can be activated on engine brake, air conditioner, PTO and on Coolant
Temperature. Automatic Fan can also be activated via input DSF0, DSF1 and LUEFTER.
Because the functionality of Automatic Fan differs between Diagnosis Version 202 and 203, the following
decryption is divided into two parts.
Version 202
In this version it is possible to activate the van on engine brake, air conditioner, PTO, input LUEFTER and
on CAN information coolant temperature. The ADM2 is transmitting the Information "Fan activation" to the
engine control PLD-MR via CAN. The value of the supplied "Fan power consumption" is stored in the PLD-
MR data record. The PLD-MR is controlling the Fan.
Parameter 19/01
Enable Automatic Fan Automatic Fan on
on Engine Brake Engine Brake, ADM2
enable
disable
Parameter 19/02
on Air Conditioner Air Conditioner, ADM2
enable
disable
Parameter 19/03
on PTO PTO, ADM2
Fan Activation to PLD
enable
>1
disable
Input 18/15
LUEFTER
on
off
Parameter 19/04
Parameter 19/05
°C
Coolant temperature
from PLD via CAN on
off
°C
Parameter 19/04
Switch on Temperature y
Automatic Fan
Parameter 19/05
Switch off Temperature x
Automatic Fan
off on
137
7. Application
Version 203
In this version it is possible to activate the van on engine brake, air conditioner, PTO, input LUEFTER, input
DSF0, input DSF1 and on CAN information coolant temperature. The ADM2 is transmitting the Information
" Fan power consumption in percent " to the engine control PLD-MR via CAN. The value of the supplied "Fan
power consumption" has to be set in the appropriate parameter. The PLD-MR is controlling the Fan.
Parameter 13/06 Input Pin 12/10

Value DSF0 = 2 DSF0
Parameter 19/06
DSF0 Fan [ % ]
Parameter 13/07 Input Pin 12/09
Value DSF1 = 2 DSF1
Parameter 19/07
DSF1 Fan [ % ]
Input Pin 18/15
LUEFTER
Parameter 19/10
Fan Activation via
Parameter 19/09 Parameter 19/08
input LUEFTER [ % ]
Ramp Fan Hold Time Fan
Automatic Fan on Fan Power Consumption
Engine Brake, ADM2 Max-Output Value [%]
Hold Time to PLD in [ % ]
Max
Parameter 19/01
Automatic Fan on
Engine Brake [ % ]
Automatic Fan on
Air Conditioner, ADM2
Parameter 19/02
Automatic Fan on
Air Conditioner [ % ]
Automatic Fan on
PTO, ADM2
Max-Output
Parameter 19/03
Value
Automatic Fan on
[%] falling
PTO [ % ]
edge
Parameter 19/04
Parameter 19/05
°C
Coolant temperature
from PLD via CAN
% time
hold time
Fan power
consumption Max-Output
[%] Value
[%]
ramp
ramp
Parameter 19/04 Parameter 19/05

Tmot 0% Fan Tmot 100% Fan time
x y
°C
0 100 %
138
7. Application
Input value
- fan activation on engine brake from ADM2

- fan activation on air conditioner from ADM2
- fan activation on PTO from ADM2
- CAN information Coolant temperature
Input
- Pin 18/15 LUEFTER

- Pin 12/10 DSF0
- Pin 12/09 DSF1
Parameter
Version 202
- 19/01 Enable automatic fan activation on engine brake

- 19/02 Enable automatic fan activation on air conditioner
- 19/03 Enable automatic fan activation on PTO
- 19/04 Switch on temperature automatic fan
- 19/05 Switch off temperature automatic fan
Version 203
- 19/01 Enable automatic fan activation on engine brake

- 19/02 Enable automatic fan activation on air conditioner
- 19/03 Enable automatic fan activation on PTO
- 19/04 Tmot 0% fan
- 19/05 Tmot 100% fan
- 19/06 DSF0 fan
- 19/07 DSF1 fan
- 19/08 Hold time fan
- 19/09 Ramp fan
- 19/10 Fan activation via input LUEFTER
- 13/06 Configuration Variable Input DSF0
- 13/07 Configuration Variable Input DSF1
Output value
Version 202
- Information "Fan activation" transmitting to the engine control PLD-MR via CAN
Version 203
- Information "Fan power consumption in percent" transmitting to the engine control

PLD-MR via CAN
139
7. Application
7.12.4. Accelerator pedal interlock
The input Pin 18/16 (FFG interlock) is provided for the function accelerator pedal interlock:
Accelerator pedal (FFG) and remote accelerator pedal (HFG) are not effective, if the input is active.
Inputs
- Pin 12/10, digital special function 0 (DSF 0) input switched to battery voltage
- Pin 12/09, digital special function 1 (DSF 1) input switched to ground
Outputs
-Pin 15/09, control relay 2, output switched to ground

-Pin 21/07, LA_GRID, warning lamp grid heater
Wiring
The output REL 2 (Pin 15/09) controls the high-load relay of the grid heater.
The input DSF0 (with a load relay switched to battery voltage) or the DSF1 (with a load relay switched to ground)
can be used for monitoring the normally open contact of the high-load relay.
The control of the Mercedes-Benz grid heater takes always place with a load relay switched to battery voltage.
Parameter
The cold start function or the input for monitoring the high-load relay is activated by means of configuration.
The temperature thresholds of the cold start function can to some degree be adapted with parameter 02/14. For
example in the case of an additional use of a block heater.
- 02/07 configuration relay 2:

parameter value 1 = grid heater
- 13/06 input DSF0:
- 13/07 input DSF1:
- 02/14 temperature correction block heater
parameter value > 0 = The switch-on threshold of the grid heater is shifted to “warmer”.
Function
The cold start function is an automatic flow control, which passes through the following statuses upon switching on
the terminal 15/09:
Status Explanation
Upon switching on terminal 15/09 and depending on the actual coolant- and
charge air temperature, the ADM2 decides if a cold start support is necessary for
an engine start . If that is not the case, it is continued with status 26. Otherwise
0: Initialization
with status1, preheating.
The warning lamp “grid heater” is controlled for a period of approx. 2 seconds
(lamp testing).
Warning lamp and grid heater relay are controlled. The starting of the engine
leads to the immediate abortion of the cold start process. (status 36)
1: Preheating (max. 30 s)
The warning lamp “grid heater“ goes out at the end of the preheating period: The
engine is ready to start.
If no engine start takes place (engine speed zero) within 20 seconds, abortion
2: Ready to start
(46), otherwise it is continued with start (3).
3: Start If the engine start is successful, it is continued with (4) otherwise (66).
Post-heating when the engine is already running, in order to improve the

4: Post-heating
emission levels.
140
7. Application
Status Explanation (continued)
5: Cooling Deactivation of grid heater
6: End Cold start has been finished successfully.
16: Abortion due to the Abortion of cold start due to the monitoring with DSF0 and DSF1: contact load
monitoring with DSF0 and relay fixed in closed position/interrupted or diagnostic line DSF0/DSF1
DSF1. interrupted/shorted.
26: End No cold start is required, because the engine or the environment is too warm.
Cold start abortion through the driver, due to an engine start during the
36: Abortion during preheating
preheating.
46: Exceeding of the time

Cold start abortion, because no engine start takes place within 20 seconds.
provided during start
56: Failure during start Cold start abortion, due to general failure (voltage supply, communication, etc.)
66: Exceeding of time provided

Abortion of engine start, because no engine start takes place within 40 seconds
during start
Abortion during of the cold start, due to general failure (supply voltage,
76: Failure during start
communication, etc.)
86: Failure during post-heating Abortion of cold start, due to general failure (voltage supply, communication, etc.)
96: No increase of charge air Abortion, because no temperature increase of the charge air temperature can be
during post-heating measured
Note
There is no functional difference between the status 6, 16, ... 96, because the cold start procedure has already been
terminated.
The distinction between the different statuses have only been introduced for diagnostic purposes and they make it
possible to draw conclusions from the course of the cold start function.
(Refer to analog value 35, status of cold start function)
Diagnostics
If the cold start function is active, the charge air temperature, the output relay 2 and - provided that it is configured -
the load circuit of the relay are monitored. The corresponding fault codes are listed in the appendix.
The flashing of the warning lamp "grid heater" indicates a failure in the load circuit. In spite of an inactive
output relay 2 - e.g. in the case of a contact fixed in closed position - an uncontrolled current feed of the grid
heater can still take place. This failure can only be cleared by interrupting the grid heater power supply.
Fire hazard exists, depending on the position of the grid heater or the engine!
141
7. Application
7.13. Diagnosis
The ADM-FR and PLD engine management diagnosis wire K-DIAG must be connected to the 14-pin central diagnosis
connector in accordance with the electrical wiring diagrams.
Parameters, actual values and fault codes can be read out from the ADM-FR and PLD using DaimlerChrysler diagnosis
tools (e.g. minidiag2) at the diagnosis connector.
Input/output
– Pin 12/02 K-DIAG
142
8. Actual Values
8. Actual Values
8.1. Analog Values
Range Range Dimen-

Nr. Description Pin
Min Max sion
1 Analog Accelerator Pedal (AFPS) 0 100 % 21/11
2 Supply Analog Acc. Pedal (AFP+) 4,500 5,500 V 21/09
3 Analog Remote Pedal ( HFGS) 0 100 % 18/18
4 Supply Analog Remote Pedal (HFG+) 5,000 6,000 V 18/17
5 Selected Pedal Value 0 100 % -
6 Calculated Pedal Torque Value -5000 5000 Nm -
7 Actual Engine Speed 0 3000 1/min -
8 Actual Torque -5000 5000 Nm -
9 Friction Torque -5000 0 Nm -
10 Governor Type 0 15 - -
11 Demand Engine Speed 0 3000 1/min -
12 Demand Engine Torque -5000 5000 Nm -
13 Minimum Engine Speed 0 3000 1/min -
14 Maximum Engine Speed 0 3000 1/min -
15 Road Speed 0 150 km/h -
16 Set Speed Cruise Control 0 150 km/h -
17 Voltage Coolant Level Sensor 0 5,000 V -
Status Coolant level

0= Value not valid
1= Level warning,
18 0 3 - -
below under limit
2= Refill range
3= Coolant level O.K.
19 Voltage Air Filter Sensor 0 5,000 V -
20 Pressure Air Filter Sensor 0 5000 mbar -
21 Coolant Temperature -40 150 °C
22 Oil Pressure 0 5000 mbar -
143
8. Actual Values
Range Range Dimen-

Nr. Description Pin
Min Max sion
23 Oil Temperature -40 150 °C -
24 Voltage Terminal 15 (ignition) 0 30,000 V 21/02
25 Voltage Terminal 30 0 30,000 V 21/01
C3-Signal Frequency
26 0 10000 Hz 15/03
C3 diagnosis threshold
27 0 5,000 V -
28 SAE J1939 Current Active TSC1 Sender 0 255 - -
29 SAE J1939 Demand Engine Speed 0 3000 1/min -
30 SAE J1939 Demand Torque -125 125 % -
31 SAE J1939 Maximum Engine Speed 0 3000 1/min -
32 SAE J1939 Maximum Torque -125 125 % -
PWM Pedal Signal GAS1
33 Idle: 10% ... 30% o.k 0 100 % 21/12

Max. Load: 40% ... 90% o.k
PWM Pedal Signal GAS2
34 Idle: 10% ... 30% o.k 0 100 % 21/13

Max. Load: 40% ... 90% o.k
Status Grid Heater
0= Disabled
1= Preheating phase
35 2= Ready for starting 0 6 - -
3= Starting
4= Postheating phase
5= Cooling off phase
6= End
36 Boost Temperature -50 200 °C -
*Software Version - - - -
37
**IWA output 0 100 % 12/05
38 **Software Version - - - -
* Diagnosis Version 202

** Diagnosis Version 203
144
8. Actual Values
8.2. BinaryValues
Status
Nr. Description Pin
00/01
1/1 Terminal 15 (Ignition) Off/On 21/02
1/2 Service Brake Off/On 21/15 -
1/3 Park Brake Off/On 21/16 -
Closed/
1/4 Clutch 18/02 -
Open
2/1 Cruise Control Switch CC- Off/On 18/04 On = Set and Deccelerate
2/2 Cruise Control Switch CC+ Off/On 18/05 On = Resume and accelerate
2/3 Cruise Control Switch CC_EIN Off/On 18/06 On = Enable Cruise Control
Off: accelerator pedal

2/4 Throttle Select Switch FG_WAHL Off/On 18/07
On: remote pedal
3/1 Engine Brake Low MBR_L Off/On 18/08 -
3/2 Engine Brake High MBR_H Off/On 18/09 -
3/3 PTO Control Set Switch Off/On 18/10
3/4 Limiter0 Set Switch Off/On 18/11 -
4/1 Limiter1 Set Switch Off/On 18/12 -
4/2 Shutdown Override MABSCH_SP Off/On 18/13 -
4/3 Limiter 2 Set Switch (KLIMA) Off/On 18/14 -
4/4 Fan Off/On 18/15 -
On active input acc. pedal and

5/1 Acceleretor Pedal Lockout No/Yes 18/16
remote pedal are disabled.
5/2 Transmission Neutral NE Off/On 15/01 -
5/3 Rear Axle HA Off/On 15/02 -
5/4 ABS Off/On - SAE J1939, preliminary
Idle validation switch 1,

6/1 GAS2 (analog throttle) Off/On 21/13
if analog throttle
Idle validation switch 2,

6/2 GAS1 (analog throttle) Off/On 21/12
if analog throttle
engine brake(s) off

6/3 No/Yes - lockout demand via SAE J1939
145
8. Actual Values
Status
Nr. Description Pin
00/01
6/4 Kickdown No/Yes - status accelerator pedal
7/1 engine stop demand (ADM2 to MR) No/Yes -
7/2 engine stop demand (via SAE J1939) No/Yes -
7/3 starter signal (Term. 50) Off/On 12/01 starter signal (Ignition key)
7/4 configurable input DSF0 Off/On 12/10
8/1 configurable input DSF1 Off/On 12/09
8/2 **exhaust brake valve MBR-BK Off/On 15/06
8/3 **decompression valve MBR-KD Off/On 15/10
8/4 **relay 1 Off/On 15/12
9/1 **relay 2 Off/On 15/09
9/2 **relay 3 Off/On 15/11
9/3 **relay 4 Off/On 18/01
9/4 ##engine-hood switch Off/On 12/08
** valid from diagnosis version 203

##valid from diagnosis version 204
146
9 Fault codes
9. Fault codes
9.1 Fault codes diagnosis version 203
ADM2
ADM2
fault
fault
codes Description Remedial action Pin
codes
(J1939)
(k-line)
SPN/FMI

54/3 10003 pression valve open circuit - check solenoid valve 15/10
MBR_KD

shorted to
54/4 10004 pression valve - check solenoid valve 15/10
ground
MBR_KD
vehicle - check wiring

84/3 10103 speed open circuit - check parameter 08/01 15/03
signal C3
vehicle
shorted to
84/4 10104 speed - check wiring 15/03
ground
signal C3
vehicle - check parameter 08/01

value not
84/14 10114 speed 15/03
plausible
signal C3
- restart accelerator pedal adjustment

routine
analog accelerator
- check wiring
91/0 10200 accelerator pedal not 21/11
- Limit value idle operation position:
pedal adjusted
5,0 V
- Limit value kickdown position: 4,9 V
- Pedal unit exchange, if defective

voltage not
91/2 10202 accelerator - Limit value idle operation position: 21/11
plausible
pedal 5,0 V
voltage too - Pedal unit exchange, if defective

analog
high or - check wiring
accelerator
91/3 10203 shorted to - Limit value idle operation position: 21/11
pedal
battery 5,0 V
voltage - Limit value kickdown position: 4,9 V
- Pedal unit exchange, if defective

voltage too
low or
91/4 10204 accelerator - Limit value idle operation position: 21/11
shorted to
pedal AFPS 5,0 V
ground
- Oil discharge with to strong

overstocking.
oil level to
98/0 10400 oil level - remark: This problem can occur also PLD-MR
high
if in PLD-MR the false type of oil pan
were programmed.
147
9. Fault codes
ADM2
ADM2
fault
fault
codes
(J1939)
(k-line)
SPN/FMI
98/1 10401 oil level low oil level - refill oil PLD-MR
- refill oil
oil level too - remark: This problem can occur also
98/14 10414 oil level PLD-MR
low if in PLD-MR the false type of oil pan
were programmed.
oil pressure low oil - check oil pump and oil circuit
100/1 10501 PLD-MR
sensor pressure
oil pressure oil pressure - check oil pump and oil circuit.
100/14 10514 PLD-MR
sensor too low
air filter air pressure

107/0 10800 - check wiring. 15/08
sensor too high
air filter
107/3 10803 open circuit - check wiring. 15/08
sensor
air filter shorted to

107/4 10804 - check wiring. 15/08
sensor ground
coolant high coolant - cooling-water level and cooling circuit

110/0 10900 PLD-MR
temperature temperature check.
coolant
coolant - cooling-water level and cooling circuit
110/14 10914 temperature PLD-MR
temperature check.
too high
coolant low coolant - refill coolant

111/1 11001 15/07
level level - check wiring
coolant - check wiring

111/3 11003 open circuit 15/07
level - Voltage must be larger than 2,0 V.
coolant shorted to
111/4 11004 - check wiring. 15/07
level ground

terminal 15
158/0 11100 over voltage - check parameter 2/08 21/02
(ignition)
(24V/12V selection)

terminal 15
158/1 11101 under voltage - check parameter 2/08 21/02
(ignition)
(24V/12V selection)
148
9 Fault codes
ADM2
ADM2
fault
fault
codes
(J1939)
(k-line)
SPN/FMI

idle switch open circuit - Pedal unit exchange, if defective 21/12 and
558/5 11705
(analog pedal) (GAS2 + GAS1 21/13
open)

idle switch closed - Pedal unit exchange, if defective 21/12 and
558/12 11712
(analog pedal) (GAS2 + GAS1 21/13
closed)
cruise control - check wiring 18/04

both switches - check cruise control switch
599/12 11812 switch and
closed
CC+ and CC- 18/05
cruise control - check wiring 18/04

both switches - check cruise control switch
601/12 11912 switch and
closed
CC+ and CC- 18/05
power supply - supply voltage > 5,2 V.

voltage too
620/3 12103 analog pedal 21/09
high
(AFP+)
power supply - supply voltage < 4,8 V.

voltage too
620/4 12104 analog pedal 21/09
low
(AFP+)

no com-
CAN link MR parameter (../..) and
625/2 12202 munication -
ADM2 - MR ADM2 parameter 1/01
with MR
to be set to equal functionality
(0ne wire capability)

CAN link one wire MR parameter (../..) and

625/14 12214 -
ADM2 - MR mode ADM2 parameter 1/01
to be set to equal functionality

(0ne wire capability)
internal
629/12 12312 ADM2 - -
error
output - check wiring

677/5 13305 open circuit 15/12
relay 1 - check relay 1
output shorted - check wiring

677/6 13306 15/12
relay 1 to ground - check relay 1
149
9. Fault codes
ADM2
ADM2
fault
fault
codes
(J1939)
(k-line)
SPN/FMI

no increasing
output boost - check relay 2
730/0 13900 15/09
relay 2 temperature
after - check grid heater
activation

output relay
730/1 13901 15/09
relay 2 permanently - check relay 2
closed

output relay
730/2 13902 15/09
relay 2 permanently - check relay 2
closed

high or
output
730/3 13903 shorted to 15/09
relay 2
battery
voltage

output
730/4 13904 low or shorted - check relay 2 15/09
relay 2
to ground
- limit values for the supply voltage of

remote supply voltage the HFG:
974/2 14202 18/17
pedal HFG out of range Minimum value: 4,8 V and
maximum value: 5,2 V.

high or - check remote pedal
remote
974/3 14203 shorted to 18/18
pedal HFG
battery
voltage

remote
974/4 14204 low or shorted - check remote pedal 18/18
pedal HFG
to ground
output - check wiring

1004/3 14403 open circuit 18/01
relay 4 - check relay 4
output shorted - check wiring

1004/4 14404 18/01
relay 4 to ground - check relay 4
150
9 Fault codes
ADM2
ADM2
fault
fault
codes
(J1939)
(k-line)
SPN/FMI
output
PWM pedal
1005/3 14503 open circuit - check wiring. 15/05
supply or
transmission
output
PWM pedal shorted
1005/4 14504 - check wiring. 15/05
supply or to ground
transmission

1006/3 14603 valve open circuit - check exhaust brake valve 15/06
MBR_BK

shorted
1006/4 14604 valve - check exxhaust brake valve 15/06
to ground
MBR_BK
CAN - PGN ETC1 was received only once

identifiers and did not disappear.
J1939 CAN-
639/2 14902 ETC#1 or
interface
ACC#1
missing
PWM - check wiring

no supply
1015/1 15001 accelerator 15/05
voltage
pedal
both signals - check wiring

PWM
missing - Pins 21/13, 21/12, 15/05 , 21/14.
1015/2 15002 accelerator
(GAS1
pedal
and GAS2)
PWM - check wiring

signal GAS2,
1015/3 15003 accelerator - Pins 21/13, 15/05 , 21/14.
not available
pedal
PWM - check wiring

signal GAS1,
1015/4 15004 accelerator - Pins 21/12, 15/05 , 21/14.
not available
pedal
PWM accelerator - restart accelerator pedal adjustment

1015/5 15005 accelerator pedal not -
pedal adjusted routine
idle position
PWM - restart accelerator pedal adjustment
out of
adjusted routine
pedal
range
accelerator
PWM - restart accelerator pedal adjustment
pedal out of
adjusted routine
pedal
range
151
10. Routines for ADM2
10. Routines for ADM2
10.1. Routines for ADM2, Diagnosis version 202 and 203
No. Routine Name Abbreviation Description Pin
With an initial start up of ADM2

21/12
if initial start-up, ecu or acc. or with an accelerator pedal
1 acc.pedal adjust. or
pedal change exchange the accelerator pedal
21/13
needs to be adjusted.
2 *) Set all parameters back to

set all parameter on default set param on default -
default value.
3
activate oil level lamp oil level lamp 21/04
*)
4
activate engine stop lamp engine stop lamp 21/05
*)
ADM2 output test.
5
activate fault lamp fault lamp 21/06
*)
Refer to chapter 7.6.
6
activate grid heater lamp grid heater lamp 21/07
*)
7
activate air filter lamp air filter lamp 21/08
*)
8 ADM2 output test.

activate relay 1 relay 1 15/12
*) Refer to chapter 4.2.
9 *) ADM2 output test.

Refer to chapter 4.2.
10 ADM2 output test.


12
activate MBR_BK MBR_BK 15/06
*)
ADM2 output test.
13 Refer to chapter 7.5.
activate MBR_KD MBR_KD 15/10
*)

activate IWA output IWA output 12/05

activate engine speed gauge engine speed gauge 12/06

activate cool.temp.gauge/lamp cool.temp.gauge 12/04
17 activate oil pressure gauge/ ADM2 output test.

oil pressure gauge 12/03
*) lamp Refer to chapter 7.6.
*) valid till diagnosis version 203
152
11. CAN Messages according toSAE J1939
11. CAN Messages according to SAE J1939
153
154
155
156
157
158
159
160
161
162
163

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LH209L TECHNICAL

2. GENERAL SAFETY INSTRUCTIONS

To avoid potential damage and injuries, carefully plan your work

If the machine is damaged, stop the machine immediately as

TKU-D 01100-5 EN 4009 9 (280)

Warning of risk of injury

Operating or maintaining the machine in a dangerous or incorrect

Warning concerning damage to the equipment or other property

These warnings are designed to guide the persons operating and

Read the operating or maintenance instructions

Do not operate or maintain the machine if you have not received

High temperature warning. Many of the machine parts heat up during

Hazardous boom movement. Ensure that the boom is supported

10 (280) TKU-D 01100-5 EN 4009

Machine tipping hazard. Never exceed the maximum inclination

Slipping, tripping, or falling hazard. Keep stairs, steps, handrails,

Crushing hazard. Can cause severe injury or death.

TKU-D 01100-5 EN 4009 11 (280)

12 (280) TKU-D 01100-5 EN 4009

3. GENERAL REPAIR INSTRUCTIONS

TKU-D 01100-5 EN 4009 15 (280)

16 (280) TKU-D 01100-5 EN 4009

3.2. Hydraulics maintenance

TKU-D 01100-5 EN 4009 17 (280)

D Work on electric equipment or materials is only to be carried out by qualified

Working on energised components

18 (280) TKU-D 01100-5 EN 4009

3.4. Battery maintenance

TKU-D 01100-5 EN 4009 19 (280)

2. Install the frame locking bar. See chapter “Frame structures”.

5. Place blocks under the rear of the

6. Raise the front of the machine until

20 (280) TKU-D 01100-5 EN 4009

Lifting the machine is only permitted in the manner described in these

Install the frame locking bar before lifting machine.

Ensure that lifting equipment is in good condition and correctly rated.

Open the cover on

TKU-D 01100-5 EN 4009 21 (280)

22 (280) TKU-D 01100-5 EN 4009

4.1. Locking devices

If maintenance work is interrupted, make sure that the locking

4.1.1. Frame locking bar

How to install the frame locking bar:

To remove the frame locking bar:

TKU-D 01100-5 EN 4009 25 (280)

How to install the support bars.

1. Ensure the machine is in the

26 (280) TKU-D 01100-5 EN 4009

To remove the service supports.

TKU-D 01100-5 EN 4009 27 (280)

1.Screw M16X50 12.9 10.Flange

9.Screw M16X60 12.9 17.Flange

28 (280) TKU-D 01100-5 EN 4009

4.2.2. Lower hinge pin

18.Screw M16X40 12.9 26.Ball joint bearing

TKU-D 01100-5 EN 4009 29 (280)

Be careful when draining hot oil. Wear suitable protective gloves,

7. Disconnect and remove the wiring from the centre articulation.

30 (280) TKU-D 01100-5 EN 4009

Upper hinge pin