Engine System

CONTENTS PAGE

1. INTRODUCTION A-3
2. ASSEMBLING & DISMANTLING OF ENGINE
ROCKER COVER A-5
ROCKER ASSEMBLY A-5
TURBOCHARGER ASSEMBLY A-10
CYLINDER HEAD ASSEMBLY A-12
PISTON AND CONNECTING ROD ASSEMBLY A-20
CRANKSHAFT ASSEMBLY A-27
TIMING GEAR ASSEMBLY A-32
CYLINDER BLOCK A-40
3. LUBRICATION SYSTEM
INTRODUCTION A-41
SPECIFICATIONS A-43
4. COOLING SYSTEM
INTRODUCTION A-44
DISMANTLING A-44
ASSEMBLING A-46
THERMOSTAT A-47
RADIATOR A-47
SPECIFICATION A-48
5. FUEL INJECTION SYSTEM
INTRODUCTION A-49
FUEL INJECTION PUMP A-53
F.I.P. TIMING A-59
FUEL FEED PUMP A-61
ACCESSORIES A-62
GOVERNOR A-63
ADJUSTING & TESTING OF NOZZLE A-68

6. TROUBLE SHOOTING A-70

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A. ENGINE SYSTEM

1. INTRODUCTION Valve guides are replaceable and valve seat

inserts are pressed into the valve port. These
The chapter describes the dismantling and valve seat inserts are also replaceable. Valve
assembling procedure of Farmtrac Tractor guides are provided with oil seals.
Engines.
The cylinder head assembly incorporates
The engine features a cross flow cylinder the valves, valve springs, spring seat,
head with inlet and exhaust manifold on spring retainers and collets.
opposite sides of the cylinder head. The re-
entrant type combustion chamber (Ref Fig. The crankshaft is supported in the cylinder
A1) is formed in the crown of piston. The block by the five main bearings. Thrust
piston has two compression and one rings provided on 5th main bearing cap and
conformable oil control ring, all located in cylinder block to control the crankshaft
above the piston pin boss. Side oil drain is end float.
also provided on all pistons for excess oil Single lip type seals are provided at front and
drainage. double lip at rear of crankshaft for oil sealing.

Fig. A1

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The piston connecting rods are of "I" section

with straight split type. (Ref. Fig. A2)

Fig. A2 Fig. A4
The lubrication of engine is maintained by Oil flows from the filter to main oil gallery, which
gear type oil pump, mounted at the first main runs along the length of the cylinder block.
bearing cap of engine block. The oil pump is
driven from the gear provided on crankshaft The main oil gallery supplies oil to the
and draws oil from the engine sump. crankshaft main bearings and to the
connecting rod bearings through drilled
holes in the crankshaft.
The main oil gallery also supplies oil to
camshaft bushes and from 1st camshaft
bush; oil goes to rocker shaft, and to rocker
arms. Excess oil flows down the push rods
before draining back to sump.
Timing gears are splash lubricated by
escaped oil from 1st main bearing to
intermediate gear bush.
Cylinder walls, pistons and pins are splash
Fig. A3 lubricated by connecting rods and rotating
A spring loaded relief valve in the pump crankshaft.
body limits the pressure in the system by
directing excess oil to the sump.
General Information on Engine
Replaceable element assembly is provided
as shown in Fig (A4)

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Specifications
Description Unit FT- 6075 HERITAGE PRO
Type Turbocharged
Bore mm 91
Stroke mm 110
Displacement CC 2860
Peak Torque Ft-lbs/ERPM 210 ft-lbs @ 1400erpm
Brake Horse Power Hp 73.5
Compression Ratio 17.5: 1 ± 5%
Firing Order 1-3-4-2
Idle Speed Rpm 700-800
Rated Speed Rpm 2200
Tappet Clearance (Cold) Inlet -mm 0.3
Exh-mm 0.4
Max. No. Load Speed ( rpm ) 2400-2450

AIR CLEANER
Type Dry Type
Pre-Cleaner Centrifugal type with
Transparent Dust collector
FUEL INJECTION SYSTEM
Fuel Injection Pump MICO Vertical in Line
Injector Type Single point clamp mounting
Nozzle Type P Type
Governor Type Mechanical
Nozzle opening pressure Bar 250 ± 8 Kg / cm2

Injection Timing Single Point Mounting Degree 12° ±1 BTDC

LUBRICATION
Type Full flow Forced feed and Splash
Pump Gear Type
Eng. Oil Sump Capacity Litres 11.5

Note: Specifications are subject to change without notice. Kindly update the same as and when the changes are notified.

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2. ASSEMBLING AND DISMAN- B. ROCKER ASSEMBLY

TLING OF ENGINE Removal and Fitting
A. ROCKER COVER 1. Unscrew the rocker shaft bracket nut.
Remove the assembly, and keep it
Removal and Fitting
properly. (ref fig. A7, A8)
1. Unscrew the cylinder head cover
mounting nuts. Disconnect breather
pipe. Remove the cover and check the
rubber gasket. (ref fig. A5)

Fig. A5 Fig. A7
2. Put the rubber gasket on the cylinder
head cover assembly and then place it
on the cylinder head, tighten the nuts
to specified torque (ref fig. A6)

Fig. A6

Fig. A8

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2. Remove the push rods and place

them in order as these are to be
placed in order in which they are
removed because of their wear
pattern. (ref fig. A9, A10)

Fig. A11
Dismantling and Assembling
1. Dismantle the rocker arm assembly
take out lock and remove the rocker
arms from the shaft. (ref fig.A12, A13)

Fig. A9

Fig. A12

Fig. A10
Place the push rods and fit the Rocker shaft
assembly aligning the push rods. Prior to Fig. A13
tightening the bracket nut, ensure that the cut
mark on the rocker shaft is at front bottom for
oil to reach to rocker arms. (ref fig. A11)

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2. Inspect the rocker arms for surface Check the shaft diameter with
step. If it has a light step or scoring it micrometer. Replace if worn out. (ref
can be ground on grinding stone. If fig. A17)
step is severe, the rocker must be
discarded. (ref fig. A14)

Fig. A17
Check the parent bore diameter of
bracket rocker shaft with the help of
Fig. A14 telescopic gauge and micrometer.
Inspection and Correction Replace the bracket if worn out. (ref
fig. A18)
1. Check the rocker arm bushes with
telescopic gauge and micrometer and
replace them with new one if worn
out.(ref fig. A15)

Fig. A18
Checking and Adjustments
Bring the 1st piston at TDC position in
compression stroke. Ensure that the
Fig. A15 locating pin from the rear side of Flywheel
housing goes inside the 2nd hole on the
2. Check the rocker shaft for seizure and flywheel. Adjust valve tappet clearance of
scoring marks. Place the rocker arm valve 1, 2, 4 and 5. (ref fig. A19) Take out
shaft on magnetic V-blocks and with pin and rotate the crankshaft one turn
a dial gauge measure the run out. If (360°) and bring the 1st piston at TDC in
the run out is observed, correct it with exhaust stroke. (ref fig. A19)
Hydraulic Bench Press and recheck
it. (ref fig. A16)

Fig. A16 Fig. A19

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nd
Ensure the locating pin goes in 2 hole of
the flywheel and then adjust valve tappet 3
and 6. (ref fig. A20)
Inlet: 1, 3 and 5, 7
Exhaust: 2, 4, 6 and 8

Valve Clearance (Cold):

Inlet : 0.3 mm Fig. A20
Exhaust: 0.4 mm

CAMSHAFT ROCKERARM
Engine Model FT-6075 HERITAGE PRO HER
I

Rocker Shaft diameter (mm). 21.959-21.980

Rocker Arm Shaft Bracket diameter (ID) (mm). 22.000 - 22.033
Rocker Arm bush diameter. (ID) (mm). 21.6-21.7
Rocker Arm bush and shaft clearance. (mm). 0.259 - 0.38
Tappet clearance (mm) Inlet: 0.3
Exhaust: 0.4
Torque
Rocker arm Bracket Bolt (Kgm) 6.5
Tappet cover bolt (Kgm) 2.5

DRY AIR CLEANER

Servicing procedure
1. Unscrew Wing nut and remove gasket washer and service cover.
2. Remove Primary filter.
3. Use Clean cloth to wipe dust and debris from inside of the housing.
4. Inspect new primary filter for cuts, tear and for proper adhesion.
5. Check for proper seating of gasket with housing.
6. Place new primary filter in position and refasten with wing nut.
7. Refit cover and ensure dust collector is vertically downward then refasten gasket
washer and wing nut.
8. Reset service indicator manually.
9. Do not use any tool to fasten wing nut.(fasten with hand only).

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Warning: Air cleaner servicing should be done only when engine is not running.

Component Action When to service

Primary Filter Replace After 3 cleaning or 1 year which
ever is earlier.
Safety filter Replace After replacing primary filter 3
times.
Air Outlet pipe&hoses Replace if damaged At the time of primary filter
replacement.
Housing &mounting bracket Replace if damaged At the time of primary filter
replacement.
Dust Collector,Gasket,
and rubber parts Replace if damaged At the time of primary filter
replacement.
Service Indicator Check function Once in a year or at the time of
primary filter replacement

Air Cleaner
(Housing)

Safety Filter

Service Cover

Wing Nut

Hex Nut

Primary Filter

Gasket
Gasket Washer

Dust Collector

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C. TURBOCHARGER ASSEMBLY: some exhaust gases back to intake manifold.

A Turbocharger utilizes the exhaust gas A turbocharger is provided with twin filters as
energy to compress the fresh filtered air & a particle more than 30-40 micron can
that compressed air is then directed to the damage the turbocharger.
intake manifold of the engine. Compressed Due to compression the air temperature at
air means we are increasing the density of air intake manifold becomes high, which may
which we are sending into the combustion lead to pre-ignition of fuel. So to avoid this,
chamber which leads to higher power with an INTERCOOLER is provided between the
minimal increase in fuel delivery. So it is turbocharger and intake manifold to control
mainly used for 2 purposes: the air temperature at intake manifold.
1. to reduce the NOx emission,
2. to increase the power output.

Fig.A-22
Air Flow Diagram
Removal of Turbocharger from Engine:
1. The turbocharger need to be removed
Fig.A-21 before removing the exhaust manifold.
A turbocharger assembly consists of an 2. Remove EGR guard.
Impeller, compressor and a shaft 3. Unscrew the EGR pipe at EGR valve
connecting both. and exhaust manifold end.
The impeller takes the power from the 4. Keep EGR on a clean surface.
exhaust gases running out of engine
cylinder and passes it on to the 5. Remove the wire connecting ECU and
compressor, through the shaft. EGR valve.

The compressor then compresses the air 6. Remove two M8 bolts and take EGR
valve out.
coming out of Air cleaner and sends it to
the intake manifold through Intercooler. 7. Unscrew two M4 bolts holding ECU on
ECU pad,remove it and keep in a clean
Along with this, a turbocharger assembly is
place.
provided with 2 oil Filters, Blow By Pipe,
EGR pipe and intercooler. 8. Remove intercooler pipe from
An EGR pipe is provided between Exhaust compressor end of TC and exhaust
manifold and intake manifold. It is basically a connection at impeller end.
constant flow external EGR which works on 9. Unscrew TC from exhaust manifold.
the principle of the pressure difference of the Remove turbocharger and gasket.
exhaust side & the intake side. It helps in 10.Remove oil filters.
controlling the NOX emissions by sending

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It should spin freely and it is normal to

feel some play on wheels.
6. Fit the turbocharger on manifold using the
gasket or joint ring, and then reconnect the
exhaust pipe. Tighten all nuts / bolts.
7. Install EGR pipe,EGR valve,ECU and
then EGR guard.

Fig.A-23 NOTE:EGR valve should be connected

with 12V battery supply.
Radial Movement: 0.058-0.096mm
Axial Clearance: 0.027-0.073mm 8. Oil feed and drain lines must be totally
clean and undamaged – oil flow must
Inspection: be unrestricted. Check that any flexible
There are two major things which should be hose liners have not collapsed.
checked to find out whether the
Turbocharger is in good condition or not. NOTE: Damaged oil return line can cause
restriction to oil flow & oil leakage from
1. Use Dial gauge for measuring the
turbocharger.
Radial Movement and Axial Clearance
of the turbocharger. 9. Check that oil feed line not too close to
source of heat.
NOTE: A turbocharger assembly is not to
be operated by the mechanic. It should be 10. Fit oil drain line. Refill the oil inlet hole
sent to Cummins Authorized Service with new clean engine oil and reconnect
Centre, in case any overhauling required. the oil feed line.
11. Fit air hoses and tighten.
It is recommended to clean Turbocharger
and Intercooler system every 2500 hrs for 12. Use new air, oil and fuel filters, refill
better performance, engine with new clean engine oil.
Installing the Turbocharger: 13. If possible prevent the engine from
firing and crank the engine for 10 -
1. Before installing the Turbocharger
15seconds to prime oil feed. Start the
make sure that all the parts are
engine and keep it on idle for 3 to 4
thoroughly cleaned.
minutes before increasing speed.
Like: All air hoses connected to the Check for oil and gas /air leaks.
turbo, air filter and housing etc.
2. Clean engine breather system and
check function.
3. Remove old gasket material from the
exhaust manifold and pipes. Faces
must be undamaged.
4. Remove plastic or foam blanking plugs
from the turbo before fitting.
5. Fill the oil inlet hole of the turbocharger
with new engine oil and spin the
compressor wheel by hand a few times. Fig.A-24

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14. Stop engine and recheck engine oil

level. The oil level should not be above
the point where oil returns from the
turbo to the engine.
D. CYLINDER HEAD ASSEMBLY
DISMANTLING
1. To remove the overflow pipe unscrew
the banjo bolts. (ref fig. A26, A27)

Fig. A28
3. Remove the injector one by one after
unscrewing the nut of clamp nozzle
holder from the stud. (ref fig. A29)

Fig. A26

Fig. A29
NOTE: "P" type injector has integral flange for mounting

Fig. A27
2. Loosen the nuts on the both ends of the
high-pressure pipes and remove all the
pipes from the injectors. (ref fig. A28)

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4. Remove the injectors, check the 6. Loosen the nuts of the intake manifold,
washers and keep the injectors in and remove it from the cylinder head and
proper place (ref fig. A30) place it properly. Discard the loctile.

Fig. A32
7. Loosen bolts and remove the cylinder
head assembly and keep it properly.

Fig. A30

5. Loosen the bolts of EGR pipe(1) from

exhaust manifold (2) and intake manifold
(3)and remove it, remove turbocharger
(4)mounted on the exhaust manifold,
loosen the nuts of the exhaust manifold Fig. A33
and remove it and keep it properly. 8. Remove the cylinder head gasket and
discard the same. (ref fig. A34)

1
4

3
2

Fig. A34
Valves and Valve Springs
Fig. A31 With the help of valve spring pressing tool press
the spring and remove the collets. Remove
the tool and remove both outer and inner
springs with the retainer then remove the
valves and clean them. (Ref fig. A35)

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3. Check valve springs for cracks and

squareness. Place the spring against the
tri-square and pass the feeler gauge
through the gap. The maximum out of
squareness is 1.5mm (ref fig. A38)

Fig. A35
1. Check valve condition. Burnt, crack
and eroded valves must be discarded.
Slightly pitted valves can be reused.
Place them in order then check each
valve stem diameter with a
micrometer. (ref fig. A36)

Fig. A38
4. Check spring free length with a
vernier caliper.
5. Measure the spring tension with the
help of a spring tester. (ref fig. A39)

Fig. A36
2. The bore can be checked with a
telescopic gauge. Insert the gauge
inside and lock it then measure it with
micrometer. (ref fig. A37)

Fig. A39
Fig. A37

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6. Check valve seat and its angle. If

damaged the seats can be replaced
with new one and cut with a valve
seat cutter to the required angle.
7. Finish by lapping with fine emery paste.
Check valve leakage with kerosene or
petrol after lapping. (ref fig.A40, A41)

Fig. A43
Assembling
1. Fit a new valve guide in the cylinder
head with the help of SST No. E0200.
(ref fig. A44)

Fig. A40

Fig. A41 Fig. A44

2. With the help of SST No. EO 201A press
the valve guide seal on each guide.
(ref fig.A45, A46)

Fig. A42
Inspection and Correction
1. Check cylinder head flatness with
straight edge and feeler gauge on six Fig. A45
sides and two diagonals. NOTE: Lubricate the valve stems with oil
Maximum permissible out of flatness and then insert the same in each guide.
of cylinder head faces is 0.02mm, if Care should be taken that the seal lip does
excessive repair by refacing it. (ref fig. not get damaged while inserting the valves.
A43)
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Specifications

Fig.A46 Valve Assembly With 3 Lip Collet And Oil Seal

1. Valve, Exhaust; 2.Valve, Inlet; 3.Seat, Valve Spring Lower; 4.Spring, Valve Outer; 6.Disc, Valve Spring; 7.Lock, Valve
Spring Disc (Cotter); 8.Seal, Valve Stem.

VALVE SPECIFICATION

Engine Model FT 6075 HERITAGE PRO

Valve stem diameter (mm) Inlet: 7.95 – 7.97
Exhaust: 7.93 –7.95
Valve Head diameter (mm) Inlet: 39.30-39.50
Exhaust: 36.9-37.1
Clearance, valve stem to guide (mm) Inlet: 0.030-0.065
Exhaust: 0.050 - 0.085
Valve guide inner diameter (finished) 8.000 – 8.015
Inlet Valve Opens BTDC (Deg) 8°
Inlet Valve Closes ABDC (Deg) 28°
Exhaust Valve Opens BBDC (Deg) 47°
Exhaust Valve Closes ATDC (Deg) 9°
Valve Springs
SPRING (OUTER) Free Length (mm) 67.3
Spring Primary Deflection (at 14.5 kg) (mm) 44.6
Spring test deflection (at 30.4 kg load) (mm) 34.44
Valve Seat
Valve face angle Inlet: 44°40’-45°00’
Exhaust: 44°40’-45°00’
Valve seat angle Inlet: 45°00’-45°15’
Exhaust: 45°00’-45°-15’
Valve seat run out in relation to valve
guide bore (TIR) (mm) Inlet: 0.03
Exhaust: 0.03
Valve protrusion from cylinder head
face (mm) Inlet: 0.3-0.70
Exhaust 0.3-0.71

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Fig. A50
2. Tappets should not have any surface
cracks, peeling or pits. Replace
tappets, which show excessive wear
ovality, taper or seizure marks.
Fig. A47
Remove minor surface damage by
1. Assemble the valve with inner and using oilstone.
outer springs retainer and collets with
Keep the tappets in sequence as they
the help of a spring pressing tool. (ref
were removed and return to the same
fig. A47, A48) Check valve face depth
bore because of their wear pattern.
and protrusion for cylinder head face
(ref fig. A51)
with a depth gauge.

Fig. A51
Check with micrometer the outer diameter of
the tappet. Check the tappet bore in cylinder
Fig. A48 block with Telescopic gauge and micrometer.

Fig. A49 Fig.A52

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3. Lubricate the tappets and fit them in

cylinder block tappet bore. Check free
fall and movement of tappet in the bore.

Fig. A55
Torque the cylinder head bolts up to the torque
of 14-15 kgm (in cold conditions) in two steps
1st Step 10-11 kgm
2nd Step 14-15 Kgm

Cylinder Head Bolt Torquing Sequence

Fig. A53
4. Check all push rods for straightness
11 7 3 1 5 9 13
on a surface plate with a feeler
gauge. Discard the bent push rod. 15
17

18 16

14 10 6 2 4 8 12

Fig. A56
6. Fit all the high-pressure pipes
connecting injectors and F.I pump and
clamp the pipes properly. Fit the over
Fig. A54 flow pipe on the injector with new
5. Place a cylinder head gasket and the copper washer and banjo blots.
cylinder head assembly on the cylinder
block. Tighten the bolts in sequence.
Fit all the injectors in cylinder head with
new copper washer and tighten the
clamp nut or the flange. Fit intake with
Loctite and exhaust manifold with
gasket, and tighten the nuts to a
specified torque. (ref fig. A55)

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Specifications

Engine Model Unit FT – 6075 HERITAGE PRO

Cylinder Head Surface

Flatness on cylinder head bottom face. mm 0.2

Non-parallelism between top and bottom faces. mm 0.1
Tappets
Tappet outer diameter mm 15.966-15.984
Parent tappet bore in block mm 16.000-16.018
Permissible tappet wear (on dia) mm 0.15
Permissible tappet guiding portion Cylindricity mm 0.006
Push Rod
Push rod Stem diameter mm 8.4-8.5
Overall length of push rod mm 213.5-214.5
Straightness of stem mm 0.25
Tightening Torque
Cylinder head bolt Kgm 12.5-13.5
Bolt, Rocker arm bracket with cylinder head Kgm 6.5
Nut clamp nozzle holder Kgm 2.0-2.5
Exhaust manifold nut Kgm 4.5
Intake manifold nut Kgm 4.5

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E. PISTON & CONNECTING

ROD ASSEMBLY
REMOVAL & FITTING
1. Before removing the piston assembly,
remove the ridge formed due to wear at
the top of the cylinder bore with a ridge
cutter. This will help in easy removal of
pistons and will prevent damage to the
Fig. A59
piston rings. (Ref fig. A57)
3. Match the number punched on
connecting rod & the cap. Remove all
the pistons one by one and keep
them in a wooden box to prevent
damage. (Ref fig. A60)

Fig. A57
2. Now turn the engine so that the piston
you are working on is at the bottom of Fig. A60
its stroke. INSPECTION
Loosen the connecting rod bearing cap 1. Check the piston for external damage
bolt. Tap the cap with mallet and lift the and cracks. Hold the piston with
cap with the bearing shell. Turn the connecting rod in a vice with a soft
crankshaft until piston is at the top of its jaws. Remove the rings with ring
stroke. Now carefully push out the expander and clean the ring groove
connecting rod and piston assembly with ring groove cleaner. Do not use
from the cylinder block with the help of wire brush on the ring groove check
a hammer handle. (Ref fig. A58) the land clearance using a new ring
with the help of a feeler gauge. Discard
the piston if clearance is in excess.

Fig. A58
Fig. A61

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Fig. A62
Check the piston diameter at the piston
skirt with a micrometer. Discard the piston
if it is worn out. (Ref fig. A63)

Fig. A65
NOTE: Piston, Pin and Circlips are
serviced in sets only.
3. Check the connecting rod gudgeon
pin bush inside diameter with a
telescope gauge & micrometer.
Replace the bush if worn out.
Fig. A63
Check the piston boss inside diameter with
a telescope gauge & micrometer. Discard
the piston if it is worn out.

Fig. A64 Fig. A66

2. Check the gudgeon pin diameter in 4. Check the connecting rod alignment
the center with the help of a in the alignment gauge for bend and
micrometer. Replace it if worn out. twist. (Ref fig. A67)

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6. Aligned the arrow mark on the piston

crown with the escorts logo on the
connecting rod. Place the small end
inside piston and Align with its pin
boss. Insert the gudgeon pin in the
boss. (Ref fig. A69, A70)

Fig. A67 Fig. A69

5. Fit the big end bearing shells in the
connecting rod and torque the bolts to
specified torque. Hold the connecting
rod in the vice. Measure the bearing
inside diameter with the help of a bore
gauge. Discard the bearing if worn
out. Also, replace the bearings, which
have signs of scratches, cracks or
metal peeling. Replace the bearings
to next size as per the ground
crankshaft pins. (Ref fig. A68) Fig. A70
7. Insert circlip in the groove on both side
of the piston pin boss. Rotate the circlip
for ensuring proper seating in the
groove. Ensures that the opening of
the circlip is on the top or bottom side.

Fig. A71
Fig. A68

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8. Check the end float of the connecting

rod small end with respect to piston
boss. (Ref fig. A72)

Fig. A74
10. Hold the piston and connecting rod
assembly in a vice with a soft jaw.
(a)
Ensure the end gap of the Oil ring coil
expander is opposite to the oil ring Butt gap.
Fig. A72 After fitting the oil ring coil expander on the
third oil groove, with the help of a ring
expander fit the oil ring in the same groove.
NOTE: The side float of connecting rod is
checked between crankshaft & connecting
rod where Pre heating of piston is not
required for piston pin fitting.

Fig. A75
(b)
Fit the second compression ring, black in
colour. Take care that the 'TOP'mark is
Fig. A73 towards up. Reverse fitment of ring will
cause engine oil consumption. (Ref fig.76)
9. Before fitting the rings on the piston, check
the Butt gap taking care that a ring is
squarely placed while pushing it with a
piston. Check the Butt gap of each new
piston ring in the respective bores at
unworn area. Keep the rings with their
relevant pistons. (Ref fig.A74)

Fig. A76

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 Engine System

The top ring is a chrome-plated ring and is 12. Loosen and remove the connecting rod
to be fitted in the top groove only. Ensure bolt and the cap. Fit big end bearing
that the "Top" mark is towards up. shell in the connecting rod aligning the
Repeat the ring fitting procedure on the locating lug. (Ref fig. A79)
other remaining pistons.
11. Arrange the butt gap 180 degree apart so
that butt gaps of the rings are not in one
line. Ensure that the crimp on the ring
compressor is facing downwards, to
prevent it from going in the bore, tighten
the ring compression on to the piston to
squeeze the rings for easy fitment in the
cylinder bore. (Ref fig. A77) Fig. A79
13. Fit the three pulley bolts to rotate the
crankshaft and bring the big-end journal
at top dead center (TDC) position.
Lubricate the shell bearings and inside
of the cylinder liner with clean engine
oil. Place the piston assembly on the
cylinder bore. Taking care that dimple
on the connecting rod is facing towards
front of the Engine. Rotate the
crankshaft with handle and keep
pressing the piston with a wooden
Fig. A77 hammer handle until its reach at B.D.C
position.
Note: Butt gaps should not align with
gudgeon pin side. This will lead to oil
consumption and power loss.

Fig. A78 Fig. A80

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14. Ensure that the locating lugs on the 15. Check the piston protrusion above the
bearing shells are on the same side. Fit cylinder block surface by holding the
the connecting rod cap on the crank pin cyl. liner in its place; to take care of the
with the bolt. Tighten the bolt and movement of cyl. Liner. (Ref fig.A82)
torque to required specification. Repeat NOTE: Check protrusion of the piston top
this operation for other piston and with respect to cylinder block face at TDC
connecting rods. (Ref fig.A81) position as per the following.
0.175-.0425 mm

Fig. A81

Fig. A82

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Specifications

PISTON
Engine Model Unit FT – 6075 HERITAGE PRO
Cylinder liner protrusion above cylinder block
face (at 100 kg. Load) mm 0.06-0.11
Piston protrusion above the cyln. block surface mm 0.325-0.575

Piston:

Piston diameter (std) mm 90.881-90.899

Piston pin diameter (std.) mm 27.994-28.000
Piston Pin Boss Gap. mm 25.5-26.5
Piston Combustion Chamber
Smaller Diameter/ Outer Dia mm 45+0.2
Bigger Diameter/ Inner Dia mm 40.7+0.2
Connecting Rod

Length Between Centres mm 191.975-192.025

Small End Bushing (ID) mm 28.020-28.033
Clearance between Bushing and Piston Pin mm 0.020-0.039
Maximum Wear Limit mm 0.1
Side Float Gms 0.2-0.45
Difference in weight between connecting rods
of one engine should not exceed Gms 15
Max. Twist (overall length of 100 mm) mm 0.05
Max. Bend (overall length of 100 mm) mm 0.05
Con. rod width (at big end) mm 34.65-34.75

Con. rod width (at small end) mm 22.80-23.00

Torque:

Bolt Crank pulley to crank shaft (kg.m) 4.0-4.5

Bolt Connecting rods (kg.m) 6.5-7.5

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Engine System

F. CRANKSHAFT ASSEMBLY 3. Loosen all the main bearing caps bolts.

Remove all the caps and lift the
DISMANTLING Crankshaft.
1. Prior to removal of the flywheel remove
the pilot bearing from the flywheel.

Fig. A85
4. Place the Main Bearing caps with
Fig. A83 bearing shells on the block. Re-
Now unlock the flywheel bolts, loosen them torque the cap bolts as specified.
and then remove the flywheel with a special Check main bearing inner diameter
service tool. with the help of a bore gauge in three
directions to ascertain the clearance
between main bearing & journals.
2. Unlock and loose the bolts of the Discard the worn out bearing shells.
flywheel housing and remove the
flywheel housing.

Fig. A84

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 Engine System

3. Fit bearing shell on main bearing and

lubricate the bearing. Ensure that the
locating lug on the bearing shells is on
the same side.

Fig. A86
ASSEMBLING
1. Place the main bearing shell on all four
bearing seats in the cylinder block. Fig. A89
Lubricate and place the crankshaft. In addition, fit thrust ring on both side of
fourth main bearing cap. Install the main
bearing caps, lubricate and tighten the bolts
to specified torque. (Ref fig.A90)

Fig. A87 Fig. A90

2. Insert the bottom half thrust ring in the Tighten the center bolts first and then side
groove & press the same in 4th bolt cross-wise. The crankshaft should
bearing seats. Rotate it with hand to rotate freely when rotated with hand.
ensure proper seating. The oil
grooves on the thrust ring should be 4. Check crankshaft end float with the
on crank side. (Ref fig.A88) help of magnetic stand and dial gauge
as shown in figure.A91

Fig. A88

Fig. A91

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Engine System

5. Fit the Oil Seal in the Flywheel housing.

Fig. A92
Fig. A93

6. Fit the gasket on the Flywheel housing 8. Apply the Loctite on the oil sump then
back face and mount the same on the fit the same on the engine block.
cylinder block. Torque all mounting (Loctite – 5060) D95010830
bolts to specified torque and lock them.
7. Fit the flywheel assembly on the
crankshaft and check the run out with the
help of dial gauge & magnetic stand.

Fig. A94

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 Engine System

INSPECTION
1. Check the removed crankshaft for any
crack with the help of a magnifying
glass. Also, check for journal scoring
or for signs of over heating.
Mount the crankshaft on magnetic 'V'
blocks and measure the run out with a
dial gauge mounted on a stand. Gently
rotate the crankshaft and read the dial Fig. A97
gauge as the crankshaft is turned. (Ref
fig. A95)
NOTE: Maintenance of fillet radius is very
important. The steps formed after the
regrinding will lead to breakage of
crankshaft due to stress concentration.
Refit the main bearing caps with the bearing
shells & torque the bolts to specification.

Fig. A95
2. Measure all the bearing journals with
the help of a micrometer. Measure the
ovality and taper at two cross sections
in the perpendicular planes.
Regrind the journals in the course of
repair to the next under size. The
extent of regrinding depends on the Fig. A98
most worn journal. After regrinding the
journals, check the fillet radius with a
radius gauge. (Ref fig. A96)

Fig. A96

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Engine System

Specifications:

Crankshaft FT – 6075 HERITAGE PRO

Engine Model Unit
Main journal diameter Std mm 59.981-60.000
Big end journal Diameter Std mm 51.981-52.000
Main Thrust Journal Width mm 33.0-33.1
Main & Big end fillet radii mm 3.0-3.5
Max permissible taper ovality after wear mm 0.06
Main and Big end journal wear limits mm 0.15
Crank shaft end play mm 0.2-0.47
Max permissible crankshaft runout mm 0.04
Crank Shaft Throw mm 54.95+55.05
Rear Oil Seal Journal Diameter mm 99.988-99.983
Permissible cylindricity of 4 main journal 0.008
Main & Big End Bearing:
Main Bearing shell working ID mm 60.032-60.090
Main Bearing diameterical clearance mm 0.032-0.090
Big end bearing shell working ID mm 52.012-52.025
Big end bearing running clearance mm 0.046-0.103
Flywheel:
No. of Gear Teeth 126
Run out of clutch face mm 0.15
Ring gear run out mm 0.2
Torque:
Main bearing cap bolt torque Kg-m 22.0-24.0
Oil sump mounting bolt to timing gear cover Kg-m 2.5
Oil sump mounting bolt to cylinder Block Kg-m 4.5-5.5

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 Engine System

G. TIMING GEAR ASSEMBLY F.I. pump gear and then remove the gear.
DISMANTLING Check the gears for any damage and
replace if teeth found chipped or having
1. Unscrew all the three bolts and remove excess backlash.
the pulley.

Fig. A102
Fig. A99
5. Unlock the bolts and then loosen to
2. Unscrew the bolts and remove the remove the intermediate gear.
timing gear housing cover.

Fig. A100
3. Before removing the timing gears, check
the backlash between intermediate gear
to camshaft gear, to crankshaft gear
to F.I. Pump gear and Camshaft gear
to Hydraulic pump gear.( Ref fig.101)
Fig. A103
Intermediate gear bolts
6. Align the thrust plate bolt head with
Cam gear hole and unscrew the bolts.
Remove the camshaft assembly with
gear by rotating and pulling it out from
the bore. Take care that the lobes of
camshaft are not damaged.
Fig. A101
4. Unscrew the three mounting bolts of the

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Engine System

Fig. A104
Fig. A108
7. Remove the four mounting bolts of
the F.I. pump assembly. Take out the ASSEMBLING
F.I. Pump assembly. 1. Apply sealant on timing gear housing
gear housing and then put gasket on it.
Place timing gear housing on the
cylinder block; position. Tighten the
timing gear housing with four bolts and
tab washers.
Torque the bolts to specified torque and
bend the tab washer to lock bolts head.
Fig. A105
8. Unlock the mounting bolts of the
timing gear housing.

Fig. A109
2. Place the thrust flange on the camshaft
Fig. A106 on the gear fitment end. Insert the
9. Remove the engine mounted Hydraulic woodruff key in its slot and press. Place
pump by first unscrewing the bolts of camshaft gear matching the key slot.
inlet & pressure pipes. Unscrew the
two mounting bolts of the Hydraulic
pump and remove the same.

Fig. A110
Fig. A107

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 Engine System

3. Press fit the gear on the camshaft

lubricated the camshaft journals and
the cam-bush inside the block. Insert
the camshaft in to the bore. Align the
thrust flange and then tighten the two
bolts and washers on the thrust flange
and torque the same. Camshaft
should rotate freely.

Fig. A113
6. Apply grease on the F.I pump mounting
face and put a gasket on it. Fit the pump
on the timing gear housing with 4 sets of
bolt, nut and washer and tighten them.
Fit FIP drive gear on the F.I pump hub
and match the 'O' mark on F.I pump
gear. Tighten the three bolts with
washers.
Fig. A111
4. Check camshaft end float with dial gauge.
It should be between 0.27-0.445 mm.
Tighten the tacho drive slotted bolt.

Fig. A114
7. Fit oil pump drive gear on the
crankshaft. Ensure that the projection
is towards crank gear side. Check the
backlash with the feeler gauge.
Fig. A112
5. Fit the intermediate gear on its shaft
matching the 'S' marks of camshaft gear
with intermediate gear and the
crankshaft gear with intermediate gear.
This will ensure the position of first
piston at T.D.C. Tighten thrust plate with
two bolts. Check the gear endplay, (0.2
mm) with the feeler gauge or a dial
gauge. Tighten bolt to the required
torque. Fig. A115

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Engine System

8. Fit the oil seal in the Front timing

cover. Apply the Loctite front cover
and assembly the housing with four
bolts and tighten it.
Loctite-5060(D95010830)

Fig. A116

INSPECTION
1. Check with micrometer the out side
diameter of the intermediate gear shaft
and then check bore with a telescope Fig. A118
gauge and micrometer. Replace the
intermediate gear bush for an over size
one when maximum permissible play
between bush and shaft is exceeded.
(Ref fig.A121,A122,A123).
.

Fig. A119
2. The removed camshaft should be,
placed on 2 v-blocks and with the help
Fig. A117 of a dial gauge and magnetic stand,
check the run out. if it exceeds the
specified limit replace it.( Ref fig.A120).

Fig. A120
A–36
 Engine System

3. Check the camshaft lobes for any 4. Check the cam bush bore inside
damage, replace it if found necessary. diameter with the telescopic gauge &
Check the camshaft journal diameter micrometer. Replace the bush if worn
with a micrometer and record the out. (Ref fig. A122)
same. (Ref fig. A121)

Fig. A122
Fig. A121

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Engine System

Specifications

Timing Gear Assembly

Intermediate gear to camshaft gear backlash mm 0.10-0.30
Intermediate gear to crankshaft gear backlash mm 0.10-0.30
Intermediate gears to F.I.Pump gear backlash mm 0.10-0.30
Intermediate Gear Support shaft mm 37.950-37.975
Permissible Coaxiality of shaft 0.01
Idler gear bush inner diameter mm 38.000-38.025
Idler gear shaft clearance mm 0.025-0.075
Maximum permissible clearance(discard limit) mm 0.2
Intermediate Gear end play mm 0.2
Camshaft
Camshaft journal diameter mm 46.944- 46.960
Permissible journal wear mm 0.1
Permissible run out of central journals with
respect to the outer journals mm 0.05
Max. Cam height
Intake: mm 39.9846
Exhaust: 39.3152
Camshaft end float mm 0.070-0.195
Camshaft Key slot width mm 4.958-4.998
Cam bush inner diameter
(pre-finished in fitted condition) mm 47.034-47.117
Cam bush outer diameter mm 50.054-50.091
Parent cam bore (with out bush) mm 50.000-50.025
Cam bush journal running clearance mm 0.074-0.173
Max. permissible cylindricity of bush bore mm 0.006
Max. out of coaxiality of cam bush mm 0.02
Torque
Bolt Camshaft Kg-m 8-9
Bolt timing gear cover to T.G.Housing Kg-m 2.5-3.0
Bolt timing gear housing to block Kg-m 2.5-3.0
Bolt Crank Pulley to crankshaft Kg-m 4.0-4.5

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 Engine System

H. CYLINDER BLOCK 3. Thoroughly clean cylinder block &

INSPECTION measure the parallelism of cylinder block.

1. Clean the cylinder liner bore 4. Check the cylinder block surface for
thoroughly and check wear by means unevenness with the help of straight
edge and a feeler gauge.
of a bore gauge. Set the bore gauge
to zero and then measure the bore in Flatness of top surface should be
four places in two directions parallel checked four places and diagonally.
to the engine and crosswise. Record (Ref fig. A125)
the measurement on the Engine
inspection sheet.

Fig. A125
Fig. A123
2. If the cylinder liner bore is scored or
otherwise damaged and is worn
beyond permissible value, replace it
with new one.
Using special service tool No.EO-2500,
remove all the liners one by one.

Fig. A124

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Engine System

ASSEMBLING
1. Fit two silicon rings on cylinder liner.
Dip the rings in light soap solution
and fit the liner in to cylinder block.

Fig. A126
2. Check cylinder liner protrusion above
cylinder block face with the help of a
straight edge and feeler gauge. The
protrusion should be checked by
placing two-piston pin pressing the
flange of the liner at 100 kg load.
Alternatively it may be checked with a
dial gauge and a stand (Ref fig. A127)

Fig. A127

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 Engine System

Specifications
CYLINDER BLOCK
Engine Model Unit FT – 6075 HERITAGE PRO
Flatness of cylinder block top surface mm 0.04
Flatness of cylinder block bottom surface mm 0.1
Flatness of Timing Gear Face – Front mm 0.05
Flatness of Bell housing face – Rear mm 0.05
Maximum permissible cylindricity of main
bearing shell parent bore mm 0.007
Maximum permissible out of coaxiality of main
bearing shell parent bore (w.r.t. central & extreme) mm 0.02
Maximum permissible cylindricity of tappet bore mm 0.006
Perpendicularity of tappet bore axis w.r.t.
cam bore axis mm 0.04/100
Maximum permissible cylindricity of cam
shaft bore mm 0.006
Maximum permissible out of coaxiality of cam
shaft parent bore in relation to main bearing
shell parent bore mm 0.05
Non-parallelism of cylinder block Top face
w.r.t. crank bore mm 0.05
Maximum permissible non-parallelism of
cylinder block side & gear side face of
flywheel housing(mm) mm 0.2
Cylinder Liner:
Cylinder liner material. Cast iron
Cylinder Liner Arrangement. In line
Taper of the Cyl. Bore (repair limit) mm 0.15
Taper of the Cylinder Bore (wear limit) mm 0.3
Cylinder liner Protrusion above Cylinder
Block face. (at 100 kg. Load) mm 0.06-0.11
Cylinder Bore Diameter (STD) mm 91.00 – 91.025
Maximum permissible cylindricity of liner
bore (On dia) mm 0.015
Piston cylinder working clearance mm 0.101-0.144
FIP Timing
Nozzle holder F002 c70 023(KBAL 80 P 143)
Nozzle (P Type) F002 C40 713 (DSLA 146 P 5509)
Opening pressure 250 – 258 bar

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Engine System

3. LUBRICATION SYSTEM by high-pressure oil fed by the pump. The oil

pump delivers to the main oil gallery through
A. INTRODUCTION
oil filter. After filtration, the oil from main
The purpose of lubrication is to reduce wear gallery goes to the main bearings and Big-
and friction between moving parts. The end bearings through the holes drilled in the
other functions of lubricating oil is: cylinder block and crankshaft. Some of the oil
1. To minimize wear and tear of moving parts. from the front main bearing goes to the timing
gears and camshaft bearings. Through the
2. To reduce the power loss due to friction. first camshaft journal it enters the rocker arm
3. To absorb heat from various moving shaft through a hole drilled in the cylinder
parts by acting as a cooling agent. block and lubricates the rocker arms. The
return oil flows back to the sump. The
4. To form a good seal between piston escaped oil from big end and main bearings
rings and cylinder walls. creates a splash with rotating crankshaft,
In this system the engine, parts are lubricated which lubricates the Liner, Piston and rings.

Rocker Assembly
Push Rod Push Rod Push Rod Push Rod
Tappet No. 1&2 Tappet No. 3&4 Tappet No. 5&6 Tappet No.7&8

No. 1 Camshaft No.2 Camshaft No.3 Camshaft No.4 Camshaft No.5 Camshaft
Bearing Bearing Bearing Bearing Bearing
FIP Live
Lubrication
Drain to the Drain to the Drain to the Drain to the
sump sump sump sump
No. 1 Small No. 2 Small No. 3 Small No. 4 Small
Bore End Bore End Bore End Bore End Full flow
lub oil filter

Timing No. 1 No. 2 No. 3 No. 4

Gears Big End Big End Big End Big End

No. 1 Main No. 2 Main No. 3 Main No. 4 Main No.5 Main
Bearing Bearing Bearing Bearing Bearing

Lub Main Oil gallery

Relief Valve
Oil Pump

Sump Stainer
Unfiltered oil
Filtered oil
Returned oil

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 Engine System

GEAR OIL PUMP REPLACEMENT OF ELEMENT ASSEMBLY

The oil pumps fitted in the Engines are 1. Unscrew the mounting filter of the
gear type. (Ref. Fig. A133) The pump has post assembly. (Ref. Fig. A132)
a pair of gears and as the gears rotates the
space between the gear and casing is filled
with oil due to the suction.
As the gear moves further it carries the oil
and delivers it to the filter. This is a
continuous process.
To keep the oil pump from building up too
much pressure a relief valve is provided in
the pump. The valve is spring loaded plunger
type. When the pressure increases the
plunger is moved against the spring. It opens Fig. A132
a passage through which oil can flow back to 2. Hold the pot shell container with hand
the oil sump. (Ref. Fig. A130, A131). to avoid fall. (Ref. Fig.A133)

Fig. A129
Fig. A133
3. Remove the filter and Replaced with
new one.
4. Replace a new filter with sealing ring.
Fit the pot shell (container) and
tighten the filter as given the
specified torque. (Ref. Fig.A134)
Fig. A130
When Engine Speed is low

Fig. A131
When Engine Speed is High Fig. A134

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Engine System

B. SPECIFICATION
Engine Model Unit FT – 6075 HERITAGE PRO
Location of pump inlet With strainer in sump
Oil filter type Replaceable filter
Oil filter capacity (litre) 0.5
Oil pump delivery at 1420 – 1460 pump rpm
speed & at oil temperature of 70°C and
pressure of 2.9-3.1 kg/cm² 20 liters/min
Relief valve setting (kg/cm²) 4.2-4.9
Lubricating oil pressure at rated speed (Kg/cm²) 4—5
Oil sump capacity (litres) 11
Backlash between drive & driven gear (m.m) 0.03-0.150
Radial clearance between gears & pump body (m.m) 0.18-0.026
End Float of Gears (m.m) 0.15-0.28
Torque
Bolt oil pump to block (kg-m) 4.5-5.2
Bolt oil pump to main bearing cap (kg-m)
Bolt oil Filter body to block (kg-m) 2.3-2.5

Oil Recommendations
S.No. Item Oil Specification
1. Engine 15W40 CI 4+

A–44
 Engine System

4. COOLING SYSTEM B. DISMANTLING OF WATER

A. INTRODUCTION PUMP (Ref. Fig. 139)

The satisfactory performance of the engine is 1. Pass a screwdriver through the pulley
controlled to the great extent by the proper loosen the pulley shaft nut and bolts of
operation of the cooling system. Therefore, the pulley. (Ref. Fig. A136).
the importance of giving due attention to the
recommended periodical maintenance of the
cooling system cannot be over emphasized.
The leading elements of the cooling system
for engine include:
1. Water pump assembly with fan and
drive pulley.
2. Thermostat.
3. Radiator with pressurized cap.
The engine employs the centrifugal water
pump mounted on the front side of the
cylinder block Fig. A136
Dismantling 2. Loosen the mounting bolts of water
pump and remove the pump assembly.
The dismantling involves the following
Hold it in a bench vice.
operation:
3. Pass a screwdriver through the pulley to
After removal of radiator assembly, unscrew
hold it. With the help of SST No. EF0300
the 4 mounting bolts of the fan. To hold the
remove the pulley (Ref. Fig. A137)
pulley pass a screwdriver through the pulley.
Loosen the nut from the shaft and with the
help of SST No EF-0300 remove the water
pump pulley, (Ref. Fig. A135). unscrew the
mounting bolts of the pump assembly and
remove it.

Fig. A137

Fig. A135

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Engine System

Fig.A138
4. Place the water pump assembly on the
arbor press and press the integral shaft
bearing with seal out. (Ref. Fig. 142).

Fig. A139. Water Pump Exploded View

1. GASKET WATER PUMP 7 PULLEY WATER PUMP
2. PUMP ASSEMBLY WATER 8 BOLT
3 CLAMP HOSE WORM DRIVE 10 FAN ASSEMBLY
4 CAP WATER PUMP ASSEMBLY 11 SPACER CRANK PULLEY
5 WASHER 12 SPACER FAN
6 BOLT

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 Engine System

C. ASSEMBLING

1. Water pump shaft & bearing is one piece

and is prepacked with grease. Slip the
seal assembly on the shaft. (Ref. Fig.
A140,141)

Fig. A-140
Fig. A-142

3. Put the impeller on the shaft press. After

fitting the impeller it should flush with the
housing. (Ref fig. A143.)

Fig. A-141

2. Place the water pump housing on an

arbor press and slowly press the shaft
and bearing assembly. Taking care that
the shaft goes straight inside the bearing
bore and seal sits on the face of the
bore. (Ref fig.A142)

Fig. A-143

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Engine System

Dimensions mm
S. No. Specification Recommended Repair
Rated Permissible
1. Roller berring axial plays. - 0.25 Replace bearing.
2. 6303z berring seat wear. Dia. 47-0.025 Dia. 47-0.1 Replace pump housing.
3. 6302z berring seat wear. Dia. 40-0.025 Dia. 40-0.1 Replace pump housing.
4. Hub key assembly wears. - 0.5 each side Replace hub.

D. THERMOSTAT E. RADIATOR
The function of thermostat is to maintain Cleaning the Cooling System: Clean the
optimum working temperature of water cooling system periodically every 300 hours
inside engine cooling jackets while engine is of operation. Drain the water, and then fill
running. the cooling system with 5-10% caustic soda
The thermostat should be cleaned with 5- solution in water. Drain the cooling system
10% caustic soda solution in water to again after one-day engine operation under
remove scales. Check the thermostat for its load, and then flush the cooling system with
performance after cleaning, by immersing clean soft water.
the unit in a vessel containing hot water. Leakage Testing of Radiator: Fit rubber
Valve opening begins at the temperature of plugs over all radiator openings and
77° to 83°C. complete valve opens at 90°C; immerse the radiator in water. Supply
complete valve opening lift amounts to 9 compressed air through the filler neck pipe
mm. If the unit does not meet the above under 0.4-0.5 kg/cm2 pressures. Repair
requirements, replace the unit. Also replace damaged spots, if any, by soldering them
the rubber seal underneath the thermostat and again check for leakage.
cover every time while replacing the unit in To improve the efficiency & prevent
the system. evaporation this tractor have pressurized
radiator cap. It has pressure setting of
0.9kg/ cm². (Ref. Fig. A145).

Fig.A-145
Fig.A-144 Bellow Type

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 Engine System

F. SPECIFICATION
Engine Model FT – 6075HERITAGE PRO
RADIATOR WATER HOLDING CAPACITY 7.25 Liters
Radiator Cap Pressure 0.9 kg/cm2
Fan Belt Deflection 12-20
Thermostat
Opening Temp 78°-84°C
Full Open 87°-93°C
Water Pump
Type Centrifugal
Drive V Belt
Fan (Dia.) 457 - 473
NO. of Blades 10
Torque Specification
Water Pump to Cylinder Block lbf.ft (Kgf.m) 23-28 (3.18-3.87)
Water Pump Cover to Pump lbf.ft (Kgf.m) 45-50 (6.3-6.9)

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Engine System

5. FUEL INJECTION SYSTEM After filtration, the fuel is fed to the fuel
A. INTRODUCTION gallery of the fuel injection pump. A relief
The fuel system consists of the following valve is mounted on the primary filter of the
assemblies: dual fuel filter. It maintains the low pressure
in the fuel filters and the excessive fuel is fed
1. Fuel tank back to the fuel tank. Four separate high-
2. Fuel cock pressure pipes, feed the fuel under high
3. Preliminary filter pressure to the injectors mounted on the
4. Manifold pressure compressor(LDA) cylinder head. A common leak off pipe fitted
5. Solenoid to the injectors, returns the leak-off fuel to the
6. Dual fuel filter fuel tank through overflow pipe connected in
7. Fuel injection pump fuel tank and dual fuel filter relief valve.
8. Fuel injection nozzles
In this system the fuel from fuel tank is
sucked by the fuel feed pump through pre-
filter and delivered to the dual fuel filter
under pressure.

Fig.A 25

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 Engine System

FUEL TANK: SOLENOID

It is a pressed steel tank of 60 liters A 12V operated solenoid is provided on FIP
capacity and is situated in between the & the supply should always be provided to
steering and the engine in such a manner solenoid before setting the injection timing
that it is not necessary to remove it while of the pump.
effecting repairs or adjustments on the DUAL FUEL FILTERS:
engine. It is designed to ensure that there is
a constant level of fuel even when the To prevent harmful abrasive particles finding
tractor is tilted or when fuel level is low. their way into vital working parts of the
injection pump and the injectors and causing
FUEL COCK: excessive wear, dual fuel filter assembly. Is
The fuel cock is secured to the tank by means incorporated in the fuel system.
of union nut. Screws type valve and seal The dual fuel filter consists of two bowls each
assembly is provided to have two positions, containing a filter element. The Felt-filter
'off' and 'on'. The fuel is allowed to flow while
insert element is used as the primary stage
the valve is screwed out and vice a versa. A filter and the Micro (paper) filter insert element
filter strainer is provided at its inlet side, which is used as the final stage filter. (The arrow on
always remains inside the fuel tank and acts the filter cover indicates the direction of flow.)
as a primary filter of fuel feed pump's pre- Or sometimes paper filter element can also
filter. be used for both the stages.
Remove the fuel cock and blow with Fuel delivered under pressure (1.5 kg/cm2)
compressed air in reverse flow direction to by the fuel feed pump, passes through the
clean it. Replace after cleaning and primary filter element and flows to the
checking for any leakage. secondary filter and the fuel coming out of
secondary filter is thus relieved of all
abrasive particles before flowing into the
injection pump for delivery to the cylinders
through injectors.

Fig.A 146
NOTE: The sealing ring should be replaced properly
between housing cover and housing. Check for any
leakage between the cover and the housing

LDA
When the engine operates with less than
maximum air, fuel delivery must be adjusted
adjusted accordingly. It is the function of LDA
to reduce fuel delivery when manifold
pressure falls below a predetermined value.

A–51
Fig.A 147
Engine System

MAINTENANCE OF DUAL FILTERS:

The primary stage filter element should be
changed after 600 hours, and secondary
stage filter element should be changed after
900 hours, or earlier as per the operating
conditions and fuel contamination level.
The primary-filter insert element and
secondary filter insert element should not
be cleaned, as these are throwaway
elements. After the recommended time
replace with genuine filter inserts. Fig.A 149
3. Loosen the center bolt and remove
the filter bowl (primary / secondary
filter) (Ref. Fig.A150,A151)

Fig.A 148 Fig.A 150

Do Not Replace Both The Inserts At the Same Time.

To change fuel filter element in tractors

proceed as follows: -
1. Close the fuel cock by turning it in a
clockwise direction.
2. Clean the filter assembly with clean
piece of cloth.

Fig.A 151

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 Engine System

4. Remove the filter element (primary or plunger is normally screwed down. To

secondary filter) from the bowl and operate the primer, unscrew the primer
discard it. Clean the bowl with clean cap. Loosen the bleed screw on the
fuel oil. (Ref. Fig.A152) primary filter and move the plunger up
and down until fuel free of air bubbles is
discharged from the bleed screw hole.
Tighten the bleed screw.

Fig.A 153
2. Repeat the procedure on the secondary
Fig.A 152 filter, then tighten the bleed screw.
5. Clean the filter bowl with diesel or petrol.
6. Install new element with sealing ring
and reassemble them in the reverse
order of removal.
7. Tighten the center bolt to torque of 2
Kgm. DO NOT OVERTIGHTEN.
8. Push the primer plunger down and
turn the cap clockwise to secure it in
the normal operating position. Fig.A 154
9. Wipe the fuel bowls and other areas dry.
3. Push the primer plunger down and
10. Start the engine and check to ensure turn the cap clockwise to secure it in
that there is no fuel leaks. the normal operating position.
Prime the system and bleed the filters. 4. Wipe the fuel bowls and other areas dry.
Open the fuel cock by turning it anti 5. Start the engine and check to ensure
clockwise direction. that there are no fuel leaks.
1. The injection pump has a built in hand
primer in the form of a plunger. The

Note: Single fuel filter has implemented as of now in all FT model.

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Engine System

B. FUEL INJECTION PUMP CONSTRUCTION:

PE and PES in-line injection pumps have In the in-line injection pumps the camshaft
one element assembly for each engine is assembled in an aluminum housing. It is
cylinder. Each element consists of a plunger connected to the driving device of the
and a barrel. The fuel delivery to the engine engine either directly or through a coupling
cylinder is timed by the camshaft. The fuel or a timing device. Above the cam of the
injection equipment comprises the following: camshaft is the roller tappet with spring
• Injection pump for developing the seat. The spring seat provides a non-
injection pressure positive connection between the pump
plunger and the roller tappet. The pump
• Governor for governing the engine plunger and barrel form an assembly
speed called element. In the barrel there are one
• Feed pump for supplying the fuel from or two inlet ports, which are connected to
the fuel tank to the suction gallery of the pump gallery. Above the element, is
fuel injection pump through fuel filter the delivery valve holder with delivery
valve. In order to regulate the fuel delivery,
• Fuel filter to trap the impurities the pump plunger has a positive contact
contained in the fuel with control sleeve. The control sleeve has
Nozzle holder and nozzle to inject the fuel a gear segment which en-gages with the
into the combustion chamber. control rack. In this way, the pump plunger
PE(S)- TYPE FUEL INJECTION PUMP is turned by the control rack thus regulating
the fuel delivery from ‘stop’ to ‘maximum’.
INJECTION PUMP DRIVE:
OPERATION:
The pump plungers of PE in-line injection
pumps are driven by the pumps own In the injection pump the rotational movement
camshaft (‘E’ represents “built-in camshaft”). of the camshaft is converted into reciprocating
movement by the roller tappet. The roller of the
The camshaft of the fuel injection pump is roller tappet rotates on a defined path of the
driven by the diesel engine. In 2-stroke cam as a result of which the roller tappet gives
engines the speed of the pump corresponds to reciprocating movement to the plunger. The
the speed of the engine crankshaft. In 4-stroke movement to TDC (Top Dead Center) is given
engines the speed of the pump is half the by the cam while the plunger returns spring
speed of the crankshaft. The pump camshaft provides the movement of plunger/roller tappet
and the driving device of the engine must be to BDC (Bottom Dead Center). This spring also
connected by means of torsion-proof coupling ensures that the roller tappet does not lift-off
in order to synchronise the injection of fuel with the cam as a result of high acceleration. The
the position of the crankshaft. The type of angular displacement of the cams is such that
driving arrangement used depends upon the the injection sequence corresponds to the
design of the engine. firing order of the engine.

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 Engine System

Fig.A155 Fig.A156
Cam Profiles: In order to obtain a short duration of injection,
use is made only of the center part of the cam
Apart from driving the pump plunger, the
where the rate of rise is high. Injection is over
profile of the cam also influences the duration
before the rate of rise has reached its
of injection, the pump delivery and the rate of
maximum. This is necessary so that the
delivery. The decisive criteria of the pump
surface pressure between roller tappet and
cam are cam lift and rate of rise (equal to the
cam does not exceed a defined value. For this
plunger velocity) in relation to the cam angle.
reason, a safety margin of 0.3 mm is provided
Fig. shows the plunger lift and plunger
during injection. This limits the material
velocity as a function of the cam angle.
loading to the allowed value. For practical
Cam shapes applications there are various cam profiles.
a. Symmetrical cam shape This is necessary since different shapes of
combustion chambers and combustion
b. Asymmetrical cam shape processes call for specific conditions of
c. Non-reversible cam shape injection. For this reason, the injection process
is specially adapted to the respective engine
Plunger Travel
type. Starting with standard cam shapes it is
Plunger Velocity possible to calculate modified versions for
1. Transition point to small cam radius optimizing the injection characteristics and
pressure loading. Thus, any cam-shaft can be
2. Maximum end of delivery provided with the appropriate shape ofcam.
Symmetrical "a",Asymmetrical"b"

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Engine System

and non-reversible "c" cam shapes are

generally made use of. Non-reversible
means that the engine cannot be started in
the opposite direction of rotation. The
profile of the cam used depends on the
type of pump, the design of the engine and
its area of application.
Pump Element (plunger and assembly):
Each element consists of a plunger and
barrel. The plunger is fitted into the barrel so
perfectly (clearance of a few microns) that it
seals even at very high pressure and low
speeds. No additional sealing is required for
Fig.A158
this purpose. Slight leakages through the
plunger are required for lubrication purposes. Single Port element
The plunger is provided with a vertical Due to the precise matching of plunger and
groove as well as a helical cut. The edge barrel it is important that only complete
formed on the upper section of the plunger element to be replaced and not just the
is known as the 'helix' plunger or the barrel only.
The fuel delivery of injection pumps is a
dynamic process. It consists of several
stroke phases. The pressure required for
injection is produced by the injection pump.
With the plunger at bottom dead center
(BDC) the inlet ports are left open by the
pump plunger. The fuel, which is under the
pressure generated by the feed pump,
flows from the suction gallery through the
inlet ports into the high-pressure chamber.
As the plunger moves up in the barrel, the
Fig.A157 plunger closes the inlet ports. This phase of
Double Port Element the plunger stroke is termed as 'prestroke'.
During the prestroke, hydraulic pre-delivery
The barrel is provided with two radial ports and post-delivery effects are generated
opposite to each other through which the caused by the flow properties of the fuel. In
fuel flows from the suction gallery to the the further course of the plunger stroke the
pressure chamber intake and spill port) fuel is slightly compressed, i.e., due to its
and through which it returns when the elasticity characteristics the fuel is not
delivery ceases due to port opening. incompressible. This delivery phase
However, there are also "single port following the prestroke is known as the
elements". The barrel has only one lateral retraction stroke. After the retraction stroke
port (spill port). The plunger has an axial comes the actual effective stroke.
hole in place of the vertical groove and a
slanted slot instead of a milled helix.

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 Engine System

The pressure generated in the high-pressure a vertical groove or hole.

chamber due to upward movement of
The helix influences the fuel delivery. The
plunger, opens the delivery valve and the fuel
distance covered by the plunger until the
flows through the high-pressure pipe into the
moment of port opening depends on the
nozzle holder and to the nozzle.
position of the helix with respect to inlet
The effective stroke is completed when helix port. This position can be changed by
of the pump plunger opens the spill port/inlet turning the pump plunger.
port. From this point onwards, no more fuel is
In the example shown it means that with
delivered to the injection nozzle. During the
the plunger in the maximum delivery
remaining stroke of the plunger to top dead
position, port opening does not take place
center (TDC), the residual stroke, the fuel is
until the maximum effective stroke is
forced back into the suction gallery B through
reached i.e., after the maximum possible
the vertical groove/hole linking the plunger
quantity of fuel is delivered. If the plunger is
chamber A and the suction gallery B. After
turned to partial delivery position, port
the reversal of direction at top dead center
opening takes place sooner depending
the fuel initially flows back into the pump
upon the position of the plunger.
barrel through the vertical groove/hole until
the helix again closes the inlet. As the In the 'stop'position (zero delivery), the
plunger moves further down in the barrel a pressure chamber above the plunger is
vacuum is created. It is only after the inlet connected to the fuel gallery through the
ports have been opened by the top edge of vertical groove or hole during the entire
the plunger that the fuel under the pressure stroke. There- fore, no fuel is delivered. The
from the feed pump, flows from the suction pump plungers are brought into this position
gallery into the high-pressure chamber. The when it is required to stop the engine.
high-pressure chamber above the pump
plunger is again filled with fuel. The individual
stroke and delivery phases are shown in Fig
Control Of The Fuel Delivery:
The fuel delivery is controlled by varying
the effective stroke. This is done by the
governor by means of the control rack.
The power delivered by a diesel engine
depends, among other things, on the
quantity of fuel injected. Consequently, the
inline fuel injection pump must have a
device by means of which the quantity of
fuel can be matched to the load on the
engine within the power range. Fig.A159
The plungers in the inline pump have a
constant stroke. The time for end of delivery
and the fuel delivery is controlled by turning
the plunger, i.e., the effective stroke is varied.
For this purpose, the plunger has a helix and

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Engine System

Bottom dead Prestroke Retraction Effective Residual Top dead

center Fuel Stroke Stroke Stroke Centre
inlet

Fig.A160 Phase of the Plunger Stroke

Fuel flows from Movement of the Movement of Movement of the Movement of the Reverse
The suction gallery pump plunger from the pump pump plunger from pump plunger movement of the
of the injection bottom dead center to plunger from the the opening of the from the opening pump plunger
pump into the high- the closing of the inlet end of the delivery valve to the of the inlet port
pressure chamber ports by the top edge prestroke to the opening of the inlet (end of delivery)
of the plunger-and- of the plunger opening of the port by the helix to top dead
barrel assembly (variable depending on delivery valve (overflow) center
plunger-and-barrel
assembly)

The upper end of the control sleeve has a The control rack of the pump must be
gear segment. At the bottom it is provided connected to the governor in such a way that
with two, vertical slots in which the plunger no lateral or torsional forces are transmitted
vane slides. The teeth of the control sleeve to the control rack. If the control rack moves
engage the teeth of the control rack. The with difficulty or jams, the governing is not
pump plungers thus can be rotated by the stable; if the control rack is stuck in the full-
control rack during operation so that the load position, the engine may over speed. If
effective stroke and therefore, the fuel a linkage is necessary, the connection
delivery of the pump can be infinitely between control rack and governor is best
varied from zero to maximum delivery. made by a fork head.

Fig.A161 Control of the Fuel Delivery

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 Engine System

LEAK OIL GROOVE ELEMENT: DELIVERY VALVE (RETRACTION TYPE):

If the injection pump is connected to the The delivery valve assembly relieves the
lubricating oil system of the engine, the excess high-pressure pipe and maintains a residual
leakage of fuel (diesel) through the plungers pressure in the high-pressure pipe.
into pump camshaft chamber, leads to dilution The task of the delivery valve assembly is to
of lubricating oil. To minimise this problem, the separate the high-pressure pipe from the
pump barrel is provided with an annular groove, high-pressure chamber and to relieve the
which is connected to the fuel gallery of the high pressure delivery line. During delivery,
pump through a small hole. The leaking fuel the delivery valve is lifted off its seat by the
loses its pressure in the annular groove and pressure generated in the high-pressure
flows back into the fuel gallery. chamber. The fuel is delivered through the
delivery valve holder and the high-pressure
pipe to the injection nozzle. As soon as the
helix of the pump plunger opens the spill port,
the pressure in the high-pressure chamber
drops. As a result, the valve spring forces the
delivery valve back to its seat. The injection
circuit and the high-pressure circuit are thus
separated until the next delivery stroke.
A part of the valve stem below the conical
seat, there is a cylindrical piston (relief
piston) and is perfectly matched to the
valve body. At the end of delivery, this relief
piston first enters the bore in the valve body
and closes the high-pressure pipe from the
pressure chamber above the pump plunger.

Fig.A162
Leak Oil Groove Element
PLUNGERS WITH STARTING GROOVE:
Some diesel engines start more easily when
fuel injection timing is retarded during the
starting process relative to normal operation.
For this purpose, the plunger is provided with
an additional groove machined on the top
edge, called the 'starting groove'. This groove
is effective only when the plunger is in the
starting position and retards the start of
delivery by 5°-10° with reference to the
Fig.A163
position of the crankshaft.

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Engine System

Thereby, the volume available to the fuel in C. F.I. PUMP TIMING

the high-pressure pipe is increased by the More accurate fuel injection timing is set by
swept volume of the relief piston. The fuel fuel-cut-off method using swan neck pipe on
in the high-pressure pipe can expand number 1 delivery valve holder after
quickly and the nozzle needle closes removing the delivery valve spring and peg.
instantaneously. The relief volume is
matched to the length of the high pres- 1. Before setting the injection timing of the
sure pipe and therefore, the length of the pump, connect the Solenoid to the FIP.
high-pressure pipe should not be changed. 2. Remove the timing gear inspection
LUBRICATION OF FUEL PUMP: cover and the timing pin from the
flywheel housing.
Oil chamber for the camshaft and tappets
is combined. A leak- off pipe is provided so 3. Rotate the engine clockwise and observe
as the extra oil filled leaks out when the the 'O' mark on the fuel injection pump
pump runs. gear teeth. When the 'O' mark on pump
gear and intermediate gear teeth are
In a new pump or a pump received after about little away from meshing, insert the
repairs, it is necessary to fill the pump longer end of the timing pin in the
camshaft chamber with good quality clean flywheel housing. Now slowly rotate the
engine oil up to the recommended level. engine clockwise to the point where the
The camshaft chamber of the pump must timing pin goes fully into the first hole in
be sufficiently filled with oil at all times. At the flywheel and slides easily.
each regular engine oil change, proceed
as follows:
1. Clean the surface around the
inspection cover
2. Fill oil from the plug provided on the
governor housing using oilcan until
the oil just starts flowing through the
level plughole provided at the back of
the governor housing.
NOTE: If the oil is too thin and needs to be
replaced then keep adding oil until the Fig.A164
fresh oil starts flowing through oil level plug
and wait till excessive oil comes out. After removing the inspection cover pull,
the fuel shut off rod to the point where the
3. Replace the plug and tighten. control rod quadrant is visible and slightly
4. Remove excess oil from fuel pump by forward of the middle position. Temporarily
loosening level plug, whenever fix fuel shut off rod in this position and
tractor comes for regular service. proceed with fuel injection timing.

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 Engine System

A stream of diesel will flow through the

swan neck pipe.
A point will come when the diesel stream will
reduce to drops. Carefully turn the pump
shaft hub further clockwise till the point where
drops fall at an interval of about 15 seconds.
Holding the pump hub at this position, tighten
the pump gear mounting bolts securely.
Fig.A165 Check, the zero on the gear of F I pump
4. Remove the 1st cylinder high-pressure pipe aligning with the cut of the hub. Ref fig.A168
and the delivery valve holder after loosening
the holder clamp. Remove the delivery valve
spring, peg, and refit the delivery valve holder.
Fit the swan neck pipe. Ref fig.A166

Fig.A168
7. Recheck timing by first taking out the
timing pin and then turning the crankshaft
anticlockwise.
Drops will appear from swan neck pipe.
Fig.A166
Now turn the shaft clockwise till the drops
5. Insert a piece of cloth in the timing reduce again to a drop every 15 seconds.
inspection hole towards the intermediate Insert the pin in the flywheel hole to
gear to protect against any part or tool ascertain the correct timing.to as certain.
falling in the timing housing accidentally.
Loosen the three-pump gear mounting bolts.

Fig.A169
Fig.A167
8. Complete the job and refit the F.I pump
6. Rotate the pump shaft hub clockwise. Gear cover.

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Engine System

D. FUEL FEED PUMP

Fig.A171
Pressure spindle, roller tappet and plunger
are only in slight contact with one another.
As soon as the cam or eccentric has passed
its maximum stroke, plunger, pressure
Fig.A170 spindle and roller tappet accordingly move
"upward" due to the pressure exerted by the
Fuel has to be fed to the injection pump
plunger spring. A portion (quantity delivered
under pressure of about 1 atm. As the
per stroke) of the fuel present in the pressure
quantity of fuel delivered would otherwise be
chamber is there by delivered to the injection
inadequate. MICO BOSCH fuel feed pump is
pump (delivery stroke) through the filter. Fuel
a plunger pump and is provided with a hand
is, however, is slightly less than that swept
priming device and preliminary filter. out by the plunger in the suction chamber.

Drive:
The fuel feed pump is attached to the
injection pump and driven by its camshaft.

OPERATION:
The revolving cam or eccentric presses the
plunger of the feed pump "downwards" by
means of the roller tappet and or pressure
spindle. A portion of the fuel present in the
suction chamber equal to the swept volume
or quantity of fuel delivered per stroke is Fig.A172
delivered through the pressure valve to the The volume swept out in the pressure
pressure chamber, and the plunger spring chamber is the volume swept out in the
compressed in an intermediate stroke. suction chamber less the volume of the
Towards the end of this stroke the spring spindle projecting into the pressure chamber.
loaded pressure valve closes again Therefore, during the intermediate stroke a
quantity of fuel corresponding to the volume
of the spindle is fed to the injection pump.

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 Engine System

Where the pressure in the feed pipe exceeds PRELIMINARY FILTER:

a specified value, the plunger spring lifts the The preliminary filter is usually attached to
plunger only partially. The fuel quantity the feed pump. It may, however, be mounted
delivered per stroke correspondingly smaller. anywhere in the pipe between fuel tank and
Hence, higher the pressure in the feed pipe, feed pump. The function of the preliminary
smaller is the quantity delivered; the fuel feed filter consists of a housing with a nylon/ wire
is made "elastic". Should, for instance, the gauze insert. Where no preliminary filter can
overflow valve be stuck in closed position, be attached, a wire mesh sieve is mounted in
pressure in the feed pipe would quickly rise to the connecting banjo bolt for the feed pipe.
such an extent that the feed pump would stop
functioning. The pipe is thus safe against
excessive pressure.
E. ACCESSORIES
HAND PRIMER:
The hand primer is screwed into the feed pump
above the suction valve. With the aid of the
hand primer the fuel can be pumped from the
fuel tank through the filter to the fuel injection
pump when the engine is at rest. The quantity
delivered per stroke is about 6 cm3.
In order to operate the priming device, the
knurled knob is screwed out until the plunger Fig.A174
can be pulled upward, causing the suction For cleaning, unscrew the clamping nut,
valve to open and fuel flow into the suction swivel out the clip and remove the housing
chamber. When the plunger is pressed down, down wards. The filter sieve is rinsed in
the suction valve closes while the pressure petrol or fuel oil. In due course, the washer
valve opens with fuel flowing through the feed becomes hard and useless. It should be
pipe and filter to the injection pump. After use, it replaced so, as to prevent 'air lock.
is essential to screw the knob tight again.
MAINTENANCE:

Maintenance of the feed pump is limited to

cleaning the preliminary filter or the sieve in
the connecting piece every 125 hours. It
may also happen that, as a result of lengthy
storage or a long break in operation, the
plunger surface of the feed dries up
completely. Where this is the case,
suctioning of the feed pump is facilitated by
filling some fuel or oil through the suction
valve (on the inlet end) prior to use.

Fig.A173

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Engine System

F. THE GOVERNOR Governor control of engine speed is

A governor is a device for keeping the indispensable on a tractor. The load on the
engine at a constant speed when running. engine is subject to rapid variation, and the
Tractor engines are always fitted with driver is generally too busy to control the
governors, and the governors are always of fuel supply direct without difficulty. For
the variable - speed type. In other words the example, on lifting an implement out of the
governed speed can by varied by the ground, the sudden reduction in engine
operator as required. In this respect there is load would tent to make the engine race
an important difference in principle between away unless the throttle was closed. The
the controls of a tractor and those of a operator is well occupied in watching the
motorcar, in the later the fuel supply is under implement and steering the tractor, and the
direct control of the accelerator petal. But in governor relieves him of the duty of
the tractor, the governor controls the fuel regulating the throttle, the whole time to
supply, and the operator varies the engine meet transient variations in engine load.
speed by movement of the governor control
lever. The governor is designed to provide
variation of speed from idling to maximum.

Starter Spring

Fig.A175

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 Engine System

PRINCIPLES OF OPERATION: In mechanical governor type RSV used in FIP

In diesel engines it actuates mechanism of PT tractors the action of the two flyweights
controlling the amount of fuel delivered to presses the guide sleeve against the tension
the cylinder on each stroke of the fuel lever, which is drawn in the opposite direction
injection pump with the usual variable- by the governor spring is tensioned by an
delivery multiple piston pump. This means amount corresponding to the desired speed.
that the governor is connected to the pump The governor spring are so selected that at
control rod, the position of which the desired speed the centrifugal force and
determines the point of spill. the spring force are in equilibrium. If this
speed is exceeded the increasing centrifugal
MECHANICAL GOVERNOR: force of the flyweights acts through a system
The fuel injection pump fitted on engines of levers to move the control rack in the 'stop'
employs a mechanical governor, which is direction and the fuel delivery is decreased.
called a Variable speed governor.
Governors employing the principle of OPERATING CHARACTERISTICS
centrifugal force are called mechanical
governors. These are most widely used on Starting The Engine:
diesel engines. When the engine is stopped, the control
The mechanical governors are mounted on rack will move to the starting fuel delivery
the fuel injection pump. The control rack of position due to the action of starting spring,
the fuel injection pump is connected to the so that the engine can be starting with the
governor through a flexible joint and governor control lever in 'idling' position.
control lever is connected to the accelerator.

Fig.A177
RSV Governor Starting Position
Idling Speed:
When the control lever is in idling position, the
governor spring is almost completely relaxed
Fig.A176
and stands nearly in a vertical position.
Schematic Drawing of Variable Speed Therefore the spring has only a marginal effect;
Governor Pump the flyweights can swing outward at even a low

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Engine System

speed. The guide sleeve along with the of lesser delivery (point C). the speed of
guide lever move to the right in the the engine does not increase further and is
direction of arrow as shown in figure.A182. held constant by the governor as long as
in turn the guide lever swings the fulcrum the operating conditions remain uniform.
lever, which pulls the control rack in the
direction of stop, to idling position.
The tension lever is positioned against the
supplementary idling spring, which
facilitates stable idling speed.

Fig.A179
RSV Governor, Full Load at Low Speed,
starting of Torque Control
Governing Process In Maximum Speed
Range:
If the control lever is moved to the maximum
speed stop position the governor functions in
Fig.A178 the same way as explained above. However
the swiveling lever tensions the governor
RSV Governor Idling Position spring completely.
Governing Process In
Intermediate Speeds:
Even a relatively small movement of the
control lever from the idling position is
sufficient to move the control rack from its
initial (idling) position (point L in) to its full
load position (point B in). the fuel injection
pump delivers the full load fuel quantity into
the engine and the speed increases (B'B").
As soon as the speed increases the flyweights
swing outward (centrifugal force exceeds the
force of the governor spring corresponding to
the position of the control lever) and push the
guide sleeve and guide lever. In turn guide
lever swivels the fulcrum, lever and the control Fig.A180
rack is moved in the 'stop' direction, to a point RSV Governor Full Load at Maximum Speed
and of Torque Control Starting of Full load
Speed Regulation

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 Engine System

The governor spring thus acts with a

greater force and pulls the tension lever
against the full load stop and control rack to
the maximum fuel delivery position. The
engine speed increases and the centrifugal
force steadily rises.

Fig.A182
RSV Governor No Load regulated From
Full Load
STOPPING THE ENGINE:
(A) GOVERNORS WITHOUT SPECIAL STOP
LEVER ARRANGEMENT

Such governors are stopped by pulling the

Fig.A181 control lever to the 'stop'position. As this is
RSV Governor Full Load at Maximum done the projections on the swiveling lever
Speed and of Torque Control Starting of (inclined arrow) press on the guide lever
Full load Speed Regulation swings to the right, taking the fulcrum lever
and thus the control rack to the 'stop' position.
In governor equipped with torque control
Parallels the swiveling lever rocker touches
(adoption capsule) device, as soon as the
the 'stop' screws. Since the pressure exerted
tension lever is positioned against the full
by the governor spring on the guide sleeve is
load stop, the spring in the adoption
released the flyweights swing outward.
capsule is steadily compressed as the
speed increases (D,E in). as a result the
guide lever and fulcrum lever move the
control rack in the 'stop'direction and
reduce the delivery. The reduction in
delivery depends upon the adoption travel.
When the maximum full load speed (nvo) is
reached, the centrifugal force overcomes the
force of the governor spring and the tension
lever is deflected to the right. The guide
sleeve, guide lever and the fulcrum lever will
move the control rack in the 'stop'direction
until the fuel delivery rate is reduced Fig.A183
commensurate with the new load conditions. RSV Governors Stopping the Engine with
If the entire load on the engine is removed the Governor Control Lever
the no load speed nlo is attained.
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Engine System

(B) GOVERNORS WITH SPECIAL STOP LEVER: functioning of its fuel injection system. For
maximum efficiency in operation, it is essential
In the case of governors with special stop
that the engine be not only provided with fuel in
lever arrangement (irrespective of the
quantities exactly timed and proportional to the
flyweight and control lever positions) the
amount of work it is required to do, but also
control rack can be moved to 'stop' position
that it should receive each charge of fuel in a
by operating the stop lever.
condition such that it can be completely
When the stop lever is pressed to 'stop' consumed without causing smoke in the
position, the upper part of the fulcrum lever is exhaust. This is briefly the function of injector
swung to the right around the pivot point C in nozzle, which is held in position in the cylinder
the guide lever. As a result the control rack is head by a nozzle holder. As the nozzle may
pulled by the shackle (line member) to the have to deal with hundreds of fuel charges per
'stop' position. When the stop lever is minute, with widely varying condition of
released, a return spring (not shown in the pressure and temperature, the unerring
figure) brings back to its original position precision necessary in the production of these
(starting position). parts will be appreciated.

Fig.A184
RSV Governor Stopping the Engine with
Stop Lever
NOZZLES
DESCRIPTION AND OPERATION:
Fig.A185
The performance of a modern high-speed
diesel engine depends largely upon proper Hole Type Nozzle With Long Term

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 Engine System

G. Adjusting And Testing of

Nozzle Nozzle Cleaning:
Remove the injector from the cylinder head
and clean the carbon deposits, if any, by
washing them thoroughly in petrol. Remove
the nozzle and dip it in the clean fuel oil and
the nozzle needle too. After cleaning the
needle, insert into the nozzle body.

NOTE: Nozzle needle and body are lapped

together and must not be exchanged.

Initial Test: Fig.A186

Use clean test oil for testing. It is very important
1. Visual test (only on used nozzles): after
that the oil is clean. The nozzles are adjusted
cleaning, used nozzles should be
by their respective nozzle holders.
visually inspected. Look on nozzle
needle for damaged or rough needle
seat, for worn or damaged or carboned
seat and for out of round of needle hole.
When clamping the nozzle into nozzle
2. Slide test: after visual test all nozzles holder, take care that the sealing surface is
should be given slide test. clean and un-damaged. Place nozzle on
First dip the nozzle needle in clean fuel sealing surface of nozzle holder, tighten
oil and insert into the nozzle body. cap nut first by hand and then with a well
Holding the body almost vertically, pull up fitting wrench to torque 6-8 kgm.
the needle by one third of its engaged Connect nozzle holder with its respective
length. When released, the needle should delivery pipe to the outfit. To test for nozzle
slide down by its own weight. jamming, press the hand lever of the nozzle
tester down vigorously a few times (approx.
6-8 downward movements per second) with
Testing of nozzle and Adjustment of
a pressure gauge bypass. With nozzle
Opening Pressure:
needle moving properly, the nozzle should
The opening pressure of the nozzle chatter with shrill whistling buzz.
(assembled with nozzle holder) can be
Opening Pressure:
checked and readjusted on a nozzle tester.
The opening pressure is specified in the
This tester permits accurate checking and
operating instructions for the engine and
setting of opening pressure and observation
should be adjusted correspondingly. With
of the spray pattern of the nozzles.
the pressure gauge open to pressure slowly
The following is tested on the nozzle tester: depress hand lever until the nozzle ejects
Opening pressure. with slight chattering. Take reading on the
pressure gauge, if this pressure differs from
Leakage the specified opening pressure, it is
Chattering characteristics and spray necessary either to turn the adjusting screw
pattern. or to change total shim thickness

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Engine System

CAUTION: When the pressure gauge is To get maximum service life from
open to pressure, increase and decrease turbochargers few good practices are
pressure slowly, otherwise the gauge may followed:
be damaged. 1. Start Up
Leakage Test: When starting the engine use minimum
throttle and run in idle mode for
Operate hand lever of the nozzle tester until
approximately one minute.
pointer on the pressure gauge indicates 20
kg/cm² below the specified opening pressure. Caution: When starting the engine after
long time crank the engine after removing
The nozzle is considered leak-proof if no the solenoid, for 2-3 times to lubricate the
drop of fuel emerges out at end of nozzle turbocharger.
within 10 seconds.
2. After Servicing
Chatter Test and Spray Pattern:
After servfting the engine or turbocharger
For the tests it is absolutely necessary that ensure that the turbocharger is pre-lubed
the pressure gauge be by-passed. by adding clean engine oil into the
Testing speed range, 1 stroke in approx. turbocharger oil inlet until full.
©0.2 to 1 sec. (5 to 7 downward movement 3.10w Air Temperature & Inactive
per sec.) Operation
Pintle nozzles chatter audibly over the entire If the engine has been inactive for some time
range of attainable lever velocity (lowest test or the air temperature is very low, crank the
velocity: One downward movement per engine first and then run at idle. This allows
second). It is only when the lever movement the oil to circulate throughout the full system
is accelerated that the nozzle chatters with before high loads and speeds are applied to
a shrill whistle. Slight non-chattering in engine and turbocharger.
intermediate range is of no significance. 4. Shut Down
Well-atomized oven spray, irrespective of Before shutting your engine down, let the
test velocity observe spray angle. An turbocharger cool down.. Hot shut down
estimate of the shape of spray cone is can cause reduced service life, which is
feasible only when the lever movement is avoidable by a minute or two of idling.
accelerated (about 4 to 6 downward
5. Engine Idle
movement per second). The spray must
there be compact and well atomized Avoid running your engine for long periods
(chattering at full lift of nozzle needle). in idle mode (greater than 20-30 minutes).
Under idling conditions low pressures are
generated in the turbocharger, which can
cause oil mist to leak past seals into the
two end housings. Although no real harm is
done to the turbocharger, as load is
applied, temperatures increase and the oil
will start to burn off and cause blue smoke
emission problems.

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 Engine System

6. TROUBLE SHOOTING CHART

Symptom Probable Cause Remedy Observations
Starter motor does not Battery discharge or aged Recharge/replace battery Lights dim, Horn
crank the engine weak.
Alternator or voltage regulator Repair Alternator, Voltage
defective regulator
Starter motor or switch Repair or replace Lights bright, Horn
defective loud and sharp
Starter Motor cranks the Battery discharged or aged Recharge or replace
engine at insufficient speed
Alternator or voltage regulator Repair or replace
defective
Electrical connections loose, Tighten electrical connections.
battery terminals corroded Clean battery terminals, apply
petroleum jelly
Engine partially seized Get the engine repaired Engine noisy, when it
was stopped earlier
Lubricating oil too thick for the Use the correct grade
season
Starter motor cranks at Insufficient/no fuel in the tank Fill up tank
sufficient speed, but still Fuel tank breather hole blocked Clean
engine does not start Low pressure pipes blocked Clean or replace
Air in fuel system (air lock) Rectify leakage, bleed the Once started, engine
system may stop again
Filter insert(s) clogged Replace
Overflow valve leaky Replace
Pump drive shaft coupling broken Replace
Governor stop-lever not fully Rectify
disengaged
Governor linkages loose or Rectify
broken or restricted
Engine cranking satisfactory, Pump timing wrongly set Re-adjust Once the engine
it starts with great difficulty starts, there may be a
knocking sound,
overheating etc
Starting delivery from pump Get the pump recalibrated /
insufficient overhauled
Nozzle spray-holes clogged Get the nozzles cleaned/
nozzles sticky, spray reconditioned/replaced
unsatisfactorily
Cold starting / excess fuel Rectify
device defective
Engine cranking satisfactory Engine tappet adjustment Re-adjust
it starts with great difficulty incorrect
Air cleaner clogged Replace/rectify Black smoke at High
speeds/loads
Engine compression low Get the engine overhauled Blue smoke at all
engine speeds
1. Engine races after starting (speed uncontrollable)
Accelerator linkages sticky Rectify
Pump control-rack sticky Rectify
Governor linkages broken Replace & recalibrate the pump
Excess fuel-device button Rectify/replace
not snapping back to normal
position after starting

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Engine System

Symptom Probable Cause Remedy Observations

2. Engine runs erratically (Surge, Misfire)
Fuel system Water in fuel Replace fuel Accompanied by
Air in fuel Rectify leakage and bleed the engine missing
system
Restriction in fuel pipes Clean/replace Accompanied by loss
Filter inserts clogged Replace of power
High pressure pipe leaky Rectify/replace
/ broken
Idling speed setting not correct Adjust Hunting only at idling
speed
Pump timing too retarded Re-adjust
Fuel delivery between cylinders Recalibrate/ overhaul the pump
uneven, phasing incorrect
Pump control rack/toothed Replace and recalibrate
quadrants worn out the pump
Injector opening pressure Re-set the opening pressure
uneven
Nozzle sticky, spray holes Clean/recondition/ replace
clogged, poor spray nozzle
Engine problems Air filter/exhaust system Clean/replace
clogged
Valves sticky/valve spring broken Repair/replace
Tappet clearance incorrect Re-adjust
Too much play in accelerator Rectify
linkages
Engine compression poor/ Get the engine overhauled
uneven
3. Knocking -sound in the engine
Mechanical knocks Piston rings sticky/seized, Get the engine overhauled Accompanied by loss
engine cylinders/pistons of power, blue smoke
worn out
Big end/main bearings of Get the engine overhauled Lubricating oil
engine worn out pressure low
Tappet clearance excessive Re-adjust
Crankshaft end thrust excessive Re-adjust
Flywheel pressure plate loose Tighten fixing bolts
Combustion knocks Pump timing too much Re-adjust Accompanied by
advanced erratic running of the
Pump delivery valve spring(s) Replace and recalibrate engine
broken
Pump delivery valve(s) stuck in Replace and recalibrate
open position
Injector opening pressure high Reset
Nozzle needle(s) stuck in, Replace and test Excessive whitish
open position or nozzle smoke from the
engine exhaust
Air cleaner oil level high Correct the level
Engine overheating Refer point 8
Excessive carbon deposits Decarbonise
in combustion chamber

A–72
 Engine System

Symptom Probable Cause Remedy Observations

2. Loss of power
Fuel system Fuel adulterated/wrong grade Use correct fuel
Air in fuel system Rectify leakage and bleed
Water in fuel Replace fuel
Restriction in fuel supply lines Clean/replace
Filter insert(s) clogged Replace
Overflow valve sticky/leaky Replace
Fuel supply from feed pump Clean preliminary filters, get
insufficient the feed pump repaired
High pressure pipe leaky/ Rectify/replace
broken
Pump timing retarded Re-adjust
Full load/course of delivery less Recalibrate/overhaul Pump
Governor cutting-in speed Re-adjust
too low
Injector opening pressure Reset
incorrect
Nozzle spray-holes clogged, Clean/recondition/ replace
nozzles sticky, spray pattern nozzle
unsatisfactory
Engine problems Pump Control lever does not Rectify
butt against full load delivery /
maximum Speed stop screw
Valve clearance incorrect Re-adjust
Valve sticky, valve springs Rectify, replace
broken
Air filter/exhaust system clogged Replace/Rectify
Engine internal friction high, Get it rectified Accompanied by
probably due to partial seizure engine overheating
Engine compression low Get the engine overhauled Accompanied by blue
smoke from exhaust
Clutch slipping, plate worn Adjust the replace clutch plate Engine ‘races’ under
out / burnt load conditions
Brake dragging Re-adjust Wheel drums overheat
Tyres under-inflated Inflated to correct pressure
Engine / vehicle overloaded Avoid overloading
Fuel consumption high
Fuel system Fuel leaking Rectify leakage
Pump timing too advanced Re-adjust Black smoke from
exhaust
Idling speed setting too high Re-adjust
Full load delivery setting too Recalibrate / overhaul the
high pump
Adaption travel incorrect Recalibrate/overhaul the pump
Injector opening pressure low Re-set
Nozzle spray-holes clogged, Clean / recondition / replace
nozzle sticky, spray unsatisfied
Nozzle needle lift excessive Replace nozzles
Engine Valve clearance incorrect, Readjust / rectify
valves Sticky
Air cleaner / exhaust clogged Clean / Replace
Engine internal friction high Rectify Accompanied by
starting trouble
Engine compression low Get the engine overhauled

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Engine System

Symptom Probable Cause Remedy Observations

Operating conditions, driving Engine/vehicle overloaded Avoid overloading Accompanied by
habits loss of power
Clutch slipping, plate worn Adjust replace clutch plate
out / burnt
Brakes dragging Adjust
Tyres under-inflated Inflate to correct pressure
Untimely gear shifting / Improve driving habit
unsteady driving
Excessive smoke from the engine exhaust
7a. Black smoke
Smoke at full load at all Full load delivery from pump Recalibrate pump
engine speeds too high
Injector opening pressure Reset
too low
Excess fuel device not Rectify
snapping back to normal
position after starting
Smoke at full load and high Adaption travel incorrect Recalibrate
speed
Pump timing retarded Re-adjust Engine quieter than
normal
Smoke at full load and high Nozzle spray-holes clogged Clean
speed accompanied by
loss of power Air cleaner clogged Clean/Replace
High pressure pipes of Change the pipes with those
incorrect length, bore or of the correct type
deformed end-nipples
Intermittent puffing smoke Nozzle stuck in open position Clean and reset Accompanied by
knocking
Nozzle holder spring broken Replace and reset
7b. Blue / Greyish white
Blue smoke when Valve guides worn out Replace
accelerating only
Blue smoke at all speeds Worn out piston, piston rings Get the engine overhauled Accompanied by
and loads engine bore, etc. starting trouble / loss
of power
Blue smoke at maximum speed Oil level in air cleaner high Correct the level
Blue or whitish smoke when Nozzle sprays impinging on Remove the extra nozzle-
cold and when starting; cylinder head due to strong sealing washers used.
changes to black when hot fitment Position the injectors
(at all speeds and loads) correctly.
2. Overheating (check first the temperature -gauge)
Overheating at high speeds Full load delivery quantity Recalibrate Accompanied by
and loads too high Black smoke
Nozzle needle lift excessive Replace nozzle
Cooling system problems Cooling system leaky, Rectify/replenish
insufficient water
Fan belt loose, broken/greasy Tighten/replace
Thermostat stuck Replace
Engine Valve timing incorrect Re-adjust
Pump timing retarded Re-adjust
Piston/piston rings/bearings Rectify
tight due to wrong assembly
or partial seizure
Valve clearance incorrect Re-adjust

A–74
 Engine System

Symptom Probable Cause Remedy Observations

Cylinder head gasket leaky Replace
Exhaust system clogged Clean
Operating conditions and Clutch slipping, plate worn out Adjust / replace clutch plate
others / burnt
Brake dragging Re-adjust
Overloaded Avoid overloading
High altitude / hot climate
operation
1. Oil pressure low (Chec first with a master oil pressure gauge)
Oil Problem Engine oil level low Top-up as necessary Engine overhauling
Wrong grade of oil Drain and refill with correct
grade of oil
Lubricating system Problem Blocked oil pump Strainer Clean pump screen
Oil filter clogged Replace filter
Oil pressure relief valve stuck Repair/replace Plunger
in open
Worn gear teeth of oil pump Replace gear
Main/big-end-bearing Worn out Get the Engine overhauled
2. Excessive oil consump ion
Oil Problem Engine oil level too high Reduce oil level
Wrong grade of oil Drain and refill correct grade
of Oil
External oil leak from Engine Replace gasket seals where
necessary. Check mating
surfaces for damage or
distortion
Worn valves and guides Replace
or seals
Head gasket not sealing Replace gasket, check head
for damage or distortion
Oil loss past piston and rings Replace rings replace liners Blow-bye

TURBOCHARGING: - INSTRUCTIONS & PRECAUTIONS

There are certain precautions which needs to be followed with a turbocharged engine.

Do’s Don’ts

Ensure protective caps on all openings of Do not store turbochargers in heaps.

turbo Ensure specially deigned trolleys are Do not store turbochargers in moist or wet place.
used for turbocharger storage on assembly. Do not expose turbocharger to dust & dirt.
Ensure pre lubrication of turbocharger. Do not hold turbocharger by actuator rod.
Ensure leak proof joints for oil & air. Do not add any additives in lubricating oil &
Check periodically. fuel unless until specified.
Ensure specified grade of lubricating oil. Do not raise the engine RPM immediately
Ensure correct oil level in engine. after starting.
Run engine at idle RPM for approx 1min. Do not run the vehicle / engine at idle for
Before stopping & after starting. long periods (more than 20 – 30mins).
Check air & oil filter condition regularly to
the manufacturer’s specification.
Ensure that engine maintenance intervals
are adhered to.
Ensure engine & equipment are operated in such a
way that it is not harmful to the life of turbocharger.

A–75
Engine System

OIL LEAKAGE ANALYSIS OF TURBOCHARGER : -

A)Check for turbocharger compressor wheel
damage Disconnect compressor air inlet pipe
Not ok TC Needs to be replaced
Inspect wheel rotor vane damage Ensure zero
damage

B)Check for foreign material in air inlet pipe & air

cleaner choking Not ok Air inlet circuit to be cleaned
1. Inspect air inlet system
2. There should not be any foreign material

C) Check turbocharger rotor excessive movement.

1.Check rotor movement , rotor should spin freely Not ok TC Needs to be replaced
2. There should not be any contact with housing

D) Check oil circuit.

Oil inlet pipe & TC Needs to
1.Check oil inlet & outlet pipe. There should not Not ok
be replaced
be any sign of oil restriction or blockage

E) Check Turbocharger at turbine side.

1.Disassemble turbocharger or exhaust connection. Not ok If TC Needs to be replaced
possible inspect turbinewheel rotor vane damage .
2. There should not be any damage.

LOSS OF POWER/PERFORMANCE ANALYSIS OF TURBOCHARGER :-

A Check for tuning

1 Check unauthorized adjustment of the actuator
rod end.
2 Check unauthorized adjustment of the Not ok TC Needs to be replaced
minimum flow screw.This is factory set and the
paint seal should not be broken.

B Check actuator and rod movement

1 Connect the hand vacuum pump to actuator.
2 Operate vacuum pump until rod end reach its Not ok TC Needs to be replaced
hard stop.
3 Actuator should hold the depression.

C Check other components

1 Flow sensor. Not ok Replace the damaged
2 EGR valve. components
3 Modulation valve. 4 Injection units.

E Check turbo for damages

1 Dismantle turbocharger from engine Not ok Replace Turbocharger
and check for damage.

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 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

CONTENTS PAGE

1. GENERAL B-3

2. REMOVAL AND INSTALLATION B-4

3. DISASSEMBLY AND ASSEMBLY B-5

4. ADJUSTMENT B-7

5. RELEASE BEARINGS B-8

6. PTO CLUTCH OUTER CONTROLS B-10

7. CLUTCH OUTER CONTROLS B-11

8. CLUTCH PEDAL ADJUSTMENT B-12

9. TROUBLE SHOOTING B-13

10. SPECIFICATIONS B-17

11. TORQUE SPECIFICATIONS B-18

B–1
PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

B–2
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

1. GENERAL
on these tractors, twin plate diaphragm spring clutch
has been fitted. The clutch is comprised of a cover
assembly, driven plate and release bearing. It is
always best to replace all three if any of the orginal
assemblies have to be changed. Remember that all
parts have worked through the same service life.
NOTE: Loosen each of the clutch mounting bolts one
turn at a time by diagonal selection then remove the
cover assembly and driven plate from the flywheel.
Before finally removing from the vehicle, mark the
position of all the components parts in relation to the
flywheel to assist with correct reassembly.
EXAMINATION
Check the condition of the flywheel face, If badly
scored or heat affected it should be replaced, such
damage will cause rapid wear of the driven plate
friction material. Examine the flywheel spigot
bearing, if wear is evident or there is any doubt as to
its condition, it should be renewed, if considered
serviceable apply a smear of good quality HMP
grease. Oil leaks into the housing must be A. Clutch Assembly
thoroughly investigated and rectified to avoid clutch
contamination. Poor condition or adjustment of such
parts can cause judder or vibration often wrongly close fit but must also slide freely. Spin the driven
attributed to the clutch. plates on the first motion shaft and ensure that the
axial run-out of the outer edge of the facings does
Also,the complete release system should be not exceed 0.5 mm (0.020") Inispigol bearing and
examined to ensure that it is in good serviceable hub splines should be lightly greased with good
condition, with particular emphasis on wear and quality HMP grease. Ensure that the driven plates
fatigue cracks. Areas where cracks may appear and filled the correct wayround.
cause problems include the clutch.
It is most important to centralise the driven plate on
Also, the complete release system should be the fywheel.
examined to ensure that it is in good serviceable
With the plate centralised fit the cover assembly
condition, with particular emphasis on wear and
making sure that the fyweel dowels enter the holes
fatigue cracks. Significant wear on release bearing
in the cover. Screw in the mounting bolts and
guide tubes or any of the pivots in the actuation
tighten progresively by diametric section to the free
mechanism will cause problems and must therefore
state in specification.
be corrected before renewing the clutch. Accurate
alignment between the clutch housing and engine is
essential for good clutch function and acceptable
life, therefore, carefully check that the clutch
housing is free from cracks and that the dowels and
dowel holes are present and in good condition.
Before assembly thoroughly clean the face of the
flywheel and presure plate. Try the driven plate on the
first motion shaft splines, the hub should be a good

B–3
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

2. REMOVAL AND INSTALLATION

STEP 1
Separate the engine from the transmission housing.
STEP 2
Install the clutch centralising tool FC 0226 (D10065940).
STEP 3
Remove two of the bolts and spring washers (1) that
fasten the clutch to the flywheel and install two
8x10x200 mm guide studs.
STEP 4
Remove the remaining bolts and spring washers (1)
and remove the clutch (2) from the flywheel.
NOTE : For Installation, tighten the bolts to a torque of
25 Nm.
STEP 5
Remove the PTO friction plate (3) with the centralising
tool. Inspect the PTO friction disc for wear or damage.
Use an outside micrometer to measure the thickness
of the disc. The friction disc should be replaced if it is
less than 6.5 mm thick.
NOTE : For Installation, use the same procedure in
reverse order.
WARNING : Where removing friction material dust
from various component do not blow - out with are air
line. It could be harmful to inhale the dust - removed
with a vacuum cleaner.
NOTE : Item numbers are in order of disassembly.

B–4
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

3. DISASSEMBLY AND ASSEMBLY

STEP 1
Use a hydraulic press to compress the Belleville spring
(3) and remove the nuts (1) from the clutch housing
(5).
STEP 2
Remove the PTO pressure plate (2). Remove the
adjusting screw (6) and nut (7). Inspect the PTO
pressure plate face for grooves and flatness. If the
face has grooves or is not flat, grind the face
maintaining the dimension shown.

STEP 3
Remove the Belleville spring (3). Check the
Belleville spring for flatness and the correct free
height A. If the dimension A is less than 13 mm
install a new Belleville spring.

STEP 4
Remove the transmission pressure plate (4). Inspect
the transmission pressure plate face for grooves and
flatness. If the face has grooves or a not flat, grind the
face maintaining the dimension shown.
NOTE : Item numbers are in order of disassembly.

B–5
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

STEP 5
Remove the transmission friction plate (8). Inspect it
for wear or damage. Use an outside micrometer to
measure the thickness of the plate. The friction plate
should be replaced if it is less than 6.5 mm thick.
STEP 6
Remove the spring (9), roll pin (10), pivot pin (11),
PTO release finger (12), pin (13) and rod (14) from
the clutch housing (5). Inspect the parts for wear or
damage. If necessary, replace the worn or damaged
parts. Remove the remaining PTO release fingers
assembly.
STEP 7
Remove the spring (15), roll pin (16), pivot pin (17),
transmission release finger (18), pin (19) and rod
(20) from the clutch housing (5). Inspect the parts
for wear or damage. If necessary, replace the worn
or damaged parts. Remove the remaining
transmission release fingers assembly.
STEP 8
Inspect the inside face of the clutch housing for
grooves and flatness. If the face has grooves or is not
flat, grind the face maintaining the dimensions shown.
NOTE : For Assembly, use the same procedure in
reverse order. After assembly of the clutch, refer to
Adjustment.

Note : Item numbers are in order of disassembly

B–6
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

4. ADJUSTMENT
The cover assembly it set during manufacturing and
is disigned to operate throught its service life without
adjustment of any kind, however as the drivan plate
facing wear the relationship of the release fingers, to
the release bearings changes, and therefore required
checking and re-adjusting at the recommended service
intervals.

STEP 1
To adjust the transmission clutch finger setting, install
the plate FC 0227 from special tool (D 10065940) for
clutch setting onto the clutch centeralising Special FC
0226 tool and tighten the nut. Make sure that the
centralising tool is pushed fully onto the PTO shaft
bearing. Adjust the transmission clutch fingers so that
they just touch the plate. The fingers can be moved in
by loosening the locknut and turning the adjusting
screw counterclockwise and moved out by turning the
screw clockwise. Tighten the locknut.
A. Transmission Clutch Finger Setting

STEP 2

To adjust the PTO finger setting, install the plate FC

0228 from special tool (D 10065940) for PTO finger
clutch setting onto the clutch centralising tool, then
tighten the nut. Make sure that the centralising tool
FC 0226 is pushed fully into the PTO shaft bearing.
Adjust the PTO fingers so that they just touch the
plate. The fingers can be moved in by turning the
nut counterclockwise and moved out by turning the
nut clockwise.
B. PTO Finger Setting

Remark: FC 0226, FC 0227 and FC 0228 comes

under the D code D 10065940

B–7
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

5. RELEASE BEARINGS
DISASSEMBLY AND ASSEMBLY
Where a new bearing is to be fitted to the bearing carrier,
it is enentiol to rotate the bearing as it is presed in to
position. Failure to abserve this rule when fittings puts
a heavy static load on the bearing, almost certainly
resulting in damage to the inner and auter race cracks
and to the balls leading to nolsy opration and / or early
failure. Ideally use a hydraulic press and a rotating
talsce but a satisfactory method is to use a vice.
STEP 1
Disconnect the pin (1) that connects and PTO linkage
(2) to the PTO operating shaft (6).
STEP 2
Disconnect the clip (3) that connects the transmission
linkage (4) to the transmission operating shaft (7).
STEP 3
Remove the roll pins (5), PTO operating shaft (6)
and transmission operating shaft (7).
STEP 4
Remove the lever (8) and spring (9).
STEP 5
Remove the release bearings (10), transmission
operating fork (11) and PTO operating fork (12) as a
complete assembly.

STEP 6
Remove the spring clip (13), bolt and spring washer
(14), plate (15) and sleeve (16).

Note : Item numbers are in order of disassembly

B–8
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

STEP 7
Remove the transmission release bearing (17) using
bearing puller and a disc from bearing driver set.

STEP 8
Remove the support sleeve (8) from the PTO release
bearing assembly.

STEP 9
Remove the PTO release bearing (19) and ring (20)
from the support sleeve (21) using bearing puller and
a disc from the bearing driver set.

NOTE : For Assembly, use the bearing driver set to

install the PTO release bearing and ring onto the small
support sleeve.

NOTE : For Assembly, use the same procedure in

reverse order.

B–9
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

6. PTO CLUTCH OUTER CONTROLS

STEP 1 STEP 3
Removal Lock ring (7), Cotter Pin and washer (6) Remove Pin clevis a & remove pin cotter (8) from
and sleeve (11) and disengage the operating rod operating rod (5) and mark operating rod (5) bor.
(5). Remove pin cotter (8) from operating rod and STEP 4
clevis assembly.
Remove cotter pin (8) from ped and clivis anembly
STEP 2 (8) and remove it.
Remove the bolt (3) washers (2) and screw (1) take
out the PTO clutch lever assembly.

1. Screw 7. Lock Ring 13. Spring Washer

2. Washer 8. Pin Cotter 14. Bracket Assembly
3. Nut 9. Pin Clevis 15. Bush
4. Lever Assembly - PTO Clutch 10. Hub & Lever Assembly 16. Washer
5. Rod & Clevis Assy PTO Clutch 11. Sleeve - PTO Clutch 17. Circlip
6. Washer 12. Bolt 18. Rod & Clevis Assembly
19. Clevis

Note : For installation follow the same procedure in

reverse order.

B–10
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

7. CLUTCH OUTER CONTROLS

STEP 1 STEP 2
Remove Spring (4) from clutch pedal assembly. Remove split pin (13) cotter pin (12) remove Rod
Remove cotter pin (5) and disengage operating rod and clevis assembly (9).
(7)

1. Bolt 8. Lever 15. Washer

2. Pedal 9. Rod & Clevis Assembly 16. Circlip
3. Pad Assy Clutch 10. Nut M10 17. Spring
4. Spring 11. Clevis M10 18. Bracket Assembly Pivet
5. Pin 12. Pin Clevis 19. Bolt M12x1.75x25
6. Split Pin 13. Pin Cotter 20. Washer Lock
7. Rod & Clevis Assembly 14. Lever Assembly 21. Grease Nipple
22. Lever

Note : For installation follow the same procedure in

reverse order.

B–11
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

8. CLUTCH PEDAL ADJUSTMENT

STEP 1
Check the free travel of the transmission clutch
operating pedal (1).

The measurement must be 15 to 30 mm. If the free

travel is not correct, complete following step.

STEP 2
Remove the special pin (2). Loosen the locnut (3)
and turn the for (4) until the free travel of the pedal
is correct.
Tighten the locknut and install the special pin.

B–12
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

9. TROUBLE SHOOTING
Before troubleshooting the clutch, make sure of
the following :
1. The Engine is operating correctly.
2. The Engine mountings are in good condition.
3. The alignment of the engine, transmission,
driveshalf and rear axle are correct.

TROUBLE PROBABLE CAUSE REMEDY

Clutch does not release 1. Release bearing clearance is less
1. Adjust release bearing clearence
or release partially 2. Clutch linkage needs adjustment 2. Adjust clutch linkage
3. Worn or damaged linkage 3. Lubricate linkage. Make sure the
linkage is not loose. If condition
still exists, replace linkage.
4. Worn or damaged release bearing 4. Lubricate release bearing. If
condition still exists, replace
release bearing.
5. Worn or damaged splines on 5. Replace input shaft
input shaft
6. Clutch housing loose 6. Tighten bolts to specified torque,
if necessary, replace fasteners
7. Worn or damage pressure plate 7. Replace pressure plate and cover
assembly
8. Worn or damaged center plate 8. Replace center plate
9. Center plate binding 9. Inspect drive pins in flywheel
housing and slots in center plate.
Inspect tabs on center plate and
slots in cover, Service as necessary
10.Damaged hub in clutch discs 10. Replace discs
11.Facings worn below specified 11. Replace discs
dimension
12.Facings damaged 12. Replace discs
13.Oil or grease on facings 13. Clean facings. If oil or grease
cannot be removed, replace discs.
14.Damaged pilot bearing 14. Replace pilot bearing

Clutch pedal is hard to 1. Damaged release bearing pads 1. Replace release bearing
operate assembly, make sure clutch is
correctly adjusted.
2. Tight or stiff pivots in clutch linkage. 2. Lubricate linkage. If condition still
exists, replace linkage.
3. Worn or damaged clutch 3. Replace pressure plate and cover
assembly
4. Worn or damaged pedal shaft and / 4. Repair or replace as necessary
or cross shaft bushings

B–13
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

TROUBLE PROBABLE CAUSE REMEDY

1. Driver keeps foot clutch pedal 1. Use correct tractor operating procedure
out of 2. Clutch release bearing clearence 2. Adjust release bearing clearence
engagement needs adjustment
3. Clutch linkage needs adjustment 3. Adjust clutch linkage
4. Worn or damage clutch 4. Replace pressure plate and cover
components assembly.
5. Worn or damaged facings 5. Replace clutch discs
6. Oil or grease on facings 6. Clean facings. If oil or grease cannot be
removed, replace discs.
7. Worn or damaged flywheel 7. Service flywheel as necessary.

Clutch is noisy 1. Release bearing clearence needs 1. Adjust release bearing clearance
adjustment
2. Clutch linkage needs adjustment2. Adjust linkage
3. Tight or stiff pivots in clutch3. Lubricate linkage. If condition still exists,
linkage replace linkage
4. Worn or damaged release bearing4. Lubricate release bearing. If condition
still exists, replace release bearing
5. Worn or damaged clutch housing 5. Replace clutch housing and pressure
plate assembly.
6. Clutch housing loose 6. Tighten botts to specified torque. If
necessary, replace fasteners
7. Damaged hub or broken co-axial 7. Replace clutch discs.
springs in clutch discs
8. Facings worn below specified 8. Replace clutch discs.
dimension
9. Facings damaged 9. Replace discs
10.Oil or grease on facings 10.Clean facings. If oil or grease cannot be
removed, replace discs
11.Damaged pilot bearing 11.Replace pilot bearing

Clutch vibrates 1. Worn or damaged splines on 1. Replace input shaft.

input shaft
2. Pressure plate and cover 2. Remove, check balance and install
out of balance pressure plate and cover assembly,
if condition still exists, replace pressure
plate and cover assembly
3. Worn or damaged splines in hub 3. Replace clutch discs.
of clutch discs
4. Loose flywheel 4. Tighten fasteners to specified torque.
if necessary, replace fasteners.
Check flywheel mounting surface for
damage, replace if necessary.

Broken tabs on clutch 1. Vibration 1. Inspect hubs of clutch discs, Also check
plate clutch installation. Make sure dampened
clutch discs are used.
2. Release bearing clearence 2. Adjust release bearing clearence.
needs adjustment
3. Clutch linkage needs adjustment 3. Adjust clutch linkage

B–14
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

TROUBLE PROBABLE CAUSE REMEDY

Worn or damaged 1. Driver keeps foot on clutch pedal 1. Use correct tractor operating procedures
release bearing 2. Free travel not adjusted correctly 2. Adjust free travel correctly.
housing 3. Free travel out-of-adjustment 3. Adjust free travel to specifications.

Worn or damaged 1. Transmission not aligned 1. Make sure driveline angles are correct.
input shaft splines 2. Damaged hubs in clutch discs 2. Replace clutch discs
3. Worn or damaged pilot bearing 3. Replace pilot bearing
4. Engine vibration 4. Make sure dampened discs are used
Lubricate at scheduled intervals.

Pressure plate cracked 1. Drive engages clutch while 1. Use correct tractor operating
or damaged by heat tractor is coasting to create procedures.
shock load.
2. Driver uses clutch as a brake to 2. Use correct tractor operating procedure
hold tractor on a grade.
3. Free travel not adjusted correctly. 3. Adjust free travel to specifications
4. Oil or grease on facings 4. clean discs. If Oil grease cannot be
removed, replace discs. Repair cause
of grease or oil leak.
5. Worn or damaged diaphragm 5. Replace pressure plate & cover
assembly spring
6. Drive slips clutch excessively 6. Use correct tractor operating
engagement. procedures.

Grooves worn in 1. During agjustment, clutch pedal 1. Replace clutch disce. Also, replace
Pressure Plate pushed pressure plate, conveter plate fly wheel
if damaged.

Hub seprates from 1. Excessive engine vibration 1. Repair engine

disc 2. Clutch housing loose 2. Tighten clutch housing to
specified torque. If necessary,
replace fastners
3. clutch engaged while tractor is 3. Use correct tractor operating
coasting procesures
4. Shock loading 4. Use correct vehicle operating
procedures

Heat damage on Disc 1. Driver keeps foot on clutch 1. Use correct tractor operating
pedal or slips clutch procedures
2. Clutch does not engage or 2. See Trouble shooting
disengage completely
3. Free travel not adjusted correctly 3. Adjust free travel correctly
4. Worn or damaged diaphragm spring 4. Replace pressure plate and cover
assembly
5. Grease or oil on facings 5. Clean facings. If oil or grease
cannot be removed, replace discs.

B–15
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

TROUBLE PROBABLE CAUSE REMEDY

Lining separate 1. Facings worn past specified 1. Replace discs

from discs dimension
2. Tractor coasting downhill with 2. Use correct tractor operating
tramission in gear and clutch procedures
engaged
3. Worn or damaged drive pins in fly 3. Make sure drive pins are correctly
engaged housing installed. Service drive pins as
necessary
4. Lugs on center plate binding in 4. Replace pressure plate & cover
cover. assembly and/or center plate.
5. Driver slips clutch excessively 5. Use correct tractor operating
druring engagement procedures

B–16
 PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

10. SPECIFICATIONS
DESCRIPTION FARMTRAC

Type Dry Double Clutch with Independent Control

Transmission and PTO Disc Diameter 12in (305 mm)

Transmission Clutch PTO Clutch Lever Height 4.76in (121 mm)

From Surface Plate

Release Lever Height From Surface Plate 3.8in (96 mm)

Clutch Pedal Free Play 1.25 - 1.5in (32-38mm)

CROSS SECTIONAL VIEW OF CLUTCH ASSEMBLY

B–17
PTO AND TRANSMISSION CLUTCH, RELEASE BEARINGS AND LINKAGES

11. TORQUE SPECIFICATIONS

B–18
Transmission
 TRANSMISSION SYSTEM

TRANSMISSION SYSTEM

CONTENTS PAGE

1. DESCRIPTION A-3

2. 12 + 12 SPEED TRANSMISSION A-4

3. POWER FLOW IN HIGH SPEED RANGE A-5

4. POWER FLOW IN MEDIUM SPEED RANGE A-6

5. POWER FLOW IN LOW SPEED RANGE A-7

6. SERVICING THE TRANSMISSION A-8

7. DILFERENTIAL LOCK OPERATING LINKAGE A-9

8. PTO DRIVE SHAFT AND LINKAGE A-10

9. DIFFERENTIAL A-11

10. ADJUSTING DEFERENTIAL BEARING PRELOAD A-14

11. RANGE SHAFT A-16

12. PRIMARY SHAFT A-19

13. REVERSE IDLER GEAR A-23

14. PINION SHAFT A-24

15. SETTING THE POSITION OF PINION SHAFT A-26

16. CROWN WHEEL & SETTING A-27

17. SETTING THE SECONDARY SHAFT END PLAY A-28

18. MAJOR ASSEMBLYIES A-33

19. SECONDARY SHAFT A-34

20. TROUBLE SHOOTING A-37

21. SPECIFICATIONS A-38

22. TORQUE SPECIFICATION A-39

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Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

G-3
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

TRANSMISSION
DESCRIPTION
INTRODUCTION
Farmtrac 6075 pro tractor are equipped with 12
forward and 12 reverse speed synchroshuttle
gear box which makes it versatile for all
applications. There is a wide choice of 12
overlopping speeds for ground speed selection
Shuttle Range Main
to match with the soil conditions and the type of
implement in use.
There are three levers i.e. Shuttle Lever (1) A. Position of Gear Selection Lever
Figure B, Range Lever (1) & Main Gear Lever
(2) Figure C.

SHUTTLE LEVER
The shuttle lever is provided to select forward 
or reverse direction gear. This is located on the
left side of instrument cluster. Figure B.
To select forward direction, press the clutch
pedal and push shuttle lever away from driver's
seat. To choose reverse direction, press the
clutch pedal and bring the lever backwards
towards driver's seat.
B. Forward Reverse Selector
1. Shuttle Lever
RANGE LEVER
The Range lever is used to select the high,
medium or low gear train. It is located on the 
right hand side of the driver’s seat. Figure C.
To select gear in three ranges of low, medium
& high speed, press the clutch and select the 
range according to load and speed
requirement of the tractor by shifting lever.
MAIN GEAR LEVER
The main gear lever provides choice of 4-speed
selection. This is a synchromesh arrangement
and would enable shifting of gear while in motion.
Always press the clutch pedal to shift the gears
(1st, 2nd, 3rd and 4th). Figure C. C. Gear Selection Lever
1. Range Lever
2. Main Gear Lever

G-4
Printed in India - 08/2001 Escort Limited, AMMD Service
 12+12 SPEED TRANSMISSION
(with Shuttle Drive)
G-5

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Printed in India - 08/2001 Escort Limited, AMMD Service

SYSTEMTRANSMISSION
1. Transmission Shaft (1st, 2nd, 3rd & 4th Speed) 6. Differential 11. Range Shaft
2. Forward/Reverse Gear (Shuttle) 7. Bevel Gear 12. PTO Shaft
3. Primary Shaft 8. Single Speed PTO 13. Reverse idler Gear
4. Secondary Shaft 9. PTO Drive shaft 14. Range Gear (High, Medium & Low)
5. Pinion Shaft 10. Differential Lock Shaft
 12+12
(PowerSPEED High Speed
Flow in KINEMATICS
Range)

Ex.: FWD-REV / 1st Gear / High

G-6
R
H A
I N
G G
H E (HI) 1st Gear
Reduction
I Gear (16/44) x 12/38 x Epicyclic 96/14 FORWRD
II Gear (21/39) x 12/38 x Epicyxlic Reduction 96/14
III Gear (26/33) x 12/38 x Epicyclic Reduction 96/14 REVERSE
IV Gear (31/28) x 12/38 x Epicyclic Reduction 96/14
Epicyclie Reduction Ratio - 6.86 : 1

Printed in India - 08/2001 Escort Limited, AMMD Service

TRANSMISSION SYSTEM
 12 +12 SPEED TRANSMISSION
(Power Flow in Medium Speed Range)
Ex.: FWD-REV / 1st Gear / Medium
Main shaft consists of all 4 Gears in one pice (Z 31, 26, 21, 16)
G-7

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Printed in India - 08/2001 Escort Limited, AMMD Service

1st Gear

SYSTEMTRANSMISSION
MEDIUM RANGE (HI)
Gear (16/44) x (20/39 x 25/34) x 12/38 x Epicyclic Reduction 96/14
II Gear (21/39) x (20/39 x 25/34) x 12/38 x Epicyxlic Reduction 96/14
III Gear (26/33) x (20/39 x 25/34) x 12/38 x Epicyclic Reduction 96/14
IV Gear (31/28) x (20/39 x 25/34) x 12/38 x Epicyclic Reduction 96/14
Epicyclie Reduction Ratio - 6.86 : 1
 12 +12 SPEED TRANSMISSION
(Power Flow in Low Speed Range)
Ex.: FWD-REV / 1st Gear / Low
G-8

(8)01)-10-12:(DATEPM5.D:\BINANI\PRADEEP\RAJEEV\TRANS\TRANS
Printed in India - 08/2001 Escort Limited, AMMD Service

1st Gear

SYSTEMTRANSMISSION
LOW RANGE
I Gear (16/44) x (20/39 x 25/34) x (26/38 x 20/40) x 12 38 x Epicyclic Reduction 96/14
II Gear (21/39) x (20/39 x 25/34) x (26/38 x 20/40) x 12 38 x Epicyclic Reduction 96/14
III Gear (26/33) x (20/39 x 25/34) x (26/38 x 20/40) x 12 38 x Epicyclic Reduction 96/14
IV Gear (31/38) x (20/39 x 25/34) x (26/38 x 20/40) x 12 38 x Epicyclic Reduction 96/14
Epicyclie Reduction Ratio - 6.86 : 1
 TRANSMISSION SYSTEM

SERVICING THE TRANSMISSION

STEP 1
Separate the engine from clutch housing.

STEP 2
Engage PTO lever and remove the PTO, FigureA.

STEP 3
Remove trumpet housing assembly and the A. PTO Out-put Shaft
brakes.

STEP 4
Remove the hydraulic lift assembly, Figure B.

STEP 5
Remove the bolts from the selector plate.
Separate and remove the selector cover from
transmission case, Figure C.

NOTE :
For installation following same prodecure in
reverse order. Apply a continuous 3 mm B. Hydraulic Lift Assembly
diameter bead of & selestic 732 (loctite 510 if
selestic 732 is not available) on to the joint face
of the selector plate before installation.

C. Selector Plate

G-9
Printed in India - 08/2001 Escort Limited, AMMD Service
DIFFERENTIAL LOCK OPERATING
LINKAGE TRANSMISSION SYSTEM

REMOVAL & INSTALLATION

STEP 1
Remove the Cotter Pin (1) from end of the
operation rod (2) remove cotter pin (3) and
disconnect from the operating pedal (4) and
lever. Remove retaining ring (5) and remove
Pedal assembly and bush (6).
4

STEP 2
6 5
Drive out the roll pin (7) then partially remove the
shaft (8) from the RH side of the transmission
3
case. Remove the spring (9) and the selector fork
1
(10). Completely remove the shaft and replace
the o-ring (11). Check the condition of the plug
(12) and replace if damaged.

2
NOTE :

For Installation follow the same procedure in A. Differential Operating Linkage

reverse order. Install new roll pin (7).

G - 10
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

PTO DRIVE SHAFT AND LINKAGE

REMOVAL AND INSTALLATION
STEP 1
Drive out the roll pin (1) then remove the lever (2),
spring (3) and the steel ball (4). Remove the screw
(5) and the plate (6). Move the selector shaft (15)
outwards to disengage it from the sleeve (12).
STEP 2
Use a soft metal drift to remove the PTO drive
shaft assembly (7) from the transmission case.
Remove the snap ring (8), bearing (9) and the
retainer ring (10). Check the bushing (11) for
damage and replace if necessary using the bearing
driver tool.
STEP 3
Remove the sleeve (12). Drive out the roll pin (13)
and remove the coupling (14).
STEP 4
Remove the sleeve shaft (15) inwards and remove
from the transmission case. Remove the pad (16)
and replace the o-ring (17).
NOTE : For installation, follow the same procedure
in reverse order. Install new roll pins (1 and 13).

G - 11
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

DIFFERENTIAL
REMOVAL

STEP 1
Use a suitable sling and hoist to support the
differential assembly (7).
STEP 2
Remove the LH and RH bearing carriers
(1 & 2). Use a soft metal drift to remove the
bearing cup (3) and the shims (4) from the
LH bearing carrier. Keep the shims for
installation. Repeat the procedure for the RH
bearing cup (5) and shims (6).

STEP 3
Remove the differential assembly (7) from the
transmission case.

NOTE : For installation, refer to Adjusting the

Differential Bearings Pre-Load and Adjusting the
Gear Backlash.

Note : Item numbers are in order of removal

G - 12
Printed in India - 08/2001 Escort Limited, AMMD Service
DISASSEMBLY AND ASSEMBLY
DISASSEMBLY
TRANSMISSION SYSTEM

STEP 1
Use a two jaw puller and disc to removal the
differential bearing cones (1 & 2).

NOTE : For Assembly use a suitable tube and

a hydraulic press to install the bearing cones.

STEP 2
Remove the snap ring (3) and the washer (4)
Carefully remove the collar (5), differential lock
pins (6) and the springs (7). Remove the dowel
(8) if damaged.
STEP 3

A. Removal of Differencial Bearing Cone

Remove the bolts (9), plate (10) and the bevel
gear (11). Pull out the pin (12).

NOTE : For Assembly, apply Loctite 270 or

Loctite 271. onto the threads of the bolts. Evenly
tighten the bolts to a torque of 857 lbf.ft(120 Nm).

88.5 lbf.ft(120 Nm)

Bolt being Tightened (With Locktite 270)

Note : Item numbers are in axcles of disassembly

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Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

STEP 4
Remove the cross shaft (13).

STEP 5
Remove the thrust washers (14) and the planet
gears (15). Remove the thrust washers (16) and
the side gears (17 & 18).

NOTE : For Assembly, make sure that the side

gear (18) is installed into the differential lock end
of the differential housing (19).

STEP 6
Check the bushings (20 & 21) for damage and
replace if necessary using a hydraulic press and
the bearing driver tool.

STEP 7
Clean all the parts in a suitable solvent and dry
with compressed air. Replace all parts that are
damaged.

Note : Item numbers are in order of disassembly.

G - 14
Printed in India - 08/2001 Escort Limited, AMMD Service
ADJUSTING THE DIFFERENTIAL
BEARING PRE-LOAD
TRANSMISSION SYSTEM
ADJUSTMENT
STEP 1
Install the differential assembly (1) into the
transmission case and support in position.
STEP 2
Add all the shims (2) removed from both the
bearing carriers, into the recess in the LH bearing
carrier (4). Use the bearing driver set to install the
bearing cup (3). Install the LH bearing carrier,
brake housing (5) and the retaining bolts and
spring washers (6) but do not tighten.
STEP 3
Assemble the bearing cup (7) into the RH A. Selection of Shims for Pre-loading
bearing carrier (8). Install the bearing carrier,
of Differential Bearing
brake housing (9) and the retaining bolts and
spring washers (10). Remove the support from
the differential and evenly thighten all the
retaining bolts (6 & 10) to a torque of 857
lbf.ft(120 Nm).
85 88.5 lbf.ft(120
Nm)

B. Fitment of Outer Race of T.R. Bearing

with SST

88.5 lbf.ft(119 Nm)

STEP 4
Check that the range and speed selectors are in
neutral. Move the collar (11) toward the bevel gear
to engage the differential lock. Wrap a cord around
the collar and attach a spring balance
(dynamometer). Pull the spring balance and
make a note of the force required to rotate the
differential. The force required must be 2 to 3
kg. If the measured force is more than specified
remove some of the shim thickness and check
again. Add shim thickness if the force is less
than specified.

G - 15
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

DIFFERENTIAL BEARING PRELOAD

Add shims ‘F’ to preload the differential
bearings. The value must be 4.5 to 6.7 lb (20-
30 Nm) at 6.30 inch (160 mm) on the
differential housing. The total force required to
the bevel pinion bearing and differential
bearings is 22 to 33 lb (100 to 150N)

NOTE : Alternatively only the same can be

checked at Piniaun nut it self. The valve is 1.38
to 1.98 lb (0.63 to 0.90 kg) above the pinian
preload.

BACKLASH
Bevel pinion to crown wheel. 0.15 to 0.25 mm
(0.006 to 0.010 inch)
TIGHTENING TORQUE
Crown wheel to differential housing bolts 87 Nm.

DIFFERENTIAL BEARING PRELOAD

Example (inch) mm
Distance X on Pinion = 5.287 134.3
Measured distance Y = 5.992 152.2
Measured Distance Y = 5.992 152.2
- Shaft Radius 0.591 - 15.0 -
5.401 137.2
- distance X = 5.287 - 134.2 -
Required shims = 0.114 2.9
Shims are available from 2.5 - 3.5 mm (0.08 -
0.138 in.) in steps of 0.05 mm (0.002 in).

G - 16
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

ADJUSTING THE GEAR BACKLASH

STEP 1
Support the differential assembly (1) then remove
the retaining bolts and spring washers (6 & 10),
brake housings (5 & 9) and the bearing carrier (4
& 8). Remove the bearing cups (3 & 7) then install
half the shim thickness (2) into each of the bearing
carriers. Install the bearing cups. Assemble the
bearing carriers, brake housing, spring washers and
the retaining bolts onto the transmission case.
Remove the support from the differential then evenly
tighten all the retaining bolts to a torque of 857 lbf ft
(120 Nm) while rotating the differential.
A. Backlash Measurment on Bevel Gear
STEP 2
Install a dial indicator with the probe in contact
with and at 90 degrees to a tooth surface on
the bevel gear. Engage high range to lock the
pinion shaft.

857 lbf.ft(120 Nm)

88.5 lbf.ft(120 Nm)

STEP 3
Move the bevel gear in each direction and make
a note of the backlash on the dial indicator. The
backlash must be 0.0059 to 0.0098 inch (0.15 to
0.25 mm). Check the backlash on two more teeth
at equal distances around the bevel gear. If the
backlash is more than specified, transfer shims
(2) from the LH bearing carrier (4) to the RH
bearing carrier (8) without changing the total
shim pack thickness. If the backlash is less
than specified, transfer shims (2) from the RH
bearing carrier (8) to the LH bearing carrier (4)
without changing the total shim pack thickness.

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Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

RANGE SHAFT
REMOVAL AND INSTALLATION
STEP 1
On the RH side of the transmission case, remove
the pin and clip (1) to disconnect the foot brake
link (2) from the lever (4). Drive out the roll pin (3)
and remove the lever from the brake shaft (9).
STEP 2
On the LH side, remove the pin (5) to disconnect
the parking brake rod (6). Remove the pin and
clip (7) to disconnect the foot brake link (8). Pull
out the brake shaft (9).
STEP 3
Remove the PTO shaft (10) from the
transmission case.
STEP 4
Remove the snap ring (11) and the shims (12)
from the transmission case.
NOTE : For installation, refer to Setting the
Range Shaft End Play.

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Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

STEP 5
Loosen the locknut (13) then remove the detent
adjuster (14), spring (15) and the steel ball (16).
NOTE : For Installation, replace the sealing
washer (17) and apply Loctite 452, onto the
threads of the detent adjuster.
STEP 6
Remove the bolt and washer (18) from the
selector (21). Drive out the roll pin (19) from
the selector (22). Remove the selector shaft
(20), and the two selectors.
NOTE : For Installation, use a new plug (23)
and roll pin (19). Apply Loctite 542 onto the
threads of the bolt.
STEP 7
Put a wood block between the gear (27) and the
transmission case. Install the thread adapter into
the end of the range shaft (24). Connect the slide
hammer and remove the range shaft. Remove
the bearing (25) from the range shaft.
STEP 8
Remove the collar (26) and the gear (27).
Separate the roller bearing (28) and the spacer A. Installation of Thread Adapter FC 600 Into
(29) from the gear. Remove the spacer (30) the End of Range Shaft
and the double gear (31). Separate the roller
bearings (32 & 33) and the spacer (34) from
the double gear. Remove the spacer (35) and
the bearing (36).

STEP 9
Clean all the parts in a suitable
solvent and dry with
compressed air. Replace all
parts that are damaged.
NOTE :For Installation, complete
STEPS 5 through 8 in reverse
order
then refer to Setting
the Range Shaft End
Play. Lubricate all parts with
clean transmission oil before
assembly.

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Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

SETTING THE RANGE SHAFT END

PLAY

IMPORTANT :Before setting the end play for the

range shaft, the primary shaft must be installed.
Refer to Primary Shaft Removal and Installation.

STEP 1
Install the snap ring (2) into the transmission
case next to the rear bearing.

A. Distance from Bearing Face to Housing

STEP 2 Face being Checked with SST
Install a dial indicator with or with the gauge as
shown in Figure A. The probe in contact with the
end of the range shaft. Push the range shaft &
bearing fully forward then put a load on the dial
gauage and set the scale to zero and note the
reading on the dial gauge.
Select the same amount of shims - (in 0.1 decimal
values).

NOTE : Shims are available with a thickness of

0.5 mm 0.3 mm and 0.1 mm.
Range shaft end playing is 0-0.00397 inch (0.01
mm)

STEP 3
Install the required shim pack (1) and the snap
ring (2).

B. Ensure Cir-clip Rotates in the Groove after

assembly

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Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

PRIMARY SHAFT onto the threads of the bolt and loctite 638 on
new plug.
REMOVAL AND INSTALLATION

STEP 3
STEP 1
Follow the procedure in STEP 1 to remove the
Loosen the locknut (1) then remove the detent
detent assemblies (14 & 15) on the RH side of
adjuster (2), spring (3) and the steel ball (4). If
the transmission case. Remove the bolt and
equipped, remove the lock-out pin (6).
washer (16) from the selector (17) (1st/2nd
speed). Drive out the selector shaft (20) and
NOTE : For Installation, replace the sealing the selector (19). Leave the selector (17) in
washer (5) and apply 1 Loctite 542 onto the position.
threads of the detent adjuster.
NOTE : For Installation, use a new plug (22)
STEP 2 and the roll pin (18). Apply sealant B17427 or
Locitite 542 onto the threads of the bolt and
Remove the bolt and washer (7) from the loctite 638 on new plug.
selector (8) (range). Drive out the roll pin (9)
from the selector (10). Remove the selector
shaft (11) and the two selectors. Replace the STEP 4
bushing (12) if damaged.
Remove the lock-out pin (23) then follow the
procedure in STEP 3 to remove the 3rd/4th
NOTE : For Installation, use a new plug (13) and speed selector shaft (24) and the selector (25).
the roll pin (9). Apply Loctite 542 or Loctite 638 Leave the selector (26) in position.

77.4 lbf.ft (105 Nm)

57.1 lbf.ft (80 Nm)

Note : Item Numbers are in order of Removal

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Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

STEP 5
Remove the bolts and washers (26) and the seal
(27). Remove and discard the shaft seal (28) and
the o-ring (29) spring of oilseal.

NOTE :
For Installation, use a new shaft seal and o-ring.
Make sure that the seal lip is outwards and
lubricate with 251 HEP grease. Apply a
continuous 3 mm diameter bead of Silastic 732
of Loctite 542 onto the joint face of the seal
housing. Evenly tighten the bolts to a torque of
250 lbf.ft (35 Nm).
35 Nm

STEP 6
Pull out the transmission shaft assembly (30).
Remove the bearing (31), thrust washer (32),
roller bearing (33), bushing (34) and the thrust
washer (35).

STEP 7
Remove the shaft seal (36) from the
tansmission shaft (30). Check the bushing (37)
for damage and replace if necessary.

NOTE : For Installation, use a new shaft seal.

Make sure that the seal lip is inward and lubricate
with case 251 HEP grease.

NOTE : Item Numbers are in order of Removal

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Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

STEP 8 STEP 10
Remove the snap ring (38) and the shims (39) Remove the primary shaft (48) complete with
from the transmission case. Use a soft metal bearing. Remove the bearings (49).
drift to remove the bearing (40).

STEP 11
NOTE : For Installation, do not install the snap
Clean all the parts in a suitable solvent and dry
ring and shims. Install all other parts of the
with compressed air. Replace all parts that are
primary shaft then refer to setting the Range
damaged.
Shaft End Play to determine the correct shim
thickness.
NOTE : For Installation, follow the same
procedure in reverse order, Lubricate all parts
STEP 9
with clean transmission oil.
Remove the reverse gear (41) and the
synchromesh unit (42) as an assembly.Separate
the reverse gear (41), and the thrust washer (42)
from the synchromesh unit. Disassemble the
synchromesh unit into the following parts : ring
(43), hub (44), spring kit (Spring Pag, Ball) (45),
sleeve (46) and the ring (47).

G - 23
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

SETTING THE PRIMARY SHAFT

END PLAY

STEP 1
Install the snap ring (2) into the transmission
case next to the rear bearing.

STEP 2
Install a Dial indicatore with the probe in contact
with the end of the primary shaft. Push the primary
shaft fully forward than put a load as the dial gauge
and set the scale to zero. Moralke primary shaft
fully rear and not the reading on the dial gauge.
Select as mucls as shims to 0.1 value. Primary
shaft end play is 0 to 0.00393 inch (0 to 0.1 mm)
max.

STEP 3
Install the required shim pack (1) and the snap
ring (2). Ensure circlip rotates in the groov afer
assembly.

G - 24
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

REVERSE IDLER GEAR

REMOVAL AND INSTALLATION

STEP 1
Drive out the roll pin (1) from the spacer (8).

NOTE : For Installation, use a new roll pin.

STEP 2
Remove the locating bolt (2) and the sealing
washer (3).

NOTE : For Installation, replace the sealing

washer and apply Loctite 542 onto the threads
of the locating bolt.

STEP 3
Remove the shaft (4) complete with the roller
bearing (5). Remove the roller bearing and
discard the o-ring (6).

NOTE : For Installation, use a new o-ring.

A. Idler Gear Shaft with Needle Roller Bearing

STEP 4
Remove the reverse idler gear (7) and the spacer
(8) from the transmission case.

NOTE : For Installation, follow the same

procedure in reverse order, lubricate all parts
with clear transmission oil.

B. The Protrusion of the Gear to be kept

towards the back of the Housing.

Note : Item numbers are in order of removal

G - 25
Printed in India - 08/2001 Escort Limited, AMMD Service

PINION SHAFT
REMOVAL AND INSTALLATION
REMOVAL TRANSMISSION SYSTEM

STEP 1
Use the nut wrench FC 206 to loosen the
pinion nut (10)

NOTE : For Installation, use a new pinion nut.

Refer to Setting the Pinion Bearing Pre-Load
for the Correct tightening procedure.

STEP 2
Move the pinion shaft rearwards then remove
the thrust washer (1), selector hub (2) and the A. Loosing the Pinion nut
coller (3). Remove the gear assembly (4)
(Medium range). Separate the spacer (5),
bearing (6), spacer (7) and the second bearing
(8) from the gear.

STEP 3
Remove the steel spacer (9),
pinion nut (10), gear (11) (low
range) and the bearing cone (12).

Note : Numbers are in order of removal

G - 26
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

STEP 4
Remove the pinion shaft (13) complete with
bearing cone (14) and the spacer (15). Use a
hydraulic press to remove the bearing cone and
the spacer from the pinion shaft.
STEP 5
Use a soft metal drift to remove the bearing cups
(16 & 17) from the transmission case. Remove
the snap ring (18).
STEP 6
Remove the bearing rollers (19) and the spacer
(20) from the bore in the end of the secondary
shaft.

STEP 7
Clean all the parts in a suitable solvent and dry
with compressed air. Do not permit the bearing
to rotate when drying. Replace all parts that are
damaged.
NOTE : Before Installation, refer to Setting the
Position of the Pinion Shaft on the next page.
For Installation, stand the transmission case
vertical, so that the secondary shaft is at the
bottom then complete STEPS 1 through 6 in
reverse order. Do this to keep the bearing rollers
(19) in position in the bore of the secondary shaft.

NOTE : Always use a new Ringnut.

Note : Numbers are in order of removal

G - 27
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

SETTING THE POSITION OF THE

PINION SHAFT

STEP 1
Install the snap ring (1) and the pinion bearing
cups (2 & 3) into the transmission case using
the bearing driver. FC 0223

STEP 2
Assemble the gauge block (4), Rear bearing Cone
(5) on the special service tool of pinion shaft
A. Use of FC-0223
setting.

STEP 3
Install the rear bearing cone (5), the assembled 9 7 4
tool from STEP 2, front bearing cone (6), adaptor 8
(7), standard shim washer (8) and the handle (9)
Tighten the handle until the pinion bearing become
difficult to turn.

B. Pinion Shaft Setting Tool

5
6
7
4

9
8

C. Position of T.R. Bearings on the Setting Tool

Note : Numbers are in order of assembly

G - 28
Printed in India - 08/2001 Escort Limited, AMMD Service

STEP 4
Remove the bearing cones and shims from the
differntial bearing carriers. Install the RH
differential bearing carrier (10), gauge tube (11) TRANSMISSION SYSTEM
from special tool FC 0218 LH differential bearing
carrier (12). Install both brake housing (13 & 14)
and the retaining bolts (15). Evenly tighten the
retaining bolts to a torque of 877 lbf.ft (120 Nm).
STEP 5
Measure the pinion mounting distance as
shown in Figure B.
Depending up on the value specer is to be
noted down.
11
(a) If pointer is in 0 - 0.118 inch (3 mm)
spacer is to be used.
(b) if pointer is in + 0.1 - 0.114 inch (2.9
mm) spacer is to be used
Special Tool FC 0218
(c) if pointer is in - 0.1 (in dial gauge left side to)
0.122 inch (3.1 mm) spacer is to be used

STEP 6
Note the value written in pinion. 11

1. For pointer (a) of step 5, if 134.00 is written

on pinion use 0.118 inch (3 mm) spacer
2. For pointer if step 5, if 134.1 is written use
0.114 inch (2.9 mm ) spacer
3. For pointer (a) of step 5, if 134.9 is
written use 0.122 inch (3.1 mm) spacer B. Cheeking of Pinion Mounting Distance
4. For pointer (b) of step 5, if
134 use 0.114 inch (2.9 mm) Differential
line
• Mounting distance

88.5 lbf.ft (120 Nm)

C. Crown wheel setting

88.5 lbf.ft (120 Nm)

Printed in India - 08/2001 Escort Limited, AMMD Service

 TRANSMISSION SYSTEM

SETTING THE PINION BEARING

PRE-LOAD
Step 1
Use the nut wrench to tighten the pinion nut to
a torque of 10.7 to 17.8 lbf.ft (1.5 to 2.5 Nm).

Step 2
Move the collar on the pinion shaft rear ward to
disengage the secondary shaft.

Step 3
Wrap a cord around the pinion nut and attach a
spring balance. Pull the spring balance and make
a note of the force required to rotate the pinion
shaft. The force must be 9.0 to 13.5 lb (4.1 to 6.1
Kg). If the required force is mode than spcified,
A. Tighten the Pinion Nut
loosen the pinion nut and check again. Tighten the pinion
nut if the required force is less than
specified. When the figure is correct use a
suitable drift to lock the pinion nut on the to the
gear (Slow Range).

B. Pre-Loading Check of Pinion Shaft Bearing

G - 30
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

SECONDARY SHAFT
REMOVAL AND INSTALLATION
STEP 1
Remove the speed selectors (1) (1st/2nd) and (2)
(3rd/4th).
STEP 2
Remove the neutral start switch (3), pin (4) and
the steel ball (5). Loosen the locknut (7) then
remove the detent adjuster (8), spring (9) and
the steel ball (10).
NOTE : For Installation, replace the sealing
washers (6 & 11). Apply Loctite 512 onto the
threads of the neutral start switch and the detent
adjuster.
STEP 3
Remove the Allen screw (12) from the forward/
reverse selector (13). Remove the selector shaft
(14) and the selector.
NOTE : For Installation, use a new plug (15). Apply
Loctite 512 onto the threads of the Allen screw.
STEP 4
Drive out the roll pin (16) and remove the lever
(17). Remove the selector shaft (18), washer
(19) and the spring (20) from the inside of the
transmission case. Remove and discard the
shaft seal (21).
NOTE : For Installation, use a new roll
pin and shaft seal. Make sure that the
seal lip is outward and lubricate with Case
251 H EP grease.

Note : Item numbers are in order of Removal

G - 31
Printed in India - 08/2001 Escort Limited, AMMD Service

STEP 5
Remove the three bolts (22) and washers (23)
from the end cap (25). Remove the screw (24)
and install a M12 X 1.5 male adapter. Connect TRANSMISSION SYSTEM
a slide hammer to the male adapter and
remove the end cap. Discard the ring (26) from
the groove in the end cap. Remove the shims
(27) and keep for assembly.

STEP 6
Using a soft metal drift, drive in the secondary
shaft then remove the outer bearing (28) and
the spacer (29).
STEP 7
Drive the secondary shaft further inwards.
Remove the double gear (30) (4th speed),
synchromesh unit (31) and the single gear (32)
A. Removal of End Cap
(3rd speed) as an assembly.

STEP 8
Separate the gears and the synchromesh unit.
Remove the bearing (33), snap ring (34) and
the bearing (35) from the bore of the double
gear (30). Disassemble the synchromesh unit
into the following parts; ring (36), hub (37),
spring (38), sleeve (39) and the ring (40).
Check the bushings (41) in the gear (32) and
replace if damaged, using the bearing driver.

B. Removal of Outer Bearing

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 TRANSMISSION SYSTEM

STEP 9 NOTE : For Installation, make sure that the

lubrication grooves in the thrust washer are
Push the secondary shaft further inwards and
away from the bearing.
remove the thrust washer (42).
STEP 12
STEP 10
Clean all the parts in a suitable solvent and dry
Remove the single gear (43) (2nd speed),
with compressed air. Replace all parts that are
synchromesh unit (44) and the single gear (45)
damaged.
(1st speed). Separate the gears and the
synchromesh unit. Check the bushing (46 & 47) NOTE : For Installation, complete STEPS 7
in the gears and replace if damaged, using the through 11 in reverse order then refer to
bearing driver. Disassemble the synchromesh Setting the Secondary Shaft End Play.
unit into the following parts : ring (48), hub (49), Lubricate all parts with clean transmission oil
spring (50), sleeve (51) and the ring (52). before installation.
STEP 11
Remove the thrust washer (53), bearing (54)
and the secondary shaft (55).

Note : Item numbers are in order of Removal

G - 33
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

SETTING THE SECONDARY SHAFT

END PLAY
IMPORTANT : Before setting the end play for
the secondary shaft, the pinion shaft must be
installed. Refer to Pinion Shaft Removal and
Installation in this section.
STEP 1
Add shims (1) with the thickness of 2.0 mm into
the bore of the end cap (2). Install the end cap
and the bolts (3). Evenly tighten the bolts to
remove all the end play in the secondary shaft
but do not pre-load the bearings.
STEP 2 A.Adjust the Shims To Set Play in Pinion Shaft
Use a feeler gauge to measure the gap between
the end cap and the transmissiion case. Take the
measurement in three different positions, then
make a note of the average measurement as
dimension B in the calculation (STEP 3).
STEP 3
Use the following example to find the required
shim thickness.
A – B = C, shim thickness for zero end
play C – D = E, the requied shim thickness
Shim Installed in end cap; A =0.078 inch
(2.00 mm)
Average measured gap; B =0.0267 inch
(0.68 mm) B.Check the Play 0.10 to 0.72 mm. with a
Shim thickness for zero end play; C =0.051 inch Feeler Gauge
(1.32 mm)
Maximum end paly; D =0.028 inch
(0.72 mm)
Required shim thickness; E =0.023 inch
(0.60 mm)
Shim thickness for zero end play; C =0.051 inch
(1.32 mm)
Minimum end play; D =0.003 inch
(0.10 mm)
Required shim thickness; E =0.048 inch
(1.22 mm)
NOTE : Shims are available with a thickness of C. Bearing Being Installed on Secondary Shaft
0.019 inch (0.5 mm). 0.011 inch (0.3 mm) and
0.0031 inch (0.1 mm).
STEP 4
Remove the end cap (2) and install the required
shim pack (1). Install a new o-ring (4) and lubricate
with clean transmission oil. Apply a continuous 3
mm diameter bead of selestic - 732 (Loctite 542)
onto the joint face of the end cap. Install the end
cap and the bolts and spring washers (3). Evenly
tighten the bolts to a torque of 250 lbf.ft (35 Nm).

250 lbf.ft (35 Nm)

G - 34
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

SECONDARY SHAFT AND GEAR ASSEMBLY

A. Secondary shaft with & without roller bearing B. Roller bearing & washer installed

C. Gear set Gearset Secondary shaft

III & IV I & II Z-20
Z33 & Z28/28 Z44 & Z39

G - 35
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

SECONDARY SHAFT AND GEAR ASSEMBLY

A. Double Gear Z-28 / 28 B. Ball Bearing 6207 installed

in Double gear

C. 19 Needle Roller Bearings smeared in grease D. Ensure step in synchroniser in

installed in Secondary shaft Correct position

G - 36
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

SECONDARY SHAFT AND GEAR ASSEMBLY

A. Secondary Gear with synchronizer

Assembly

B. Secondary Shaft Gear Assembly

G - 37
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

TROUBLE SHOOTING

PROBLEM POSSIBLE CAUSES REMEDY

Gear Shifting Tight G.C. Rod Notch Position Fork / Check the position of GC rod notch.
Not taking place Sleeve Position. Breakage of Check with tyre lever for smooth
Synchroniser Teeth shifting.
Check fork & Sleeve position &
backlash.
Check for presence of ball, spring,
capsule.
If Synchroniser : Teeth Broken, then
Synchroniser needs to be replaced.

Leakages From Sec : Shaft Cover Remove Cluld: Housing: & check caps&
From Bottom Plate grub secrew oin Selector Shaft Cover.
From Housing Cracks Check for plate waviness & Loctite 510
on plate.
Check for any Crack on Housing.

Whine/Whisting Noise from Crown / Pinion Check Crown Pinion backlash &
Noise from back Preload.

High Noise when Noise on account of Z 21 Rev Idler Check / Change Gear Z 21 & Gear
Reversing in High gear & Z 26 Gear. Z 26.
Speed
th
High Noise in 4 Noise may be from Rev Train Check for Area (Front/Back)
High in both Noise may be from Rear Side If Noise from Rear : Check Z 20/ Z40
direction Gears.
Check Crown / Pinion Backlash
Check Epic Carrier & Half Shaft
backlash

Noise from the Differential If Noise is there while turning or

back side while applying brackes with one lever, then
turning check sun & planetary Gears of Diff:
Unit for backlash.

Rubbing Noise in R/F Fork Alignment out Check R/F Fork for its alignment.
Neutral Dog Clutch Shoe Check Dog Clutch Shoe.
Clutch Housing Bearing Check Clutch Housing Bearing.

Dent Noise in any Tooth damage of any Gears during If mild, observe from which position
Pisition operation. noise is coming, If serve, call Carraro
Service Dept:,
Do not run further.

Noise When Noise from R/F Fork Check rotation of Primary Shaft in
Forward / Reverse Neutral, Rev & Forward direction, if
Fork is engaged rotation in any of the position is not
smooth, then chek the R/F fork
alignment and set it right.

G - 38
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

SPECIFICATIONS

DESCRIPTION UNIT Farmtrac 6075 Pro

Differential Bearings Per-Load (Measured as the

Force to Rotate the Differential at the Diff. Lock Collar) kg 2 to 3 or 0.63 to 0.9 kg as pinian nut
above pinion pre-load
Differential Gear Backlash inch 0.0059 - 0.0098
(mm) (0.15 to 0.25)
Range Shaft End Play inch 0-0.003937
(mm) (0 to 0.1)
Primary Shaft End Play inch 0-0.003937
(mm) (0 to 0.1)
Secondary Shaft End Play inch 0.003937-0.0283
(mm) (0.10 to 0.72)
Pinion Shaft Bearing Pre-Load (Measured as the
Force to Ratate the Pinion Shaft at the Pinion nut) kg 4.1 to 6.1
Backlash between the Range Gears inch 0.003937 to 0.011811
(mm) (0.1 to 0.3)
Axial Clearance between Double Gears and fixed Sleeve with Shims inch 0.007874 to 0.011811
(mm) (0.2 to 0.3)
Backlash between Crown and Pinion inch 0.00590 to 0.00984
(mm) (0.15 to 0.25)
Backlash between the Primary Shaft and the Speed Gears inch 0 to 0.01496
(mm) (0 to 0.38)
Backlash between the Range Selector Collar and the
Range Gear on the Pinion Shaft inch 0.00787 to 0.01181
(mm) (0.2 to 0.3)
Grease Case 251 H EP or an equivalent
multi purpose lithium based grease
Gap Between Z 20 Gear Shaft Bearing & Cirdip groove inch 0.003937 to 0.01574
(mm) (0.1 to 0.4)
Gap between shifter blokes inch 0.1181 (max.)
(mm) (3.0(max.))

G - 39
Printed in India - 08/2001 Escort Limited, AMMD Service
 TRANSMISSION SYSTEM

SPECIAL TORQUES

DESCRIPTION UNIT Farmtrac 6075 Pro

Bevel Gear Bolts lbf.ft 63

(Nm) (85)
Brake Housing Bolts lbf.ft 64
(Nm) (87)
Primary Shaft Seal Housing Bolts lbf.ft 32
(Nm) (44)
Revers Idler Gear Pin Bolt lbf.ft 59
(Nm) (80)
Forward / Reverse Fork lock Screw & Nuts lbf.ft 59
(Nm) (80)
Shifter fork locking Screw lbf.ft 77
(Nm) (105)
Clutch Housing Mounting Bolts (M 14) lbf.ft 140
(Nm) (190)
Braks Mounting Bolts
lbft.ft 88.5
(Nm) (120)
Gear Shifter Cover Mounting Bolts (2 x M 10 Screws) lbf.ft 37
(Nm) (50)
Gear Shifter Cover Mounting Bolts (5 x M 10 Bolts) lbf.ft 52
(Nm) (70)
Hydraulic Mounting Bolts (M12) lbf.ft 88.5
(Nm) (120)
Trumpet Mounting Bolts (M 14) lbf.ft 140
(Nm) (190)

G - 40

Printed in India - 08/2001 Escort Limited, AMMD Service

 1. SPECIFICATIONS (T-I)
FATMTRAC-6075 Pro

GENERAL DIMENSIONS
Height to top of exhaust 196.0 in(2450mm)
Ground clearance (under front axle) 19.3 in (490 mm)
Width at minimum track 70.8 in (1800 mm)
(across rear tyres)
Width at maximum track 94.48 in (2400mm)
(across rear tires)
Overall length 137.0 in 3770 mm
Wheelbase 93.0 in (2370 mm)
Turning radius without brakes 1370 in (3475 mm)
Turning radius with brakes 152.0 in (3855mm)

TYRES SIZE
Standard 2WD Frant - 7.5 - 16
Rear - 16.9/14-30
Optional
DT Models

WEIGHTS
Total with fuel, oil and water 5788 lb (2625 Kg)
On front axle 2171 lb (985 Kg)
On rear axle 3617 lb (1640 Kg)

ENGINE
Number of cylinder 4
Bore 4.05 in (103.0 mm)
Stroke 4.99 in (127.0 mm)
Displacement 258.29 in(4233 cc)
Compression ratio 18.5:1
Firing Order 1-3-4-2
Idle speed 700-750 rpm
Rated Speed 2200 rpm
Tappet clearance (cold)
Intake 0.008 in (o.20 mm)
Exhaust 0.018 in (o.45 mm)

COOLING SYSTEM
Type
Fan-number of blades 10 blades puller fan
Fan/alternator belt deflaction
Thermostat
0 0 0
Starts to open at 176 -183 F(80-84 C)
0 0
Fully open at 165 F(90 C)
Pressure Cap 13 lbf/in2 (0.9 bar)

G-41
 HYDRAULIC SYSTEM

CONTENTS PAGE

1. SCHEMATIC DIAGRAM F-2

2. DESCRIPTION AND OPERATION F-3

3. MAIN DISTRIBUTOR VALVE F-5

4. NEUTRAL CYCLE F-6

5. RAISE CYCLE F-7

6. LOWERING CYCLE
F-9

7. INTERNAL LINKAGE F-11

8. HYDRAULIC HOUSING REMOVAL AND

INSTALLATION F-17

9. LIFT CYLINDER AND ROCKSHAFT F-18

10. SENSING LINKAGE F-21

11. HEIGHT CONTROL LINKAGE AND

CONTROLS F-24

12. DISTRIBUTOR VALVE SENSITIVITY ADJUSTMENT F-28

13. POSITION CONTROL ADJUSTMENT F-29

14. DRAFT CONTROL ADJUSTMENT F-30

15. CHECKING THE RETURN LEVER CAP SET F-32

16. TROUBLE SHOOTING F-33

17. SPECIFICATIONS F-35

18. TORQUE SPECIFICATIONS F-36

19. HYDRAULIC PUMP F-37

20. HYDRAULIC PUMP SPECIFICATIONS F-51

21. TORQUE SPECIFICATIONS F-52

F–1
HYDRAULIC SYSTEM

Steering Plate
Cylinder

Transport
Lock
Hydraulic
Cylinder

Hydraulic
Lift
Suction Suction Rear Axle Rear Axle
Steering Oil Filter Strainer Housing Housing
Reservoir

SCHEMATIC OIL FLOW DIAGRAM FOR TANDEM PUMP

F–2
 HYDRAULIC SYSTEM

HYDRAULIC SYSTEM
DESCRITPION AND OPERATION
In Farmtrac tractors, hydraulic system consits mainly
of an oil reservoir, hydraulic pump, lift cylinder and
piston and lift arms. The hydraulic circuit is an open
center design. When the engine is running, hydraulic
oil is continuously pumped through the system
irrespective of operational requirements. A control valve
spool directs the flow of oil to effect a raise, neutral or
lowering action of the lift.

Various circuit relief valve and check valves protect A. Hydraulic Oil Filter
the system components from any overload conditions
which may be encountered during normal or arduous
operations.

The hydraulic system for Farmtrac with an engine

mounted gear type hydraulic pump is illustred by
schematric diagram on previous page.

The transmission housing serves as a oil reservoir

and supplies oil to the hydraulic pump. Oil used in
hydraulic system is common with transmission oil.

The hydraulic gear type pump is mounted on the rear

left hand side of the engine, the drive is taken from B. Tandem Pump or Hydraulic
the camshaft gear at rear side.

HYDRAULIC OIL FILTER AND PUMP

Full flow micronic suction filter is provided on this tractor

model. The micronic suction filter is mounted on
hydraulic oil pump body in Tandem pump, is provided
on the front side of the engine. One section of the
Tandem pump supplies the oil through cooler to steering
and the other section supplies oil to hydraulics and oil
filter is fitted below the platform of tractor an LHS.

C. Hydraulic Oil Filter

F–3
HYDRAULIC SYSTEM

EXTERNAL CONTROLS
LIFT CONTROL LEVERS

Farmtrac tractors have two lever control system. The

two-lever control system incorporates seperate levers
for draft and position control situated at the right-hand
side of the operator's seat.
The system enables operator to select full draft control
(inner lever), full position control (outer lever) or a
combination of both for maximum implement depth
control, in addition to draft response.
DRAFT CONTROL A. Hydraulic Contol Levers
When an implement is pulled through the ground; the 1. Position control Lever
2. Draft control Lever
draft caused by soil resistance has the effect of trying
to rotate the implement around the lower link hitch points.
This creates a pushing or compressive force in the top
link.
When changes in working depth or soil resistance cause
the draft to increase or decrease; the compressive force
in the top link also increases or decreases.
The system of Draft Control uses the top link signal to
raise or lower the implement working depth to maintain
a constant draft when the position control lever is in
the lowest position.
POSITION CONTROL
Position control is selected by pushing the draft control
lever to the bottom of the quardrant (there by making
the draft control linkage inoperative) and moving the
position control lever.
DRAFT CONTROL WITH POSITION CONTROL
(BLENDING)
When the system is in draft control, the position control
lever can be utilized to set a desired maximum
implement working depth. Draft control is maintained
but the implement depth is regulated by the position
control setting which overrides the draft control linkage.

F–4
 HYDRAULIC SYSTEM

FLOW AND SENSITIVITY CONTROL

The hydraulic system is equipped with front of flow
and sensitivity control mechanism, operated by two
knobs provided on the distributor. The sensitivity
control knob (1), when rotated regulates the hydraulic
oil flow to give smoother response to draft signals while
using soil engaging implements. When setting the draft
control lever, the sensitivity control knob (1) should
be opened by rotating it in clockwise direction. In case
any vibrations are experienced on the mounted
implement, the knob is gradually rotated anti-clockwise
until the vibrations are arrested. The flow control knob A. Hydraulic Lift
(2), is provided to control the rate of drop, of the lower 1. Sensitivity Control Knob
links by regulating the flow of hydraulic oil. When the 2. Flow Regulation and Hydraulic Lock Knob
knob is fully tightened by rotating it in clockwise
direction to an extreme, the lower links can be locked
in the raised position, will not lower ever if draft or
position levers are lowered. While transporting
attachments, this locking system should be used. The
rate of flow of oil is infinitely variable between the
extreme positions of the knobs.

MAIN DISTRIBUTOR VALVE

The distributor valve operates in three different phases.
(A), Neutral (B), Raise (C), Lower. Operation of this
valve is explained in following descriptions. The remote
valve (S) are in neutral position to permit oil flow to
the main distributor valve from the steering priority
valve.

MAIN DISTRIBUTOR VALVE COMPONENT

F–5
HYDRAULIC SYSTEM

OPERATION gallery “20”.

The distributor operates in tn three different cycle. The oil contained in the cylinder is retained by the
non return valve “7” and the discharge valve “19” and
NEUTRAL CYCLE cannot return to the tank. The relief valve “15” protects
OPERATION & OIL FLOW the cylinder against possible overloads.
The distributor maintains the load applied to the lifting
arms at a given position and allows the oil from the POSITION OF VALVES IN NEUTRAL CYCLE
pump to return to the tank. Control Spool - Centre
Differential valve - Open
The slide valve “13” moves downward in such a way
as to link the oil gallery “5” to the oil gallery “21” which Non-return valve - Closed
returns to the tank. Discharge valve - Closed
The oil which arrives from the pump moves the valve
“4” upwards and flows freely to the tank via the oil

Flow Regulation Discharge

Sensitivity and Hydraulic Valve 19
Control Knob Lock Knob

Lowering
Rate Valve

Non-return
Valve

Differential
Valve

Relief Valve

Relief Valve

Oil Flow in Neutral Cycle

F–6
 HYDRAULIC SYSTEM

RAISE CYCLE POSITION OF VALVES IN RAISED cycle

PRINCIPAL Control Spool – Fully up

Oil enters the distributors valve at inlet A. During the Differential valve – Closed
raise cycle the control spool is fully up. The bottom
Non return valve – Open
control spool land is above port ‘B’ , so oil flows around
the control spool and combines with the spring pressure Discharge valve – Closed
to close the differential valve. Oil flow is then past the
non-return valve through the port ‘C’ into the lift cylinder
to raise the lift arms.
There is no oil flow through the lowering rate valve
because the discharge holes in the sensitivity valve
are locked by the discharge valve. A relief valve is
fitted in the inlet port before the non-return valve to
protect the system from high inlet pressure. The relief
valve will open when the inlet oil pressure is more than
180 TO 185 BAR (2610 TO 2680 lb/in2)

MAIN DISTRIBUTOR VALVE IN RAISE CYCLE

F–7
HYDRAULIC SYSTEM

OPERATION & OIL FLOW created by the piston “19” moved downward by the action
of the slide valve “13”, and returns to the tank via the
The oil contained in the cylinder returns to the tank at
discharge hole “23”. Thus, the load applied to the lifting
the same time as that coming from pump.
arms enables them to move downward.
Move the slide valve “13” downward, the oil gallery
NOTE: In return oil position (lowering of the arms), it is
“5” and “21” are connected. The oil coming from the
possible to adjust the lowering speed of the arms (or
pump opens the differentiol valve “4” and return to the
of the tool), by tightening the flow regulation and
tank via the oil gallery “20”.
hydraulic lock knobs.
During this time, the oil contained in the cylinder flows
NOTE: On the roads, with tools linked to the lifting arms,
from the channel “2” to the oil gallery “3”, via the holes
it is possible to lock these arms by compeletely
“22”, into the lowering valve “6” then into the space
tightening the flow regulation and hydraulic lock knobs.

Sensitivity

Valve

Valve

Slide

Oil Flow in Lowering Cycle

F–8
 HYDRAULIC SYSTEM

LOWERING CYCLE The speed to lowering can be adjusted by turning the

speed regulation hydraulic lock knob to increase or
PRINCIPAL
decrease the return oil flow rate. The hitch can be
Moving the control spool fully downward into the lowering hydraulically locked by turning the speed regulation
position produces no change in the inlet oil flow from and hydraulic lock knob fully clockwise. This will
that in the Neutral phase. The differential valve is open prevent an implement lowering when transporting on
and the non-return valve closed, permitting inlet oil flow the road.
at port A to return to sump through port E. Since the
NOTE: The main distributor valve is fitted horizantally
control spool has moved downward, to open the
in the hydraulic housing. Upward movement of the
discharge holes in the sensitivity valve. Oil flow is then
control spool is an actual inward movement into the
from the lift cylinder through the lowering rate valve,
distributor body when fitted on the tractor
sensitivity valve holes, discharge valve and through
the small hole in the control spool, to the discharge
POSITION OF VALVES IN LOWER CYCLE.
port D.
Control Spool – Fully down
To adjust the sensitivity of the system, turn the
sensitivity control knob. This will move the position of Differential valve – Open
the sensitivity valve, changing the oil flow through the Non return valve – Closed
discharge holes.
Discharge valve – Open

MAIN DISTRIBUTOR VALVE IN LOWER PHASE

F–9
HYDRAULIC SYSTEM

OPERATION & OIL FLOW The closure of the differential valve “4” is caused by
the upwards movement of control spool and
The oil from the pump enters the distributor valve at
subsequent upward movement of slide valve "13"
intel ‘A’. During the raise cycle the control spool is fully
which opens the delivery pipe towards the chamber
up. The bottom control spool land is above the port ‘B’
“5”.
and goes through and another pipe “9” to the control
conduits “5” and “16”. The differential valve “4” remains The pressure in the circuit is dependent on the
closed, which forces the oil to pass through the valve calibration of the discharge valves “15” and safety
“7”. valves “11”; the safety valve “11” limits the input
pressure.
From the non-return valve “7” the oil passes through
gallery “3”, and the channel “2”, and arrives at the The discharge valve “15” limits the pressure exterted
cylinder, thus provoking the movement of the piston on the piston during the phases when the non-return
“1” and therefore the raising of the arms. valve "7" and discharge valve "19" are closed.

Sensitivity
Control Knob 19
Lift Arm Discharge
Valve Valve
in Sensitivity

Valve

Valve
C
9

B
5

D A

Spool
1 2 15 13
16 4
Lift
Cylinder & Valve
Valve
Piston

Oil Flow in Raise Cycle

F–10
 HYDRAULIC SYSTEM

INTERNAL LINKAGE
The description of how the internal linkage operates
is divided into three sections :
a. Operating in position control
b. Operating in draft control
c. Operating in combined position and draft
control.

SENSING LINKAGE

HEIGHT CONTROL LINKAGE

F–11
HYDRAULIC SYSTEM

OPERATING IN POSITION CONTROL This movement is reversed by the link ‘L’ connected
by the rockshaft arm ‘M’ by the pin ‘N’, so that the
Moving the draft control lever against the lower stop
position cam 'G' rotates clockwise.
will cause the roller A to move the balance link B away
from the sensing cam C. In this position, any sensing When the roller ‘F’ follows the drop at the end of the
through the top link of the hitch will not be transferred position cam profile, the balance link ‘B’ will turn
to the control spool in the main distributor valve. counterclockwise. Again this movement is transferred
through the friction shock absorber ‘H’ and the return
To raise the hitch, pull the position control lever
lever and shaft ‘I’ to permit the return spring in the
upward. This will move the internal linkage as follows.
distributor valve to put the control spool ‘J’ into the
Fork ‘D’ rotates clockwise on shaft ‘E’, causing the
center ‘Neutral’ position. Oil supply is blocked to the
roler 'F' to slide on the position cam ‘G’. The movement
lift cylinder, so the hitch stops at the height set by the
of the roller turns the balance link ‘B’ clockwise,
Position control lever.
pushing the friction shock absorber 'H' upward. This
moves the return levers and shaft 'I' clockwise to push When the hitch is lowered, the internal linkage
the distributor control spool 'J' into the ‘Raise position’. movement described above, is reversed.
As the lift arms raise, the rockshaft ‘K’ will turn
counterclockwise.

POSITION CONTROL
LEVER
NEUTRAL
RAISE LOWER

I E D

DRAFT
CONTROL
LEVER

J H B A C

Internal Linkage for Position Control

F–12
 HYDRAULIC SYSTEM

OPERATING IN DRAFT CONTROL movement in the return lever ‘I’. The return lever moves
the control spool ‘J’ fully inward into the ‘Raise’
Moving the position control lever against the bottom
position.
stop will cause the fork ‘D’ to turn to its maximum
counterclockwise position (as shown below). The roller At the top of the lift arm travel, the piston will touch the
‘F’ follows the drop at the end of the position cam profile limit stop ‘Q’. When this happens, the tension rod ‘R’
‘G’, so that the balance link ‘B’ can rotate will move the return lever ‘I’ clockwise and compress
counterclockwise. This movement is reversed by the the spring on the firction shock absorber ‘H’.
friction shock absorber ‘H’ and return lever ‘I’, permitting
The spring in the distributor valve can now push the
the spring in the distributor valve to push the control
control spool outward into the center ‘Neutral’ position,
spool ‘J’ into the ‘Lower’ phase. In this position, the
stopping the hitch movement.
internal position control levers and cam will have no
effect on the control spool when the hitch is raised or To stop the hitch at the height before the automatic
lowered. stop, move.

To raise the hitch, pull the Draft control lever fully This will reverse the internal linkage movement
upward against the rear stop. The internal linkage will described previously to permit the control spool 'J' to
move as follows (refer to figure below and on next move into the center ‘Neutral’ position. Moving the
page). Draft control lever further downward will cause the
outward movement of the control spool and the hitch
Shaft and lever ‘O’ turn counter clockwise and through
will lower. During the initial movement of the Draft
link ‘P’ causes the roller ‘A’ to follow the sensing cam
control lever it is normal for there to be no downward
profile ‘C’. The roller pushes on the balance link ‘B’
movement of the hitch.
producing a clockwise movement, which is reveresed
by the friction shock absorber ‘H’ to a counter clockwise

J I D

B A C
H

INTERNAL LINKAGE FOR DRAFT CONTROL

F–13
HYDRAULIC SYSTEM

When an implement is lowered into the ground (by

the Draft control lever) there is an increase in draft
force. Since the implement can pivot at the bottom
link connections, the rear end will move slightly upward
causing the top link to push on the bracket ‘S’. The
bracket pivots at point ‘T’ and pushes the tension rod
‘U’ in the direction RP, producing a clockwise
movement in the lever ‘V’ and attached sensing cam
‘C’. Roller ‘A’ follows the sensing cam profile turning
the balance link ‘B’ clockwise and return lever ‘I’
counterclockwise through the friction shock absorber
‘H’. The control spool is pushed inward to the centre
‘Neutral’ position to stop downward movement of the
hitch.
If the draft force on the implement increases (because
of a change in ground conditions) the sensing cam
‘C’ will be moved further clockwise, causing the control
spool ‘J’ to be pushed fully inward into the ‘Raise’
position. The hitch will raise until the draft force
decreases, producing a reverse movement RN of the
internal linkage. This will permit the spring in the
distributor valve to move the control spool ‘J’ into the DECREASE IN DRAFT FORCE
‘Neutral’ or ‘Lower’ position.

SENSING AND OPERATION LINKAGE FOR DRAFT CONTROL

F–14
 HYDRAULIC SYSTEM

OPERATING IN COMBINED POSITION AND If the draft force on the implement decreases, there
DRAFT CONTROL will be a pull on the bracket ‘S’ causing a movement
‘RN’ in the tension rod ‘U’. The balance link ‘B’ cannot
Set the Draft control lever against the lower stop and
move because of the position of the roller ‘F’ on the
then move the position control lever to obtain the
position cam ‘G’ so the control spool ‘J’ will not move
maximum working depth. Slowly raise the Draft control
outward into the Lower position.
lever until the hitch raises slightly to the minimum
working depth. In this position, the roller ‘A’ has followed When the draft force increases, there will be a
the sensing cam profile ‘C’, causing the internal linkage movement RP in the system, causing the control spool
to push the control spool ‘J’ into the ‘Raise’ position. to the pushed inwards into the ‘Raise’ position. The
Adjusting the control lever in this way, sets to limits hitch is permitted to raise by a small amount until the
that the sensing system can change the working depth draft force decreases.
of the implement.

OPERATING IN COMBINED POSITION AND DRAFT CONTROL

F–15
HYDRAULIC SYSTEM

HYDRAULIC HOUSING, LIFT CYLINDER AND ROCKSHAFT

F–16
 HYDRAULIC SYSTEM

HYDRAULIC HOUSING
REMOVAL AND INSTALLATION

STEP 1
Remove the cab or remove the operators platform.

STEP 2
Disconnect and plug the tubes from the hydraulic
housing and the hydraulic pump.

STEP 3
Remove all the hydraulic lift fixing bolt.

STEP 4
Install two 14 x 2.0 mm lifting eyes and attach suitable
lifting equipment then remove the nuts, spring washers
and bolt that fastens the hydraulic housing to the
transmission housing. Carefully raise the hydraulic
housing clear of the tractor.

NOTE: For Installation, follow the same procedure in

reverse order. Refer to STEP 5 for the sealant application
procedure.

STEP 5
Clean the joint faces of the hydraulic housing and the
transmission housing with a suitable solvent then dry
in compressed air. Apply a continuous 0.118 inch (3
mm) diameter bead of sealant (Loctite 510) to the joint
face of the transmission housing.

F–17
HYDRAULIC SYSTEM

LIFT CYLINDER AND ROCKSHAFT STEP 3

DISASSEMBLY AND ASSEMBLY Remove the piston (5) and seal (6) from the lift cylinder.

STEP 1 NOTE : For Assembly, use a new seal lubricated with

petroleum jelly.
Remove the nuts and bolt (1) that fasten the lift cylinder
(2) to the hydraulic housing. STEP 4

STEP 2 Remove the snap ring (7) from the LH lift arm (8). Make
an alignment mark for correct assembly and remove
Remove the lift cylinder (2) from the hydraulic housing the lift arm (8) and washer (9).
and remove the gasket (3) and sealing washer (4) from
the lift cylinder. STEP 5

NOTE : For Asssembly, use a new gasket and sealing Repeat STEP 4 and remove the snap ring (10) RH lift
washer. arm (11) and washer (12).

Note : Item numbers are in order of disassembly

F–18
 HYDRAULIC SYSTEM

STEP 6
Remove the Allen screw (13) that locates the bell crank
(15) onto the rockshaft (14).
STEP 7
Support the bell crank and connecting rod (16) and
remove the rockshaft (14) from the RH side.
STEP 8
Remove the bell crank and connecting rod (16) from
the housing.
STEP 9
Remove and discard the ‘O’ ring (17) from the
connecting rod (16).
NOTE : For Assembly, install a new o-ring.
STEP 10
Remove the roll pin (18) and seperate the connecting
rod (16) from the bell crank (15).

Note : Item numbers are in order of disassembly

F–19
HYDRAULIC SYSTEM

STEP 11
Remove the two rockshaft oil seals (18 & 19) from the
hydraulic housing.
NOTE : For Assembly, install new oil seal using the
bearing driver setting Lubricate the oil seals with
petroleum jelly.
STEP 12
Inspect the rockshaft bushing (20 & 21) for wear or
damage. If necessary, use the slide hammer puller to
remove the bushings.
NOTE : For Assembly, insatll new bushings using
bearing driver set.
NOTE : For Assembly, use the same procedure in
reverse order.

Note : Item numbers are in order of disassembly

F–20
 HYDRAULIC SYSTEM

SENSING LINKAGE
DISASSEMBLY AND ASSEMBLY
STEP 1
Remove the bolt and spring washer (1) and clip (2)
that fastens the tension rod (3) to the sensing linkage
and lever (9). Remove the tension rod (3).
STEP 2
Remove the bushing (4) from the mounting block (5).
Inspect the bushing for wear or damage.
NOTE : For Asssembly, install a new bushing if
necessary.
STEP 3
Remove one of the rolls pins (6) from the shaft (7) that
fastens the sensing linkage and lever (9) to the
hydraulic housing. Remove the shaft (7).
STEP 4
Remove the two bolts (8) that fasten the sensing
linkage and lever (9) to the hydraulic housing. Remove
the sensing linkage and lever.

F–21
HYDRAULIC SYSTEM

STEP 5
Remove and discard the o-ring (10) from the hydraulic
housing.
NOTE : For Assembly, install a new o-ring.
STEP 6
Remove the tube (11) from the hydraulic housing.
STEP 7
Remove the nut (12) from the bolt (13).
STEP 8
Remove the washer (14), spring (15), spacer (16),
bushing (17) and flange (18) from the bolt (13).

F–22
 HYDRAULIC SYSTEM
EP GREASE
STEP 9
Remove the grease fittings (19, 20 & 21).
STEP 10
Remove the shaft (22) from the lever (9).
STEP 11
Remove the o-ring (23 & 24) from the shaft.
NOTE : For Asssembly, follow the same procedure in
reverse order. Install new o-rings (23 & 24) and EP GREASE
lubricate with pertoleum jelly. Fill the tube (11) with
EP or an equivalent multi purpose lithium based
grease.
EP GREASE

ADJUSTMENT OF SENSING SPRING

STEP 12
Use a depth micrometer to measure the distance ‘A’ in
the tube (11). Make a record of the dimension ‘A’.
STEP 13
The sensing spring (15) must be able to turn on the
bolt (13) but not have axial movement. Adjust the nut
(12) if necessary.
STEP 14
Measure the distance B between the inside face of
the flange (18) and the outside face of the washer
(14). Make a record of the dimension.
STEP 15 ote : I tem numbers are in order of disassembly

The dimension ‘B’ must be the same as dimension

‘A’. If necessary, replace the washer (14) to make the
dimensions ‘A’ and ‘B’ the same.

F–23
HYDRAULIC SYSTEM

HEIGHT CONTROL LINKAGE AND CONTROLS Disassembly and Assembly for the correct procedure.
Do not disassemble the sensing linkage assembly.
DISASSEMBLY AND ASSEMBLY
STEP 3
STEP 1
Remove the retaining clip (1 & 2) and the lever (3).
Remove the lift cylinder from the hydraulic housing.
Refer to Sensing Linkage Disassembly and Assembly STEP 4
for the correct procedure. Remove the retaining clip (4) and the lever (5).
STEP 2 STEP 5
Remove the sensing linkage assembly complete from Remove the two bolts and spring washers (6 & 7) that
the hydraulic housing. Refer to Sensing Linkage fasten the controls assembly to the hydraulic housing.

Note : Item numbers are in order of disassembly

F–24
 HYDRAULIC SYSTEM

STEP 6
Remove the two outer control lever rod assemblies
from the hydraulic housing and disassemble in the
order shown.
STEP 7
Remove the control levers shaft assembly from inside
the hydraulic housing and disassemble in the order
shown.

10. Allen Bolt 18. Allen Secrew 25. Lever

11. Allen Bolt 19. Spring 26. Lever
12. Spring 20. Lever 27. Retaining Clip
13. Lever 21. Plastic Ring 28. Pin
14. Plastic Ring 22. Mounting Ring 29. Spacer Ring
15. Mounting Ring 23. O-Ring 30. Spacer Ring
16. Plate 24. Allen Screw 31. O-Ring
17. Snap Ringh

Note : Item numbers are in order of disassembly

F–25
HYDRAULIC SYSTEM

STEP 8
Remove the remaining components of the internal
height control linkage assembly.
NOTE :
For Assembly, follow the same procedure in reverse
order then refer to the Return Lever Cap Adjustment
on the next page.
NOTE :
Item Numbers are in order of disassembly.

32. Snap Ring 44. Connector 56. Spacer

33. Snap Ring 45. Cap 57. Spacer
34. Lever 46. Locknut 58. Spacer
35. Balance Link 47. Return Lever 59. Roll Pin
36. Bearing 48. Spacer 60. Sensing Cam
37. Washer 49. Pivot Bolt 61. Plate
38. Spacer 50. Allen Screw 62. Shaft
39. Pivot Bolt 51. Retaining Clip 63. Snap Ring
40. Retaining Clip 52. Support Plate 64. Bushing
41. Retaining Clip 53. Link Arm 65. Bushing
42. Shock Absorber 54. Retaining Clip 66. Seal
43. Spring 55. Washer

Note : Item numbers are in order of disassembly

F–26
 HYDRAULIC SYSTEM

HYDRAULIC HOUSING

RETURN LEVER CAP ADJUSTMENT

STEP 9 2. SHOCK
ABSORBER
If the cap (19) has been required from the return lever
(47) or the celebration distance ‘A’ has been changed,
then it will be necessary to adjust the distance the
correct setting for distance ‘A’ is 15 mm. Tighten the
locknut (46) after any adjustment.

F–27
HYDRAULIC SYSTEM

DISTRIBUTOR VALVE SENSITIVITY

ADJUSTMENT

STEP 1
Before setting the sensitivity adjustment, make sure
that the adjustment of the Position control is correct.
See Position Control Adjustment to get access to the
distribution valve.
STEP 2
Attach a suitable weight to the lift arms (6) equivalent
to the weight of an implement. Raise the lift ar ms to
the middle of the travel.
STEP 3
Turn the sensitivity adjuster (1) on the distributor valve,
counterclockwise until the lift arms (6) begin to vibrate
then go to STEP 6. If the sensitivity adjuster has been
turned fully counterclockwise against the lowering rate
adjuster (2), without any vibration, complete STEP 4
and 5.
STEP 4
Identify and loosen the two Allen screws (3) that are
raised from the surface of the distributor valve end
cover. Pull back the rubber boot (4) then turn the
sensitivity adjuster (1) and the threaded bushing (5)
TOGETHER, fully CLOCKWISE against the lowering
rate adjuster (2). Tighten the two Allen screws.
STEP 5
Repeat STEP 3 and if necessary, complete STEP 4
again. When the lift arms vibrate, go to STEP 6.
STEP 6
At the point where the lift arms (6) begin to vibrate,
slowly turn the sensitivity adjuster (1) CLOCKWISE
until the movement stops and then a further ¼ turn.
STEP 7
Lower the lift arms (6) so that the weight is on the
ground. Loosen the Allen screws (3) then turn the
sensitivity adjuster (1) and the threaded bushing (5)
TOGETHER, fully COUNTERCLOCKWISE against the
lowering rate adjuster (2). Tighten the Allen screws.
STEP 8
The distributor valve is now set to maximum sensitivity.
To reduce the amount the sensitivity, turn the sensitivity
adjuster (1) clockwise.

F–28
 HYDRAULIC SYSTEM

POSITION CONTROL ADJUSTMENT

STEP 1
Attach a light weight to the lift arms (9)
STEP 2
Loosen the Allen screw (1) that fastens the lever (2)
to the Position control shaft (3).
STEP 3
Raise the Position control lever (4) until the lever (2)
touches the stop (5). Move the Draft control lever (6)
so that the lever (7) touches the stop (8).
STEP 4
Start the engine and run at Low idle. Without moving
the two control levers, use a 13 mm open wrench to
slowly turn the Position control shaft (3)
counterclockwise. Do this until the lift arms (9) raise
to the end of their travel. The lift arms will be stopped
by the internal height control.
STEP 5
To prevent damage to the hydraulic housing, it is
important that the lift arms (9) are stopped before they
are at maximum height. Turn the Position control shaft
(3) clockwise until the lift arms lower by 20 to 30 mm
at the ball ends. This is distance X shown on the
illustration.
STEP 6
Check that the lever (2) is touching the stop (5) then
fully tighten the Allen screw (1). Use the Position
control lever (4) to raise and lower the lift arms (9)
several times. Check that the free play at the top of
the travel of the lift arms is still 20 to 30 mm and adjust
again if necessary.

F–29
HYDRAULIC SYSTEM

DRAFT CONTROL ADJUSTMENT

NOTE : Correct adjustment of this mechanism will

make sure that the Draft control lever can be used to
raise the lift arms even when negative draft force (pull)
is acting on the system.
STEP 1
To make a negative draft force, install a bolt (1), plate
(2) and a locknut (3) between the hydraulic housing
(4) and the top link mounting bracket (5).
STEP 2
Make sure that the engine is stopped and the lift arms
(16) are completely lowered. Move both the Draft and
Position control levers (8 & 9) downward against the
lower, stop. Check that the lever (8) and (9) are
touching the stop (10).
STEP 3
Turn the bolt and nut (1 & 3) so that the mounting
bracket (5) moves away from the hydraulic housing
(4). Continue to adjust the bolt and nut until the internal
linkage is against the negative limit stop.
STEP 4
Start and run the engine at low idle speed. Slowly move
the Draft control lever (8) upward until the lift arms
(16) start to raise. At this point, the distance X between
the Draft control lever and the upper stop must be 15
to 20 mm. When this distance is correct, there must
be a gap Y of 3.5 to 4.5 mm between the lever (8) and
the stop (11).
STEP 5
If the distance X at the Draft control lever is not correct
the length of the tension rod (12) must be changed.
IMPORTANT : For Safety, this adjustment must only
be made when the engine is stopped.

F–30
 HYDRAULIC SYSTEM

STEP 6
Loosen the locknut (13) then remove the bolt (14).
Turn the adjusting block (15) to shorten or lengthen
the tension rod (12) using the following procedure :
Shorten the tension rod (12) if the lift arms raise when
the distance X is more than 20 mm.
Lengthen the tension rod (12) if the lift arms do not
raise until the distance X is less then 15 mm.
STEP 7
After adjustment, tighten the locknut (13). Raise and
lower the lift arms (16) to chek the distance X.
NOTE : The lift will move upward until the internal
height control operates. This position is above the
height set by the Position control lever (no free play at
the lift arm ends.)
STEP 8
When the adjustment is correct, stop the engine and
then remove the bolt (1), plate (2) and the locknut (3).

F–31
HYDRAULIC SYSTEM

CHECKING THE RETURN LEVER CAP SET

NOTE : Any adjustment must only be made if the return

lever cap (1) has been removed from the return lever
(2) or the calibration distance ‘A’ has been changed.
STEP 1
The cap setting ‘B’ can only be checked when the
Position and Draft controls have been correctly
adjusted and there is no weight on the lift arms (9).
STEP 2
Move the Position and Draft control levers (3 & 4) fully
downward against the lower stop. Check that the levers
(5 & 6) are against the stop (7) and that the lift arms (9)
are fully lowered.
STEP 3
Remove the distributor valve (8). Measure the distance
B between the cap (1) and the distributor valve
mounting face on the hydraulic housing. This distance
must be 113 to 114 mm.
STEP 4
If necessary, adjust the dimension by turning the cap
(1).
NOTE : If the calibration distance ‘A’ of the cap is
changed, the Position and Draft control adjustments
must be repeated.

F–32
 HYDRAULIC SYSTEM

TROUBLE SHOOTING

PROBLEM POSSIBLE CAUSES REMEDY

The lifter moves up in jerks The oil level in the housing Reset the oil level.
is insufficient.
The pump suction filter is Clean or substitute the filter.
obstructed.
Air trapped in the pump Check the suction pipe, the
suction pipes. eventual connections and
gaskets.

The lifter does not work. The pilot valve is jammed. Remove the distributor and
release the pilot valve.

The lifter starts lifting but The draft control is not Adjust the draft control.
stops as soon as it feels adjusted correctly.
the effect of the load,
without the intervention of
the overpressure valve.

The lifter does not lower to The control positioning lever Adjust the control positioning
the end. is not adjusted correctly. lever.
The sensitivity valve is not Adjust the senstivity.
adjusted correctly.

The lifter does not lower. Hydraulic lock engaged. Unscrew the locking adjuster.

The lifting capacity does not The O rings of the Remove the distributing valve
correspond to the one distributing valve are worn. and substitute the external O
prescribed. rings
The safety and overpressure Calibrate the valves.
valves are out of calibration.
The pump efficiency is low. Replace the pump.
The distributing valve Overhaul the distrubuting
efficiency is low. valve.

The lifter supports the load The piston gasket is worn. Replace the gasket.
with difficulty; when the pump The sensitivity valve is not Adjust the sensitivity or
is on, there is a rythmical adjusted correctly. replace the valve.
vibration, when the pump is The cylinder overpressure Remove the distributing valve
off, the load goes down. valve is faulty. and overhaul the valve.
The check valve is faulty.

F–33
HYDRAULIC SYSTEM

PROBLEM POSSIBLE CAUSES REMEDY

The booms are placed at the The limit stop of the Adjust the control position
limit stop upwards, when the positioning lever is not limiting the run of the booms
pump is on, there is a adjusted correctly upwards.
rythmical vibration; when the
motor is off, the load does
not lower.

Working in draft control, the The sensitivity of the Adjust the sensitivity.
device sinks or goes out of distributor is not adjusted
the tracks. correctly.

The draft control does not The draft control lever is not Adjust the draft control.
work, the lifter lifts and adjusted correctly.
lowers only through the
positioning lever.

The control position does not The stress control lever is Adjust the control position
work, the lifter lifts and lowers completely out-of-
only through the stress adjustment.
control lever. Breakdown of the inner Overhaul the lifter.
leverage

F–34
 HYDRAULIC SYSTEM

SPECIFICATIONS
DESCRIPTION UNIT FARMTRAC

Rear axle and hydraulic oil grad EP-80 W90

Lift piston diameter inch 4.330
(mm) (110)
Working stroke inch 4.016
(mm) (102)
Piston displacement inch3 59.130
(cm3) (969)
Angular travel of lift arms 70 to 720
Automatic hydraulic stop 750
Internal mechanical stop 780
2
Maximum system pressure relief valve lb/in 2510 to 2680
in main distributor valve (bar) (180 to 185)
Flow - max rpm UK gal/min 8.8
I/min (40)
- low idle UK gal/min 2.2
I/min (10)
Hydraulic Pump capacity 22.5 cc / 11.00 cc
cc 45 – 49 LPM
Shock valve in main distributor
valve lb/in2 290 to 297
bar (200 to 205)
Linkage category 2
Linkage lift - kg (2500)

Operation position and draft control

or mixed control
Sensitivity adjustable during operation
Lowering rate adjustable
Hitch lock mechanical
Sensing 3 positions through top link
Drawbar simple pulling hook
Remote valve maximum 2
single and double acting
Oil EP80W90
Change period after first 50 hours then every
1000 hours or whenever the warning
light illuminates

F–35
HYDRAULIC SYSTEM

TANDEM PUMP FIRST STAGE PUMP (For Tractor Hydraulic)

(FOR TRACTOR HYDRAULIC AND STEERING) GENERAL

DESCRIPTION : The first stage Pump is used to feed tractor hydraulic

Figure A on next page. Shows cross section of first
This tractor is equipped with Two stage Tandem Pump. stage pump. First stage pump is preassemble with
First unit is used to feed the tractor hydraulic and two socked head cap screws on the front flange, and
second unit is used for hydraulic steering. two in the rear flange.
NOTE : We recommend that these pump should not Figure B on next page shows cross section of second
be serviced except the replacement of oil seal should stage pump. This stage feeds steering unit of tractor.
be replaced with new unit in case of malfunctioning. This pump is anombled with two socked head cap
srews and on front flange and two in the rear cover.
The front and flanges will then be retained by the
TANDEM PUMP
main studs of the anemblag tandem pump.
This is assembly of two stage, a tang output shaft
Dissambly and assembly procdure offrist and second
and old ham style coupling connect both stages. stage pump are same.
Socket head capscrew retain the front flange rear cover
of the second stage to the front flange of the frist
stage.

Two Stage Tandem Pump

F–36
 HYDRAULIC SYSTEM

First Stage Pump

Pressure sheel Capscrew Double Pin Idler Gear Front Flange

Second Stage Pump

F–37
HYDRAULIC SYSTEM

DISSAMBLY :
GENERAL MARKING THE PARTS

Detailed procedure is given for dissembly and assembly Mark the parts before completly disassembling a pump
of pump prior to proceding, it may be necessary to disamembling. The marks allow components ot be
prepare some subassemblies separately. ressebled in the same relative position. This action
should be applied to the body, bearings and gears
The details for preparing each subassembly are given scribing, bluing, or using a felt tip pern to mark the
in the following section. Also, some general outside of the body on the inlet side is suggested to
recommendation are given below. indicate the relative position of the front flange the rear
CLEANLINESS cover the body. Mark the bearing blockes also on the
inlet side and the gears position relative to each other.
Cleanliness is primary factor for reliable pump
Do NOT scribe internal surfaces.
performance. Wash the outside of the pump
thoroughly before and all pieces prior to STEP 1
assembly.Cealning parts with clean soap solvent and Clamp teh tandem pump in a vice from flange side
air drying is usually adequate. and dissambl it into first stage and second stage pump
LUBRICATION OF MOVING PARTS units.

During assembly, is is jmperative to provide lubrication

with clean hydraulic oil to all the running parts of the
pump.
It is also necessary to coat the seals with grease.
The absence of lubrication during assembly can cause
the unit to seize after a few minutes of running.
CARE OF SURFACE TREATMENT
Be carefull when handling all the internal surface,
especially bearings, gears, and body faces. Do not
touch or reore with metal tools or cutting edges.

F–38
 HYDRAULIC SYSTEM

E. REMOVAL AND INSTALLATION

HYDRAULIC PUMP
Remove left hand engine shield. Drain the transmission
oil.
Note: Close all openings with caps and plugs.

Disconnect all hydraulic lines and hoses. Remove

hydraulic pump and O-ring. Make repairs as
necessary.
Important: Always use new O-rings. Damaged or used
0-rings will leak.
Place new O-ring on pump flange. Install pump on
engine. Install cap screws. Tighten to specifications.
Connect hydraulic lines and hose. Install right-
handengine shield. Refine transmission with proper
oil. Start engine and operate hydraulics. Check and
adjust transmission/hydraulic oil level.

Remove manifold (1) with 0-ring 0-ring (2) and (3).

Removenut (4) and lock -washer (5). Remove and
inpect gear (6). Unscrew bolts (7) and remove flange
(8). Make repair as necessary.

During reassembling use a sealant compound on the

flange.

F–39
HYDRAULIC SYSTEM

STEP 2
Clamp the unit in a vice from flange side. Make sure
that vice jaws are clean and have smooth surface to
preevent damage to the Pump.

STEP 3
Use a 17 mm socket wrench and loosedn the four
capascres on the cover. Next completely unsrew the
capscrews and remove them. Inspect the threads of
the capacrews for damage.

STEP 4
Using a 4 mm internal hex wrench, loosen and remove
the two small socked screws placed in the center of
the cover. Repeat the same opration for the
corresponding screws on the rear flange.

STEP 5
Place the Pump on the table and slowly remove the
front flange.
Be careful not to damge the shaft seal when removing
the flange. Avoid contact of the shaft seal lips with
keywey adges (in tapered and parallel shaft) or splined
shaft teeth.
Inspect the front flange and seal area.
Cleaning with shop sovent, dry, and set aside.

F–40
 HYDRAULIC SYSTEM

STEP 6
Remover rear cover.
Clean with shop solvent dry and set aside.
Visually inspect rear cover and seal area.

STEP 7
Place the pump on its side and carefully remove the
bearing block and gear set. To accomplosh this, hold
the pump body and push with your figure on the rear
bearing block
Mark the relative positions of the gear mesh drive
(gear tooth to idler gear tooth) and the bearing blocks
to the body so they can be reassembled in the same
position.

STEP 8
Check the seal quality, Replacement is recommended
whenever there are burrs, evidence of extrusion, or
marks caused by overheating, If the seals need to
be replaced, carefully remove them from the falnge
cover, beginning with the backup ring and then the
pressure seal.

Important: Do not use tools with sharp edge to

remove the seals as samage to the cover can result
After removal, dispose of damaged seals

STEP 9
Chack the quality of this seal, If necessary replace it.
Follow the same removal recomandation given in
step.8
After removal discard the damaged seal.

Important: Do not use tools with sharp edges to

remove the scales as damage to the cover can result.

F–41
HYDRAULIC SYSTEM

STEP 10
Place the flange on the work surface, Using internal
snap ring.

STEP 11
Check the shaft seal quality and remove if necessary.
To remove pry the botom of the shaft seal and force if
out while rotating the falnge to lift if out evenly.
Do not use the falnge pilot to gain leverge damge may
result Use a plastic rod or wooden dowel as fulcrum
After remoal dispose of the damage seal

F–42
 HYDRAULIC SYSTEM

ASSEMBLY
STEP 1
Have the entire seal kit available.
Light coat all seals with seal grease. The grease is
needed to adhere the seals to their grooves.
NOTE: Do not install dry seals.

STEP 2
Prepare the flange and shaft seal by lightly lubricating
with grease.
Seat the seal in the flange by hand. Then, using the
shaft seal installation tool, press the seal unitl the tool
stops on to the proper flange. This will insure the seal
is inserted the proper depth.

STEP 3
Install the snap ring using internal snap ring pliers.
Ensure the snap ring fits securely in its groove. This
is necessarory to retian the shaft seal.

STEP 4
Prepare the pressure seals by lightly lubricating them
with grease.
Install pressure seals into the grooves on the front
flange and rear cover. Then install the teflon backup
ring.
Ensure that the seals are located in the grooves, as
shown

F–43
HYDRAULIC SYSTEM

STEP 5
Clean the body
Inspect the internal and mating surfaces.
Ensure the surface are free of burrs and scrathes.
Check both teh bearing block mating surface and teh
cut-in-path. The cut-in-path should be no deeper than
0.1 mm (0.004 in).

STEP 6
Prepare the outer seal by lightly lubricating with grease.
Install outer seals in the grooves on both sides of the
body.

STEP 7
Caution: The gear surfaces are superfinished. Residue
on hands and fingers may be corrosive to the this
surface. do not touch.
Carefully clean the two gears. If the gears are new,
wash them with shop solvent to remove any
anticorrosive grease on the surfaces.
Inspect the journals and the flat faces on the top and
bottom of the gears. Ensure these surfaces are free
from burrs or screatches. If scratches or burrs are
found, clean them with a flat stone and/or very fine
emerypaper. Rewash the gears after the opration.

F–44
 HYDRAULIC SYSTEM

STEP 8
Clean the two bearing blockes.
Inspect the flat surfaces of the bearing blockes for
burrs or scratches on the edges. if necessary, remove
burrs with very fine every paper. Then rewash the
bearings.
Inspect the DU busings for wear. There should be no
bronze showing.
Using clean hydraulic oil, lubricate the internal and
external surraces of the bearing blocks.
STEP 9
Lubricat the joumals and the gear faces.
Assemble the bearing blocks and gears.
Ensure that the recessed bearing faces are intalled
adjacent to the gear faces. Align all assembly markes
made during disassembly. Ensure the front and rear
bearing blockes occupy the same location with
respect to the housing as before disassembly. Ensure
that the realtive potition of the gear mesh is maintained
as before diasassembly. Misalignment of the gear
teeth may increase oprating noise.

STEP 10
Install the bearing block and gear assembly into the
body cavity. Align the asembly marks to ensure that
the gear assembly is installed with the same orientetion
as before dissembly.

STEP 11
Remove any excess lubrication and grease from the
mating surface of the pump body. Ensure that these
surface are dry and free of contamination before
moving on to the next step.

F–45
HYDRAULIC SYSTEM

STEP 12
Install four 5 mm dowel pins into the proper cavities
on both sides of the body (refer to the illustration). Swab
the pins with assembly grease or petroleum jelly to
retain them during assembly.
Do not install dowel pins to the rear cover or flange, as
one of them may drop inside the pump during assembly.

STEP 13
Remove any excess lubrication and grease from the
mating surfaces of the front flange and rear cover.
Ensure that these surfaces are dry and free of
contamination before moving on to the next step.
Ensure the pressure seals ae seated properly after
this opration.

F–46
 HYDRAULIC SYSTEM

STEP 14
Mount the cover on the body. Ensure the arrow on the
back is oriented properly. The arrow should be in the
same direction as the flow.

STEP 15
Place the pump with rear cover downwards.
Ensure that the assembly marks on the bearing block/
body are property aligned.

STEP 16
Install a protective sleeve over the shaft. the sleeve
is used to protect the shaft seal from damage by the
shaft splines/keyway during front fange assembly.
Install the flange onto the body, than remvoe the
protective sleeve.
Ensure that the seals remain seated in their grooves
during this opration.

F–47
HYDRAULIC SYSTEM

STEP 17
Using a 4mm internal hex wrench, install the socket
head capscrews to the front flange and rear cover.
Torque 2.5-3.4 mm (22.30 lbf .in) If used, install new
o-ring to flange pilot.

STEP 18
After pump has been disassembled and reasrembled,
it is suggested that the pump be run in and tested on
the appropriate test stand. This is done to verify the
volumetric efficiency and the integrify of the unit.
Test specifications and procedure are given in end of
this section

F–48
 HYDRAULIC SYSTEM

ASSEMBLY OF TENDEM PUMPS :

STEP 1
Place the frist stage pump on the work bench, so that
the rear flange is in the upward position.
If necessory, remove burrs on the flance. Blow the
surface and cavity of the flange with compressed air
to remove any debris before assembly.
Fit the coupling onto the rear tang of the shaft.

STEP 2
Clamp the first stage of the pump in vice on the front
flange side. Install the studs.
Torque to 5-10 Nm (ibf'ft)

STEP 3
If necessary remove burrs from the front flange of the
second stage pump, then clen with compressed air.
Lubricate the pilot and o-ring with grease.
Mount the second stage pump on to the rear pad of
the first stage. Align the tang of the shaft with the
couplingng. The two tangs must be rotated 900 from
each other. The coupling will not engage the shaft if it
is not properly alingned. Press Unit together unit the
pilot is fully engaged.

STEP 4
Torque to 50-60 Nm (37-44 iibt*ft).
Use the torque sequence show at the right.

F–49
HYDRAULIC SYSTEM

TESTING THE PUMPS AND MOTORS

GENERAL
After assembling a pump, it should be tested to verify
that volumetric efficiency is sufficient to insure satis-
factory performance.
In order to test a pump, it must be operated on an
appropriate test apparatus. Schematic diagram for a
typical test apparatus is shown in the figure at the right.
Ensure that the test apparatus has sufficient power
available to meet the demand of the pump under test
( see specifications, )
The output flow should meet or exceed the specified
value given in the table. If the pump does not pass
test, it is necessary to disassemble the pump and find
the cause. Refer to Troubleshooting,for more
information.
It may be necessaryto check some dimensions and
replace either incor-rect,damaged, or worn parts.
TEST PROCEDURE
Run the pump for one minute at the pressure noted in
the table and check the output flow at the flow meter.
If the pump is in good condition, the measured flow
rates will meet limits given in the flow limits table.
Set up the pump on the test apparatus with suit-able
shaft couplings and port adaptors. Use ap-propriate
fluid per ISO VG468. Start the prime mover and run
the pump until the oil temperature is 40° to 45°C [104°
to 113°F] as measured in the inlet line.
Set up the following test parameters :
• Pump Speed 1500 rpm
• Inlet Vacuum 0.15 bar [2.175 psi]
• Outlet Pressure See Table
Pump Flow Tables
Type Minimum Out put flow
l/min USgal/min
first stage(in India) 20.7 5.47
first stage(Out of India) 24.3 6.42
second stage 15.5 4.09

Test Pressure Table

Type Minimum Out put flow
bar psi
first stage(in India) 250 3625
first stage(Out of India) 250 3625
second stage 250 3625

F–50
 HYDRAULIC SYSTEM

SHAFT SEAL INSTALLATION TOOL

F–51
HYDRAULIC SYSTEM

TROUBLE SHOOTING
Low or no flow from gear Pump
PROBLEM POSSIBLE CAUSES REMEDY

1. Check oul level in reservoir. Insufficient oil to supply gearpump. Fill reservoir to proper level
2. Check input spline condition. Input shaft broken or stripped. Repair or replace grear pump.
3. Check pressure at pump inlet. Clogged suction filter or intel Replace filter or clean suction
Recomended inlet pressure : screen. screen.
0.8 to 3.0 bar absolute. 0.6
Minimum at cold dtart.
4. Check condition of gear faces Scored bearing block and gear Repair or replace gear pump.
and bearing block. faces will reduce pump efficiency.
5. Check bushing Our pressure of gear pump will
cause idler gear pushing is fail
Excessive Noise
ItemDescription Action
1. Check oil level in reservoir. Excessive air will cause cavitation Fill reservour to proper level
sound.
2. Check inlet line for leaks. Excessive air will cause cavitation Repair inlet line
sound.
3. Check pressure at pump inlet. Lower than normal inlet pressure Return inlet pressure to
cause excessive pump noise. recomended levels.
Recommended inlet pressure :
0.8 to 3.0 barabslute. 0.6
Minimum at cold start.
External Leakage
ItemDescription Action
1. Check & ring for Pinched seal will allow leage. Replace pinched seal.
piched o-rings or check
back up ring real
2. Check premyre real Damage to pressure seals is Inspect condition of bearings
typically caused by reduced blocks if they are pump to be
"stack-up" in the pump assembly worm repair or replace item pump.
This may be due to under torqued Or replace the pump.
assembly fasteners, or more If bearing blocks are not worn,
commonly is attributed to replace pressure seals and
excessive wear on the bearing torequed pump assembly
Rlocks. reduced "stack-up" will fasteners.
affect seal effifiency possibly
to the point of seal extrusion.

F–52
 HYDRAULIC SYSTEM

SPECIFICATIONS
TYPE
GEAR45-49 Liter/Min
at 1500 rpm (pump rpm)
STEERING UNIT FARMTRAC
TYPE GEAR
Displacement 22.5 / 11.5 cc
Maximum Pressure 180 bar
Flow at 1500 45 lpm

HYDRAULIC PUMP
DESCRIPTION UNIT OTHER ITEM INDIA IN INDIA
Ist Stage IInd Stage Ist Stage IInd Stage

Displacement Cm3/rev 19.2 10.8 14.4 10-8

3
In /rev 1.17 0.66 0.88 0.66

Peak Pressure bar 230 280 280 280

psi 3335 4060 4060 4060

Rated Pressure bar 210 250 250 250

psi 3045 3625 3625 3625

Minimum Speed rpm 500 500 500 500

at 0-100 bar

Minimum Speed rpm 700 800 750 800

at 100-180 bar
Maximum Speed rmp 1000 1200 1000 1200
at 180 bar to roted
pressure
Maximum Speed rpm 3000 4000 3500 4000
weight Kg 3.1 2.7 2.9 2.7
lb 6.7 5.8 6.3 3.8
-6
Moment of x10 Kg on2 5.75 37.3 45.9 373
-6
Inertial of x10 Kg on2 57.5 37.3 45.9 373
-6 2
rotating Compenent x10 lbff 1364 885 1089 885
Thearitical fbw L/min 57.6 43.2 50.4 5.04
at maximum speed us gal/min 15.2 11.4 11.3 13.3
Direction of rotation - clock wise frow shaft end

Oil Viscosity at 400 C 32-46CST

900C
Max. Allowabli Vacuum Suction Pressure 0-0.8 bar (absolute)

F–53
 STEERING SYSTEM

STEERING SYSTEM (HYDROSTATIC)

CONTENTS PAGE
1. DESCRIPTION AND OPERATION F-4

2. STEERING CYLINDER F-4

3. HYDROSTATIC STEERING MOTOR - OVERHAUL F-4

4. HYDROSTATIC STEERING CYLINDER-OVERHAUL F-22

5. TORQUE SPECIFICATIONS F-23

F–1
STEERING SYSTEM

F–2
 STEERING SYSTEM

TYPICAL OIL FLOW

F–3
STEERING SYSTEM

STEERING SYSTEM
1. DESCRIPTION AND OPERATION
Farmtrac feature an hydraulic power assisted,
hydrostatic steering system. The components are
serviced separately and consist of the steering column
shaft, steering motor, front steering cylinder, power
steering pump, oil cover and reservoir, and the hoses
and tubes required to connect the system.
The integral power steering pump is mounted on
the rear of the engine front cover plate at the left-
hand side of the engine. The pump is connected to
the steering motor by two oil tubes. A. Steering Moter Connections and Pipes
The steering wheel is secured to the steering column 3. HYDROSTATIC STEERING SYSTEM OVERHAUL
shaft. The steering column upper shaft is joined to the
power steering motor input shaft by a coupling secured A. REMOVAL
with a pinch bolt. The power steering motor and 1. Disconnect the battery ground cable at the battery.
steering column assembly are mounted on a housing
bracket which is bolted at the clutch housing. 2. Clean the flexible steering hose to rigid pipe
connections.
The hydrostatic steering motor uses a linear control
valve to control the direction of the steered wheels
3. With a suitable container to store the escaping
and a metering unit to control the rate of turn. In the
steering oil, mark and separate the flexible
event of pump failure the metering unit functions as
steering hoses from the rigid pipes. Cap and
an hydraulic pump and the wheels can be turned
manually. seal the pipes, using suitable plugs.

4. Slacken the retainer bolts securing the pipes to

2. STEERING CYLINDER the side of the engine.

The double acting steering cylinder is transversely 5. Unclip the separate the throttle screws and
mounted on the front axle. The cylinder end of the remove the lower steering column shroud by
assembly is bolted to an adjuster bar which forms an withdrawing main harness connector to gain
inlegral part of the front axle assembly and facilitialies
access to the steering column to motor coupling.
re-positioning of the cylinder when adjusting the track
setting. The rod end is attached to the left-hand 7. Remove the four bolts retaining the steering
spindle arm which is connected by the track rod to the motor support bracket.
right-hand spindle arm. The cylinder incorporates a
piston centrally mounted on the piston rod. This 8. Slacken clamp bolts securing the steering column
arrangement enables the piston to present surfaces of to the motor and carefully withdraw the motor
equal area to the operating oil and the resultant forces assembly from the left-hand side of the tractor.
ensure similar right and left-hand turning circles.

F–4
 STEERING SYSTEM

B. SEAL REPLACEMENT INSTRUCTIONS IMPORTANT: Cleanliness in servicing the power

steering system is impretative. If it is necessary
NOTE : Follow the Instruction and do not
disassemble the steering unit upper cover, to disassemble and of the units, ensure a clean
to replace the shaft, seal. work bench or table is used.
1. Remove the dirt seal over the end of the steering
unit upper cover, if applicable. Discard this part. IMPORTANT:Clean off external dirt before the unit
2. Remove the retaining ring do not discard, this part is placed on the work bench.
must be reinstalled during assembly procedure.
3. To remove the seal package parts from the steering
unit plug three of the four ports in the steering unit IMPORTANT:When disassembled, parts should be
and pressurize the other port with air pressure to cleaned only in clear-clean petroleum base
force the seal package out. Discard these parts. solvent and blown dry with clean air. Other
solvents may cause deterioration of rubber
NOTE : Clean the steering Unit input shaft and
seals. Avoid wiping parts with cloth and never
upper cover seal bore to remove particle of
dirt, felt, lint, etc. with a clean, lint-free rag. steam clean hydraulic steering assemblies.

CAUTION : Excessive particle of felt of lint can

cause the new seal package to leak.
4. Cover the end of the steering unit input shaft with NOTE : The spool and housing, the commutator and
cellophane tape to protect the new seal when it is commutator ring and the rotor and stator
assembled over the sharp edges of the input shaft. are selectively fitted and must be serviced
5. Lubricate the new seal using hydraulic oil and as follows :
install the new seal with lip side first, onto the
steering unit input shaft. If the spool or housing must be replaced,
6. Remove the cellophane tape from the steering replace the complete motor.
unit input shaft.
7. Assemble the new washer, with small end first, If the commutator or commutator ring must be
onto the steering unit input shaft and push the new replaced, replace both as a matched set.
washer and the new seal, previously installed,
down into the steering unit upper cover. Short
If the rotor or stator must be replaced, replace
piece of metal tubing 15/16 minimum I.D. x 1-3/16
maximum O.D. or a 7/8 deep well socket may be the complete metering element.
used to push these parts into place.
8. Assemble the previously used retaining ring onto If the pin in the end cover or the end cover must be
the steering unit input shaft and down into the replaced, replace the pin and end cover assembly.
steering unit upper cover groove. Be sure the
rounded edge of the retaining ring is faced inward.
Refer to Figure on next page for identification of
9. Assemble the new seal onto the steering unit
parts during disassembly and re-assembly.
input shaft and down into the steering unit upper
cover counter bore.

F–5
STEERING SYSTEM

HYDRASTATIC STEERING UNIT

1. Dust seal ring 16. Distrubutor Plate

2. Housing, spool, sleeve 17. Gearwheel set
3. Ball dia 8.5 mm 18. O-ring
5. O-ring used with 19. End cover
kin-ring 20. Washer
7. Bearing assembly 22. Special screw
10. Ring 23. Screw
11. Cross pin 24. Name Plate
12. Set of springs 30. Pressure relief valve
13. Cardan shaft 31. Spring wire
15. O-ring 37. Check Valve

F–6
 STEERING SYSTEM

DISSASSEMBLY

1. Dismantling the steering column from steering

unit and place the steering unit in the holding tool.
Screw out the screws in the end cover (6-off plus
one special screw).

2. Remove the end cover, sideways.

3. Lift the gearwheel set (with spacer if fitted) off the

unit. Take out the two o-rings.

4. Remove cardan shaft.

F–7
STEERING SYSTEM

5. Remove distributor plate

6. Screw out the threaded bush over the check valve

7. Remove ‘O’ Ring

8. Shake out the check valve ball and suction valve

pins and balls.

NOTE: On some pins there are two springs.

Replace three pins prior to the reassembly.

F–8
 STEERING SYSTEM

9. Take care to keep the cross pin in the sleeve and

spool horizontal. The pin can be seen through the
open end of the spool. Press the spool inwards and
the sleeve, ring, bearing races and needle bearing
will be pushed out of the housing together.

10. Take ring, bearing races and needle bearing from

sleeve spool. The outer (thin) bearing race can
sometimes “stick” in the housing, therefore check
that it has come out.

11. Press out the cross pin. Use the special screw
from the end cover.

NOTE: A small mark has been made with a pumice

stone on both spool and sleeve close to one of the
slots for the neutral position spring.
If the mark is not visible remember to leave a mark
of your owre on sleeve and spool before the neutral
position springs are dismantled.

F–9
STEERING SYSTEM

12. Carefully press the spool out of sleeve.

13. Press the neutral position springs out of their

slots in the spool.

14. Remove dust seal and o-ring/kin-ring.

F–10
 STEERING SYSTEM

D. DISMANTLING PRESSURE RELIEF VALVE

15. Screwout the plug using 6 mm hexagon socket

spanner. Remove seal washers.

16. Unscrew the setting screw using an 6 mm

hexagon socket spanner.

17. Shake out spring and piston. The valve seat is

bonded into the housing and cannot be removed.

18. The pressure relief valve is dismantled and

steering unit is nowcompletely dismantled.

F–11
STEERING SYSTEM

CLEANING
Clean all parts carefully in Shellsol K or the like.
INSPECTION AND REPLACEMENT
Replace all seals and washers. Check all parts carefully
and make any replacements necessary.
LUBRICATION
Before assembly, lubricate all parts with hydraulic oil

E. ASSEMBLY
NOTE : Assemble the spool isleeve and make sure the
marks on spool and sleeve are opposite to each other.
1. Place the two flat neutral position springs in the slot.
Place the curved springs between the flat ones
and press them into the place.

2. Line up the spring set.

3. Guide the spool into the sleeve. Make sure that spool
and sleeve are placed correctly in relation to each
other.

F–12
 STEERING SYSTEM

4. Press the springs together and push the neutral

position springs into place in the sleeve. line up the
spring and centre them

5. Guide the ring down over the sleeve.

NOTE: The ring should be able to rotate free of springs.

6. Fit the cross pin into the spool / sleeve.

7. Fit bearing races and needle bearing as shown

on below drawing.

F–13
STEERING SYSTEM

F. ASSEMBLY PATTERN FOR STANDARD

BEARING
1. Outer bearing race
2. Nedle bearing
3. Inner bearing race
4. Spool
5. Sleeve

F–14
 STEERING SYSTEM

G. INSTALLATION INSTRUCTIONS FOR O-

RING/KIN-RING
8. Turn the steering unit until the bore is horizontal.
Guide the outer part of the assembly tool into the
bore for the spool/sleeve.

9. Grease o-ring and kin-ring/with hydraulic oil and

place them on the tool.

10. Hold the outer parts of the assembly tool in the

bottom of the steering unit housing and guide the
inner part of the tool right to the bottom.

11. Press and turn the o-ring/kin ring into position in

the housing.

F–15
STEERING SYSTEM

12. Draw the inner and outer parts of the assembly

tool outer of the steering unit bore, leaving the guide
from the inner part in the bore.

H. INSTALLATION INSTRUCTION FOR LIP SEAL

13. Lubricate the lip seal with hydraulic oil and place
it on the assembly tool.

14. Guide the assembly tool right to the bottom.

15. Press and turn the lip seal into place in the housing.

F–16
 STEERING SYSTEM

16. With a light turning movement, guide the spool

and sleeve into the bore.

NOTE: Fit the spool set holding the cross pin horizontal.
The spool set will push out the assembly tool guide.
The o-ring kin-ring/roto Glyd are now in position.

17. Turn the steering unit until the bore is vertical

again. Put the check valve ball into the hole
indicated by the arrow.

18. Screw the threaded bush lightly into the check

valve bore. The top of the bush must lie just below
the surface of the housing.

19. Place a ball in the two holes indicated by the arrows.

F–17
STEERING SYSTEM

20. Place a new pin in the same two holes.

21. Grease the o-ring the mineral oil approx.

2 0
viscosity 500mm /s at 20 C.

22. Place the distributor plate so that the channel

holes match the holes in the housing.

23. Guide the carden shaft down into the bore so

that the slot is parallel with the connection flage.

F–18
 STEERING SYSTEM

24. Place the carden shaft as shown - so that it is

held in position by the mounting fork.

25. Grease the two o-rings with mineral oil approx.

2 0
viscosity 500 mm /s at 20 C and place them in the
two grooves in the gear rim. Fit the gearwheel and
rim on the cardan shaft.

IMPORTANT: Fit the gearwheel (rotor) and cardan shaft

so that a tooth base in the rotor is positioned in relation to
the shaft slot as shown. Turn the gear rim so that the
seven trough holes match the holes in the housing.

26. Place the end cover in position.

F–19
STEERING SYSTEM

27. Fit the special screw with washer and place it in

the hole shown.

28. Fit the the six screws with washers and insert
them. Cross-tighten all the screws and the rolled pin
with a torque of 3.0 +/-0.6 Nm.
This unit can now be function tested.

F–20
 STEERING SYSTEM

I. ASSEMBLY OF PRESSURE RELIEF VALVE

29. Fit the piston.

30. Fit the spring

31. Screw in the setting screw with an 8 mm

hexagon socket spanner. Make the pressure setting
on the tractor.
Ø 1.7 spring for 50 - 70 bar
Ø 1.9 spring for 70 - 105 bar
Ø 2.1 spring for 110 - 155 bar

32. Screw plug with dust seal into the housing using
an 8 mm hexagon socket spanner. Tightening
torque : 5 +/-1 daNm.
(1daNm = 10 Nm)

F–21
STEERING SYSTEM

J. INSTALLATION
Installation of the steering motor assembly follows
the removal procedure in reverse. On installation
observe the following requirements:
• Tighten all nuts, bolts and connections to the
correct torques, see "Specifications".
• Purge the air from the system by starting the
engine and turning the front wheels from lock-to-
lock several times. If necessary, add oil to the
reserrvoir. Repeat until steering is normal and
the oil level in the reservoir remains constant.
4. HYDROSTATIC STEERING SYSTEM Steering Cylinder and Anchor
CYLINDER-OVERHAUL 1. Anchor
REMOVAL AND DISSASSEMBLY 2. Cylinder Assembly Retaining nut
3. Feed hose support bracket
1. Disconnect the two oil feed pipes from the
4. Rod End Assembly
power cylinders. Cap the pipe ends.
2. Unscrew the ball stud nuts.
3. Remove the power cylinder assembly from the
tractor.
4. Loosen the clamp retaining the ball end to the
piston rod and unscrew the ball end assembly.
5. Remove the piston rod bush retaining snap ring
and remove the scraper, outer seal, retainer and
inner seal.

Note: The power cylinder asembly cannot be further

dismantled and if faulty, must be replaced as a unit.
RE-ASSEMLY AND INSTALLATION
Re-assembly and installation follows the
disassembly and removal procedures in reverse.
On installation observe the following requirements.
Tighten all nuts to the correct torque.
Fill the power steering reservoir with the correct
grade and quantity of oil.
Operate the Steering several times with the
engine running to expel all air from the system
then re-check the oil level.

WARNING : Do not mix oil types any mixture or an

unapproved oil, could deteriorate the seal, Enough
fluid could then leak to create a loss of power
steering assists. Do not allow fluid level to go below
fill line on dipstick. Before adding new fluid,
completely drain oil from the system. It may be
necessary also that you flush systems with clean oil.

F–22
 STEERING SYSTEM

5. TORQUE SPECIFICATIONS AND HYDRAULIC CONNECTIONS

L Left Port
R Right Port
T Tank
P Pump

T
L P
R

Max. tightening torque daNm (lbt. in)

Screwed Connection With cutting edge With copper washer With aluminium washer With O-ring

G 1/4 4 (350) 2 (180) 3 ( 270)

G 3/8 6 (530) 2 (180) 5 (440)

G 1/2 (10 (900) 3 (270) 8 (700)

7/16-20 UNF 2 (180)

3/4-16 UNF 6 (530)

M 12 x 1.5 4 (350) 2 (180) 3 (270) 2 (180)

M 18 x 1.5 7 (620) 2 (180) 5 (440) 5 (440)

M 22 x 1.5 10 (900) 3 (270) 8 (700) 7 (620)

F–23
 ELECTRICAL SYSTEM

CONTENTS PAGE

1. DESCRIPTION AND OPERATION J - 03

2. CHARGING SYSTEM - ALTERNATOR WITH INTEGRAL REGULATOR J - 07

3. STARTER MOTOR J - 23

4. BATTERY TEST J - 25

5. SPECIFICATIONS J - 25

6. TROUBLE SHOOTING J - 26

J–1
ELECTRICAL SYSTEM

J–2
 ELECTRICAL SYSTEM

DESCRIPTION AND OPERATION

The Farmtrac Tractor electric equipments is of PLOUGH LIGHT

single lead type, employing the tractor as the
earth conductor. The Negative (-ve) pole of the At the rear of the R.H. side fender, a ploughing
battery, alternator and starter motor are light has been provided. A separate switch has
earthed. See Electric Circuit diagrams at the been fixed on the plough lamp body itself, to
end of the section for any reference. operate the light. The light is similar to front head
The complete electric system consists of three lights in construction and service, but with
groups, as under: different fittings of lens and rim mounting screw
Lights, Switches and Horn. brackets etc. and has a single filament bulb. (35
Charging System / Watts). The light mounting is on a bolt and
Alternator Starter Motor. bracket assembly for aiming the light as required.

A. LIGHTS, SWITCHES & HORN HEAD LIGHTS TAIL LIGHT

There are two headlights provided at the front
Two tail lights are provided, one each on the rear
end of the bonnet on radiator shell assy. The
wheel fenders, and are operated by the head
bulbs used are of double filament, 12V, 35/35
light switch, which is common for the head light
Watts, providing full beam and dipped beam of
and instrument lights. The bulb tube is accessible
light. In some territories either single beam or
for replacement after removing two screws of the
twin beam (55 Watts) sealed head lamps are
lens and easing off the light lens.
installed in the radiator grille. This is operated
by a light switch provided on the rear face left
hand side of the instrument panel.
When the light switch is turned clockwise to
second position, the dipped head light beam
comes on. Turning it further to third position in
the same direction switches on the full beam.
When the switch is turned anti-clockwise fully,
the head lamps are off.
A new bulb may be installed by first unscrewing
the screw of the head lamp rim and then take off
the rim and the reflector assembly with a screw
driver. The bulb socket, which is held by the
reflector with a spring action, can be removed
from the reflector by rotating anti-clockwise after
pressing down. The bulb is now accessible for
replacement. The re-assembly is in the reverse
order of dismantling.

NOTE: The inner surface of the reflector should

not be touched, otherwise, it will affect its
highly polished finish.

J–3
ELECTRICAL SYSTEM

INSTRUMENT PANEL
The following text describes the various gauges, switches and warning lights installed on your tractor.

3 2
1
1716 15

4 10

5 6 7 8 9

Fi g. 1 Single instrument cluster Fi g. 2 Instrument Control

1. Water Temperature Gauge 11. Horn Switch
2. RPM Meter 12. Tractor Light Switch
3. Fuel Gauge 13. Key Start Switch
4. Engine Oil Pressure Warning Light 14. Tractor Stop Control Knob
5. LH Turn Signal Indicator 15. Hand Throttle
6. High beam Indicator 16. Hazard Warning Switch
7. Air Restriction Warning Switch 17. Turn Signal Indicator Switch
8. Battery Charging Indicator
9. RH Turn Signal Indicator
10. Digital Hour Meter
HAND THROTTLE
TACHOMETER
With the engine running, pull the throttle lever
The tachometer indicates engine revolutions per rearwards to progressively increase engine speed.
minute. Each division on the scale represents 100
rev/ min., therefore with the needle indicating ‘20’
HAZARD WARNING LIGHTS SWITCH
the engine is running at 2000 rev/min.
The hazard warning light switch is provided on
DIGITAL HOUR METER the right hand side of instrument panel with the
It records the total number of hours that the tractor turn indicator switch. When pressed the switch
operates both turn signals simultaneously. The
has operated, based on an average engine speed of
switch, which is internally illuminated, will flash
1600 rev/min. If the engine is run at a speed lower
in usison with the turn signals.
than 1600 rev/min. then the tachometer will
accumulate hours at a rate slower than real time.
Higher engine speeds will cause the tachometer to INDICATOR LIGHTS
accumulate hours at a rate faster than real time. The The upper indicator light of the pair will illuminate
hours recorded should be used as a guide to when headlamp main beam is selected. When either
determine hourly servicing intervals. of the turn signals is operated, the lower indicator
light will flash in unison with the turn signals.
ENGINE COOLANT TEMPERATURE GAUGE
The gauge indicates the temperature of the
engine coolant. If the needle enters the red
area of the gauge while the engine is running,
stop the engine and investigate the cause.

J–4
 ELECTRICAL SYSTEM

TRACTOR LIGHTS SWITCH

The light switch is of rotary type and has four
positions. By turning clockwise, 1st Stage All
lights ‘OFF’
2nd Stage Instruments, side and rear lights ‘ON’
3rd Stage Instruments, side rear and head
lights (dipped beam) ‘ON’.
4th Stage Instruments, side, rear and head light 1
3
(main beam) ‘ON’.
4
2
ENGINE STOP CONTROL
Pull the stop control knob fully out to cut off the
fuel supply to the injectors and stop the engine.
The knob must be pushed fully in before Fig. 3 Controls
restarting the engine. 1. Horn Switch 2. Tractor Light Switch
3. Stop Control Knob 4. Key Start Switch
KEY-START SWITCH
The key start switch is provided on the rear face
right hand side of the instrument panel. When a
key is inserted in it and rotated to first stage,
current begins to flow in the circuit i.e. to all
acessories. On rotating to second stage, current
flows to warning lights and instruments. On
further roatating to 3rd stage, it operates the
starter motor, which in turn starts the engine.

AIR RESTRICTION WARNING LIGHT

When this lamp lights up, clean or replace the
outer element of dry air cleaner. If light comes
again during tractor operation when
replacement of element is not immediately
possible, just clean the element and reduce the Fig. 4. Key-start Switch
engine speed to prevent the lamp from lighting. 1. Electrical equipment ‘OFF’
2. Accessories ‘ON’
3. Warning lights and instruments ‘ON’
FUEL GAUGE 4. Starting motor operates
The gauge indicates, the level of fuel in the
tank and is only operative if the Key-start
switch in ‘ON’ position.
NOTE : When the key-start switch is turned off the
gauge needle may assume a random position and
may indicates a fuel level greater than the true
level. Always check the fuel level with the key-start
switch on.

J–5
ELECTRICAL SYSTEM

ENGINE OIL PRESSURE WARNING LIGHT

The red warning light on the instrument panel
indicates low engine oil pressure and should
ex tinguish immediately after the engine is
started, and is only operative with the key start
switch in the ‘ON’ position.

NOTE : If the light comes on while engine is

running, stop the engine immediately and
investigate the cause. The light indicates low A B C
oil pressure and is not an indication of oil
Fig. 5
level. The engine oil level must still be
checked daily by means of the dipstick. (A) Oil Pressure (B) Charging Light
(C) Meter of Water Temperature

BATTERY CHARGING LIGHT

The Battery Charging Light (A) will glow when
alternator output is low. Light should glow when
key is turned to engage starting motor and go
out when engine starts. If light glows longer
than 5 seconds under normal conditions, stop
engine and check for cause. If loose or broken
fan belt is not the cause.

WATER TEMPERATURE GAUGE

The needle on the temperature gauge (C) rises
as engine warms up. If needle reach red zone,
stop engine and determine the cause. Check
water level in radiator. Also check grille and
radiator for clogging. Check fan belt tension. If
problem is not corrected.

FUSES
The fuses are housed in a box located on the
steering gear shroud. Remove the plastic lid
to gain access to the fuses.
There are 6 blade type fuses, as described
below. The fuses are numbered as shown in
the table and protect the respective circuits :

Fuse Circuit Protected Ampere

No. Rating
1. Hazard and plough lamp 15 amp
2. Horn and charging circuit 10 amp
3. Turn Indicator / Brake light 15 amp
4. Parking and illumination 10 amp 1 4
5. High beam 15 amp
6. Low/Dip beam and 15 amp 2 5
3 6
NOTE : Do not replace blown fuse with
another of a different rating.
Figure 6

J–6
 ELECTRICAL SYSTEM

B. CHARGING SYSTEM
A belt driven, two poles, two brush generator
supplies the current to the charging system
when the engine is running above idling speed.
The output of the alternator depends directly
upon speed and the condition of the charge in
the battery. With these limits, the output is
regulated by a control box, Voltage Regulator.
The Voltage Regulator whilst enabling, rapidly
controls the charging rate so that no damage
occurs to the battery during the charging period
and thus prevents overcharging. When the
battery approaches fully charged condition, the
charging rate is automatically reduced. A cutout
incorporated in the control box prevents the
battery from discharging through the windings
when engine is idling or stopped.

ALTERNATOR

1. DESCRIPTION AND OPERATION

Alternators provide a higher maximum output

than the equivalent direct current generators and The alternator is mounted at the front of the engine
also increased charge rates at lower engine being belt driven from the crankshaft pulley.
speeds. Unlike a direct current generator, the
alternator does not require a commutator and can The alternator terminals are identified.
be run safely at higher speeds.
This Section deals with the overhaul and repair of
the alternators featuring an integral regulator.

NOTE: ACR means Alternating Current

charging system with integral regulator.
2
3

Figure 8
Alternator Installed on Tractor
1. RPM Wire
Figure 7 2. Charge Indicator Wire
Alternator Terminal Indentification 3. Connection to Battery
1. IND (Indicator) Terminal
2. Main Output Terminals (+ve)
4. Regulator and Brush box
3. Tachnometer/Overspeed Terminal

J–7
ELECTRICAL SYSTEM

Figure 9
Alternator Components
1. Rotor 9. Bolt 17. Rear End Bracket 25. Spacer
2. Insulator 10. Nut 18. Insulator 26. Washer
3. Washer 11. Washer 19. Stator 27. Through Bolt
4. Spring Washer 12. Regulator/Brush Box 20. Rectifier 28. Fan
5. Nut 13. Bearing 21. Insulator 29. Double Spacer
6. Suppressor 14. Nut 22. Nut 30. Front End Bracket
7. Washer 15. Washer 23. Washer
8. Nut 16. Insulator 24. Pulley
With reference to Figure 9, the alternator comprises Current is supplied to and returned from the rotor
principally: field coil via two carbon brushes which bear against
Rotor slip rings on the rotor shaft.

Stator As current passes through the copper wire of the

rotor field coil a magnetic field is produced and
Rectifier Pack
contained within an armature formed into pole
Regulator/Brush Box shoes. The configuration of the pole shoes ensures
ROTOR concentration of the magnetic field.
STATOR
The rotor and brush gear provide the magnetic field
of the alternator unlike a direct current generator The stator contains the windings into which current is
where the field is stationary. induced by the revolving magnetic field of the rotor.
The rotor is belt driven from the engine through a The stator is fabricatd from laminations of thin steel
pulley keyed to the rotor shaft which runs in heavy-duty pressings onto which three separate wires are
sealed ball race bearings. An integral fan, adjacent to wound. The laminations are specially formed to
the pulley, draws cooling air through the alternator. concentrate and collect the magnetic field.

J–8
 ELECTRICAL SYSTEM

Figure 10 Figure 11
Rectifier Assembly Regulator and Brush Box Assembly
1. Field Diode Module 1. Brushes
2. IND (Indicator) Terminal
3. Alternator Output Terminal (+ve)
4. Positive Plate Diodes
5. Negative Plate
6. Positive Plate Diodes

During each complete revolution of the rotor, all which allows current to flow in one direction only.
three stator windings have induced currents passing
Three of the six output diodes are mounted in a
first in one direction and then the other; in other
positive plate and three in a negative plate. The two
words a 3-phase alternating current.
plates are separated and terminal links enable each
Because alternating current is generated in a series of the three-stator output wires to connect to a
of pulsations, the rotor featurs six pairs of poles to different diode in each plate.
provide an overall smoother output. For every
As the rotor revolves, the diodes rectify or convert the
revolution of the rotor the output characteristic of
alternating current of the stator to a direct current,
each stator winding completes six cycles.
which may be used to effectively charge the battery.
Alternating current (AC) is unsuitable for charging
The three field diodes are mounted in a third plate, similar
the battery, which requires pure direct current
to the output diodes, and each of the three stator output
(D.C.). Therefore the three-stator windings are
wires also connects to one of these diodes. The field
connected to a rectifier pack, which rectifies or
diodes supply direct current to the rotor field winding and
converts the alternator output to direct current.
can only be replaced as a compelte unit.
RECTIFIER
REGULATOR AND BRUSHES
The rectifier consists of a pack of six outputs and
The regulator controls and maintains the alternator
three field diodes.
output voltage at a safe working level.
NOTE: A diode is basically an electronic 'check valve'

J–9
ELECTRICAL SYSTEM

Figure 12
Alternator Charging Circuit (With Battery Temperature Compensation)
A. To Starter Motor B. To Load

1. Solenoid 5. Regulator 9. Surge Protection Diode

2. Battery 6. Frame 10. Charge Indicator Light
3. Battery Temperature Sensor 7. Stator Output Windings 11. Key Start Switch
4. Rotor Field Winding 8. Rectifier Pack

The regulated voltage level is established in manufacture This direct current is fed back to supplement the
and can not be adjusted in service: The regulator current flowing through the rotor field winding. This
components are housed in a sealed assembly which is action results in an ever increasing magnetic
integral with the alternator brush box. influence of the rotor along with an associated rapid
Individual brush box and regulator components are rise in generated output current and voltage.
not serviceable and have to be replaced as a During the rise in generated output voltage
complete assembly. (reflected at terminal IND) the brilliance of the
2. OPERATION warning light is reduced and when the voltage at the
When the key start switch is turned on a small IND terminal equates to that at the battery side of
current flows from the battery through the rotor field the warning light the lamp is extinguished.
winding. The circuit is made via the charge indicator The voltage continues to rise until the
warning light, alternator terminal IND, the rotor field predetermined regulated voltage level is reached.
winding, the alternator regulator and ground. In the event of drive belt breakage the voltage will
At this stage the warning light is illuminated and the not build up within the alternator and so the charge
rotor partially magnetised. indicator light will remain on to indicate failure.
When the engine is started and the partially magnetised
rotor revolves within the stator windings a 3-phase
alternating current is generated. A constant portion of the
generated current is converted to direct current by the
three field diodes incorporated in the rectifier pack.

J–10
 ELECTRICAL SYSTEM

3. SERVICE PRECAUTIONS AND

PRELIMINARY TEST

SERVICE PRECAUTIONS

To avoid damage to the components of the alternator

charging system, service precautions must be observed
as follows:
NEVER make or break any of the charging
circuit connections, including the battery,
when the engine is running.
NEVER short any of the charging
components to ground.
ALWAYS disconnect the battery ground cable Figure 13
when installing or removing the alternator. Drive Belt Deflection
ALWAYS disconnect the battery ground
cable when charging the battery in the If the warning light is not fully illuminated, check the
tractor using a battery charger. bulb. If the bulb is not the cause of the fault, carry
ALWAYS observe correct polarity when out the Alternator Plug Connections Test as detailed
installing the battery or using a slave under "Initial Tests" in this Chapter.
battery to start the engine. If the warning light is illuminated, start the engine
NOTE : Connect positive to positive and negative and run above the idling speed when the warning
light should be extinguished.
to negative.
If the warning light does not go out, stop the engine
PRELIMINARY CHECKS and remove the alternator main terminal connector
plug. If the warning light is extinguished, a faulty surge
Prior to electrical testing, thoroughly inspect the
protection diode, temperature sensor or alternator
charging and electrical system.
component is indicated. Conduct the "Alternator
Check all leads and connections for continuity and Components Tests" as detailed in this Chapter.
tightness.
If the warning light remains illuminated, check for a
1. Check the Battery shorting to frame in the area between the "IND"
With an hydrometer, check the battery is at cable end and the warning light.
least 70% charged and in good condition.
2. Check the Drive Belt
Ensure the alternator drive belt and pulley are in
satisfactory condition. Allow 0.50-0.75 in. (13-19
mm.) deflection when moderate finger pressure is
applied to the longest run of the belt.
3. Check the Warning Light
Turn on the key start switch and check the
warning light is fully illuminated.

J–11
ELECTRICAL SYSTEM

4. INITIAL TESTS
The initial tests may be performed without removing
any of the charging circuit components from the tractor
and enable the following items to be checked:
Alternator Plug Connections.
Alternator Charging Current and Controlled
Voltage.
Alternator Charging Circuit Volt Drops
Alternator Maximum Output Performance
Test equipment required:
Voltmeter (0-20 Volts)
Millivoltmeter (0-1 Volt)
Ammeter (0-60 Amperes Moving Coil Type)
Figure 14
1.5 Ohm 40 Amperes Variable Load Resistor Alternator Plug Connections Test
205 Ohm Resistor 1. Alternator Main Connector Plug
Jumper Lead 0.25 in. (6.35 mm.) Male to 2. Voltmeter (0-30 Volts)
Female Blade Terminal. 3. Alternator Frame

NOTE: Most commercial test equipment incorporates

several testing devices within a single unit.
NOTE: If the warning light fails to illuminate when
Use such equipment according to the
the plug is reconnected to the alternator
manufacturer's instructions.
regulator or rotor circuits. Ensure the
(I). ALTERNATOR PLUG CONNECTIONS TEST alternator "IND" terminal is clean and then
1. Turn the key start switch on but do not start the conduct the "Alternator Component Tests"
engine. as detailed in this Chapter.
2. Remove the main connector plug from the
alternator and connect a voltmeter in turn
between each of the plug terminals and the
alternator frame (negative side of voltmeter to
frame). Battery voltage should be registered.
NOTE: In some cases only one of the two main
terminals in the connector plug is actually
connected to the harness.
If battery voltage is not registered, a continuity
fault in the external cable circuitry must be
traced and remedied.
3. Connect one end of a jumper lead to the "IND"
terminal of the connector plug and the other
end to the alternator frame. The warning light
should be illuminated.
4. Disconnected the jumper lead and reconnect
the plug to the alternator.

J–12
 ELECTRICAL SYSTEM

(II). CHARGING CURRENT AND CONTROLLED

VOLTAGE TESTS
1. Ensure all tractor electrical components are
switched off and the key start switch is in the
"OFF" position.

2. Disconnect the battery ground cable

(negative and remove the main connector
plug from the alternator but leave the sensor
lead connected to the "S" terminal.
3. Connect a jumper lead between the "IND"
terminals of the connector plug and the alternator.
4. Securely connect an ammeter negative side
to the connector plug main terminal and
positive side to the alternator output terminal. Figure 15
5. Connect a voltmeter between the alternator Charging Current and Controlled Voltage Tests
output terminal and the frame (negative side 1. Jumper Lead
to frame). 2. Alternator Main Connector Plug
6. Reconnect the battery and turn the key start 3. Voltmeter (0-30 Volts)
switch to the "ON" position. 4. Alternator Frame
5. Ammeter
7. Start the engine and increase the speed to
2000 rev/min. and observe the ammeter and
voltmenter readings.
If the ammeter registers a charging current
stop the engine.
If the ammeter registers zero amperes a faulty
alternator component is indicated. Turn off the
engine and conduct the "Alternator Components
Tests" as detailed in this Chapter.
8. Disconnect the harness to sensor plug and
connect a 205 ohm resistor across the plug
terminals.
9. Restart the engine and increase the speed to
2000 rev/min. Observe the ammeter and
voltmeter readings.
The voltmeter reading exceeds 14.5 volts, the
alternator regulator must be replaced as described
in this Chapter. (When a new regulator has been
installed, conduct Tests 4 and 5).
If the voltmeter reading is below 13.8 volts a
faulty alternator component or a high
resistance fault in the external connections of
the charging system is indicated.
10. Stop the engine.

J–13
ELECTRICAL SYSTEM

(III). CHARGING CIRCUIT VOLT DROP TESTS

a. INSULATED-SIDE VOLT DROP TESTS
1. Ensure the key start switch is in the "OFF"
position.
2. Disconnect the battery ground cable (negative)
and remove the main connector plug from the
alternator but leave the sensor lead connected
to the "S" terminal.
3. Connect a jumper lead between the "IND" terminals
of the connector plug and the alternator.
4. Connect a millivoltmeter between the battery
positive terminal and the connector plug main
terminal (positive side to plug).
5. Securely connect an ammeter between the main
output terminal of the alternator and the connector Figure 16
plug main terminal (negative side to plug). Insulated-side Volt Drop Test
6. Re-connect the battery earth cable and connect a (Inset showing connection of Millivoltmeter and
variable load resistor, with the slider in the variable Load Resistor to Battery)
1. Alternator Main Connector Plug
minimum current draw position (maximum
2. Ammeter
resistance), across the battery terminals.
3. Jumper Lead
7. Start the engine and increase the speed to 4. Millivoltmeter (0-1 Volts)
2000 rev/min. 5. Variable Load Resistor
8. Slowly increase the current loading of the
resistor (decrease resistance) until the
ammeter registers 55 amperes.
9. Observe the millivoltmeter reading which
should not exceed 400 millivolts.
If the reading in excess of 400 millivolts, a high
resistance fault is indicated in the external
circuitry.
If the required alternator output can not be
achieved, and the millivoltmeter reading is less than
400 millivolts, then a faulty alternator component is
indicated. Conducted the "Alternator Component -
Tests" as detailed in this Chapter.
10. Stop the engine.

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 ELECTRICAL SYSTEM

b. GROUND-SIDE VOLT DROP TEST

1. Ensure the key start switch is in the "OFF"
position.
2. The circuit is the same as that used in the previous
test except for the millivoltmeter which is now
connected between the battery negative terminal
and the alternator frame (negative side to frame).
NOTE: Ensure the variable load resistor is in the
minimum current draw position (maximum
resistance).
3. Start the engine and increase the speed to
2000 rev/min.
4. Slowly increase the current loading of the
resistor (decrease resistance) until the
Figure 17
ammeter registers 50 amperes.
Ground-side Volt Drop Test
5. Observe the voltmeter reading which should (Inset showing connection of Millivoltmeter and
not exceed 200 millivolts. variable Load Resistor to Battery)
If the reading is in excess of 200 millivolts, a 1. Alternator Main Connector
high resistance fault is indicated in the external 2. Ammeter
circuitry. 3. Jumper Lead
If the required alternator output can not be 4. Millivoltmeter (0-1 Volt)
achieved, and the millivoltmeter reading is 5. Variable Load Resistor
component is indicated. Conduct the "Alternator
Component" Tests? as detailed in this Chapter.
6. Stop the engine.
(IV). ALETERNATOR MAXIMUM OUTPUT
PERFORMANCE TEST

1. Ensure the key start swtich is in the "OFF"

position.
2. Disconnect the battery ground cable (negative)
and remove the main connector plug from the
alternator, but leave the sensor lead connected
to the "S" terminal.
3. Connect a jumper lead between the "IND" terminals
of the connector plug and the alternator.
4. Securely connect an ammeter negative side to Figure 18
the connector plug main terminal and positive Maximum Output Performance Test
side to the alternator output terminal. (Inset showing connection of variable Load
5. Connect a voltmeter between the alternator output Resistor to Battery)
1. Alternator Main Connector Plug
terminal and the frame (negative side to frame).
2. Voltmeter (0-30 Volts)
6. Disconnect the harness to sensor plug and 3. Jumper Lead
connect a 205 ohm resistor across the plug 4. Ammeter
terminals. 5. Variable Load Resistor

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ELECTRICAL SYSTEM

7. Reconnect the battery and turn the key start

switch to the "ON" position.
8. Start the engine and increase the speed to
2000 rev/min.
9. Slowly increase the current loading of the
resistor (decrease resistance) unitl the
ammeter registers 50 amperes.
10. Observe the voltmeter reading which should
not fall below 13.4 volts.
If the reading falls below 13.4 volts a faulty alternator
component is indicated. Conduct the "Alternator
Component Tests" as detailed in this Section.

5. ALTERNATOR COMPONENT TESTS Figure 19

The component tests, which should only be conducted
Regulator and Rotor Field Circuit Test
1. 2.2 Watt Test Lamp
if the INITIAL TESTS have indicated a faulty alternator
2. IND (Indicator) Terminal
component, enable the following items to be checked:
3. 12 Volt Battery
Regulator 4. 205 Ohm Resistor
Brushes-and-Springs and Rotor Slip Rings 5. Sensor Terminal

Rotor Field Winding Continuity

(I). REGULATOR TEST
1. Connect a 12 volt battery and a 2.2 Watt test
NOTE: The component tests may be performed
lamp in series between the "IND" terminal and
without removing the alternator from the
the alternator frame (negative side to frame).
tractor but will necessitate removal of the
2. Connect a 205 Ohm resistor between the
alternator moulded slip ring end cover.
Testing of any other alternator components positive terminal of the battery and the sensor
will necessitate removal of the alternator terminal. The test lamp should be illuminated.
from the tractor. Refer to "Overhaul- If the test lamp is not illuminated make the
Electrical Tests" as detailed in this Section. regulator inoperative by linking the regulator
IMPORTANT: Prior to removal of the main connector case to the alternator frame.
plug from the alternator ensure the key start If the test lamp is now illuminated the regulator
switch is in the "OFF" position and the battery is faulty and must be renewed as detailed in
ground cable (negative) is disconnected. this Section.
Test equipment required: If the test lamp is not illuminated, a fault is
12 Volt Battery indicated in the rotor circuit.

12 Volt 2.2 Watt Test Lamp

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 ELECTRICAL SYSTEM

(II). BRUSHES-AND-SPRINGS & ROTOR SLIP RINGS

1. Remove the brush box moulding as described

in this Section.

2. Ensure the brushes and slip rings are clean

and check for freedom of movement in the
brush box moulding.

If the visible length of the brushes, in the free

position, is less than 0.25 in. (6 mm.) this is a
probable cause of non-continuity in the field
circuit. The brush-and-spring assemblies
should be renewed if the overall length of the
brushes is less than 0.3 in. (8 mm.).

(III). ROTOR FIELD WINDING CONTINUITY TEST

1. Remove the regulator and brush box assembly

as described in this section.

2. Connect a 12 volt battery and a 2.2 watt test

lamp in series across the rotor slip rings. Figure 20
Rotor Field Winding Continuity Test
The test lamp should be illuminated.
1. Rotor
If the test lamp is not illuminated renew the rotor
2. Slip Rings
3. Ohmmeter
as detailed in the following Overhaul Section.

3. Connect on ohm meter between the two slip

rings. The resistance is outside of the
specification renew the rotor assy.

6. ALTERNATOR OVERHAUL

(I). REMOVAL

1. Disconnect the battery negative cable.

2. Disconnect the alternator connector plug,

3. Withdraw the adjustment and mounting bolts

and remove the alternator and pulley guard
from the tractor. Figure 21
Alternator Installed on Tractor
1. Alternator Assembly
2. Alternator Main Connector Plug
3. Regulator and Brush Box

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ELECTRICAL SYSTEM

Figure 22
Alternator Components
1. Rotor 9. Bolt 17. Rear End Bracket 25. Spacer
2. Insulator 10. Nut 18. Insulator 26. Washer
3. Washer 11. Washer 19. Stator 27. Through Bolt
4. Spring Washer 12. Regulator/Brush Box 20. Rectifier 28. Fan
5. Nut 13. Bearing 21. Insulator 29. Double Spacer
6. Suppressor 14. Nut 22. Nut 30. Front End Bracket
7. Washer 15. Washer 23. Washer
8. Nut 16. Insulator 24. Pulley

(II). DISASSEMBLY

1. Remove the three securing bolts and withdraw

the regulator/bush box assembly. Separate the
wiring connection to the regulator.

2. Unscrew and remove the remaining three nuts

from the alternator through bolts. With a soft
mallet tap the threaded end of the through bolts
to release the spline at hexagon head end.

3. Mark the alternator front end bracket, stator,

and rear end bracket to ensure correct
alignment on re-assembly.
Figure 23
4. Gently tap the rear face of the alternator front Soldering and Unsoldering Diode Connections
end bracket to separate the front end bracket Using Pliers as a Heat Guard
and rotor assembly from the rear end bracket, 1. Diode
stator and rectifier assembly. 2. Stator Output Wire
3. Pliers Placed Between Diode and Solder Point
4. Soldering Iron

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 ELECTRICAL SYSTEM

7. Remove the nuts, washers and insulators from the

stud terminals on the alternator rear end bracket
and the two rectifier retaining screws. Remove the
stator and rectifier from the rear end bracket.
8. Unsolder the stator leads from the tags on the
rectifier, using a pair of pliers as a heat sink to
prevent the diodes from becoming overheated.
9. Remove the nut, washer, pully spacer, washer,
fan and double spacer from the rotor shaft.
10. Press the rotor shaft out of the front and
bracket bearing.
(III). COMPONENT TEST
The following electrical equipment is required to test
the rotor, stator windings and rectifier diodes.
Figure 24
12 Volt Battery Output Diode Test
Test Lamp (12 Volts 2.2 Watts) 1. Diode Connecting Pin
2. 2.2 Watt Test Lamp
Test Lamp (12 Volts 36 Watts Minimum)
3. 12 Volt Battery
110 Volt Insulation Tester or 250V Megohm Meter/
Rectifier Assembly-Positive/Negative Diodes
Test each of the six diodes separately as follows:
1. Connect a 12 Volt battery and a 2.2 Watt test
lamp in series with one of the diodes. One test
lead is applied to the diode connecting pin and
the other lead to the plate into which the diode
is mounted.
2. Note if the lamp lights.
3. Reverse the test lead connections.
The lamp should light during one half of this test
only. If any one diode fails this test, the complete
rectifier assembly must be renewed.
Rectifier Assembly - Field Diodes
Three separate field diodes are contained within the Figure 25
field diode module. Test each diode separately as Field Diode Test
follows: 1. IND (Indicator) Terminal
2. 2.2 Watt Test Lamp
1. Connect a 12 volt battery and a 2.2 watt test
3. 12 Volt Battery
lamp in series with the field diode module. 4. Field Diode Connections
Apply the negative test lead to the "IND"
terminal and the other lead in turn to each of 2. Note if the lamp lights.
the field diode module connections. 3. Reverse the test lead connections.
The lamp should light during one half of this test
only. If any one diodes fails this test, the complete
rectifier assembly must be renewed.

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ELECTRICAL SYSTEM

(IV). STATOR
Winding Insulation Test
1. Using a 110V insulation tester or 250V megohm
meter test the insulation between each of the three
stator output leads and the stator laminations.
If the test results prove unsatisfactory the
stator assembly must be renewed.
Windings continuity Test

1. Connect any two of the three stator output

wires in series with a 12 volt battery operated
test lamp of not less than 36 watts. The test
lamp should light.
Figure 26
2. Transfer one of the test lamp leads to the third Stator Winding Insulation Test
wire. The test lamp should light. 1. Stator Laminations
If the test results prove unsatisfactory the stator 2. Stator Output Wires
assembly must be renewed. 3. 110V/Insulation Tester or 250V Megohm Meter

(V). ROTOR
Prior to performing component tests on the
rotor the following slip ring inspection should
be carried out.
1. Ensure the slip rings are clean and smooth. If
necessary the slip rings may be cleaned with a
petrol-moistened cloth. If the slip rings are
burnt and require re-finishing use very fine
glass paper (not emery cloth) and wipe clean.
NOTE: Ensure the re-finishing glass paper is
sufficiently fine to produce a highly
polished slip ring surface otherwise
excessive brush wear will occur.
2. If the slip rings are excessively worn a new
rotor must be installed.
Figure 27
Stator Winding Continuity Test
1. Stator Windings
2. Stator Output Wires
3. 12 Volts Battery
4. 36 Watt Test Lamp

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 ELECTRICAL SYSTEM

Field Winding Continuity/Resistance Test

Connect an ohmmeter between the two rotor
slip rings. Check that the rotor field winding
resistance is within acceptable tolerances, see
"Specifications".
If the test result proves unsatisfactory, the rotor
must be renewed.

Figure 28
Field Winding Continuity/Resistance Test
1. Rotor
2. Slip Rings
3. Ohm Meter

1
Field Winding Insulation Test
Using a 110V insulation tester or 250V
megohm meter test the insulation between
each of the slip rings and the rotor poles.
If the test results prove unsatisfactory the
rotor assembly must be renewed.

(VI). INSPECTION AND REPAIR 3 2

1. Inspect the roto poles and stator for signs of
rubbing. Areas of rubbing indicate both bearings
Figure 29
are excessively worn and need replacing.
Field Winding Insulation Test
2. If the front (drive) end bearing is defective the 1. Rotor Pole
complete housing (front end bracket) and 2. Slip Rings
bearing assembly must be renewed. 3. 110V/230V insulation Tester qr250V Megohm Meter

3. Inspect the roller bearing located in the rear

(slip ring) end bracket for wear and damage.

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ELECTRICAL SYSTEM

4. If bearing replacement is necessary support the

housing (rear end bracket) and, using a suitable
size mandrel, carefully drive out the bearing. 1

5. Clean and examine all components.

6. Press the new bearing into the housing. The bearing
should be positioned 0.50-0.70 mm. (.020-
.028 in.) proud of the inner face of the bearing
boss.

2
(VII). RE-ASSEMBLY
Figure 30
1. Re-assembly of the alternator follows the
Rear End Bearing Removal
disassembly procedure in reverse.
1. Bearing
On re-assembly observe the following requirement: 2. Housing (Rear End Bracket)

To avoid misalignment of the end brackets,

install the stator assembly in the drive end
bracket then assemble the slip ring end
1
bracket to the stator laminations.

(VIII). INSTALLATION

1. Installation of the alternator is the removal

procedure in reverse.
On installation observe the following requirement:
Ensure the battery ground (negative) cable is
disconnected from the battery when installing 3 2
the alternator.
Adjust the alternator drive belt tension as Figure 31
previously described in this Chapter. Rear End Bearing Installation
1. Housing
2. Bearing
3. Bearing Protrusion

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 ELECTRICAL SYSTEM

C. STARTER MOTOR Note: a. Amps meter 0-300 Amps with external

shunt.
TECHNICAL CHARACTERISTICS
b. Volt meter 0-20 Volt.
The starter motor is four pole series connected
D.C. Unit. The armature shaft runs on self This usually solves most of the starting problems. If
lubricated bearings. Drive engagement into the the slow speed cranking still persists or the starter
ring gear is made by energising a solenoid motor fails to function at all, it is necessary to
switch, which actuates a roller clutch mounted on remove the unit from the engine. After its removal
a helical spline formed on the end of the from the engine a simple functional check can be
armature shaft. Only following drive engagement made on the solenoid switch and the motor
with the ring gear is the electrical supply made to separately. To check the solenoid, connect the one
the starter, thereby ensuring a long life for the lead from a 12 volt battery to the supply terminal
pinion and ring gear. Over speed the roller switch and the other battery lead to the body of the starter.
gives protection for the starter armature.
PERFORMANCE DATA This should cause the starter drive to move
Performance with 120Ah fully charged battery along the armature shaft. If an ammeter is put
at +20°C. in series with the solenoid and a connectin
also made between the solenoid terminal and
5SM 114 the top main terminal, then, with 12V applied,
the ammeter should read approximately 20
Power Output 2.2 Kw amps. when the drive is fully engaged.

Lock torque 3.6 Kg.m.(min) at 5.6 volts A high current reading (20A) of failure of the drive to
current 1020 Amps (max) move at all, means the solenoid is faulty and should
be returned for rectification or replacement. A direct
Run torque 0.97 Kg.m. (min) at 9.3V light run check can also be made on the starter at
current 390 Amps (max) this time. Free run test can be carried out with
1600 RPM (min) reference to chart-I. If the motor fails to rotate, is
sluggish or takes a high current, it should be
CHART-1
returned to a recognised service center.
CHECKING OF THE STARTER MOTOR
In the event of the starter motor failing to crank If prior to removing the starter from the engine, the
the engine at a high engine speed to allow it to starter rotates but the engine does not, this
start, first check the state of charge of the indicates either a sticky or faulty roller clutch drive.
battery and the tightness and cleanliness of all The subsequent solenoid check will reveal whether
the heavy duty electrical joints. the drive is sticky on the shaft and a simple hand
check can be made on the drive itself. It should be
FREE RUN & LOCK TORQUE TEST possible to free wheel the drive pinion in a clockwise
direction, but the whole armature should rotate
when the pinion is turned anti-clockwise. If the
pinion rotates freely in both directions, the drive will
need to be replaced as a unit. Similarly, if the drive
slips under load, replacement is also necessary; this
fault, however, is unusual.

Figure 32

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ELECTRICAL SYSTEM

Figure 33
Exploded View of Starter Motor

1. Screw Brush Carrier Assy. 21. Field Terminal 41. Leaver & Peg Assy.
2. Sealing Bush 22. Solenoid Terminal Nut 42. Grommet
3. C.E. Bracket Assy. 23. Spring Washer 43. Drive Assy.
4. Sealing Ring C.E. 24. Solenoid Terminal 44. Lock Nut
5. Dowel 25. Main Terminal Nut 45. Pivot pin
6. C.E. Bush 26. Spring Washer 46. Dowel
7. Thrust Washer Steel 27. Main Terminal 47. Sealing Bush
8. Thrust Washer Insul 28. Solenoid Base Assy. 48. Gasket
9. Brush Assy. 29. Pole Screw 49. Thrust Collar
10. Brake Shoe Spring 30. Spring Washer 50. Jump Ring
11. Brake Shoe 31. Tab Washer 51. Fixing Bracket Assy.
12. Brush Carrier Assy. 32. Sealing Bush 52. Spring Washer
13. Brush Spring 33. Through Bolt 53. Screw Sol. Fixing
14. Armature Assy. 34. Solenoid Switch 54. Earth Terminal Nut
15. Connector 35. Plunger Spring 55. Spring Washer
16. Field Terminal Nut 36. Plunger Assy. 56. Plain Washer
17. Spring Washer 37. Field Coil Assy. 57. Earth Terminal
18. Insul Bush 38. Sealing Ring D.E. 58. Bearing Bush Fixing Bracket
19. Plain Washer 39. Intermediate Bracket Assy.
20. Insul Bush 40. Bearing Bush Intermediate Bracket

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 ELECTRICAL SYSTEM

D. BATTERY TEST

1. SPECIFIC GRAVITY TEST 2. CHARGE

Check the specific gravity of a battery with The voltage of the individual cell can be
hydrometer. checked with the help of a battery tester.
1. With the float in a vertical position, away from 1. voltage of 2 to 2.2 volt. per cell with a
the side of the barrel, take the reading with eye hydrometer reading of 1.235 indicates that the
at the level of the bottom of the curved portion battery is fully charged and in good condition.
of the liquid. 2. A voltage of less than 1.0 volt per cell with a
2. Specific gravity should not vary more than hydrometer reading of 1.050 or less, indicates
0.025 points from cell to cell. that the battery is nearly discharged.
3. If the specific gravity is below 1.250, charge 3. A voltage reading of 1.2 volt or less per cell,
the battery and inspect the charging system to with hydrometer reading of 1.200 or more,
determine the cause of the low battery charge. indicates that excessive acid gravity has been
added to the cell.

ALTERNATOR SPECIFICATIONS

DESCRIPTION FARMTRAC

Alternator Type A127 - 55

Polarity Negative Ground
Nominal Voltage 12.0 V
Maximum Rev./Min. 10,000
Maximum Output 55A
Regulator Controlled Voltage 13.6 - 14.4 V
Rotor Field Winding Resistance -
Stator Winding Resistance (Per Phase) -
New Brush Length 17.0 mm.
Minimum Brush Length 5.0 mm.
Brush Spring Pressure 1.3 - 2.7N (4.7 - 9.8 oz)

TORQUE SPECIFICATIONS

TORQUE SPECIFICATIONS UNITS FARMTRAC

Alternator Through Bolt lbf.ft (kgf.m) 4.0 (0.55)

Shaft Nut lbf.ft (kgf.m) 27.5 (3.82)
Rectifier Attaching Screws lbf.ft (kgf.m) 2.5 (0.35)
Regulator And Brush Box Screws lbf.ft (kgf.m) 2.0 (0.27)
Main Output Terminal Nut lbf.ft (kgf.m) 2.0 (0.27)
Phase Terminal Nut lbf.ft (kgf.m) 3.0 (0.42)

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ELECTRICAL SYSTEM

4. TROUBLE SHOOTING
IMPORTANT: Whenever effecting a repair the cause of the problem must be investigated and corrected to
avoid repeat failures. The following table lists problems and their possible causes with
recommended remedial action.
LIGHTING SYSTEM
PROBLEM POSSIBLE CAUSES REMEDY
Several or all lights do not 1. Battery discharged. 1. Check battery and charge or
illuminate renew.
2. Loose or defective battery cable 2. Inspect, clean and tighten
connections. connections.
3. Loose harness connection. 3. Check and ensure connections
securely engaged.
4. Fuse(s) burnt out. 4. Inspect and renew, check circuit
before reconnecting power.
5. Faulty wiring. 5. Check lighting circuit wiring and
repair or renew.
6. Defective light switch. 6. Check and renew.
7. Several light bulbs burnt out due 7. Check and renew voltage regulator.
to defective voltage regulation.

Individual lights do not 1. Burnt out bulb. 1. Check and renew.

illuminate 2. Defective or corroded bulb 2. Inspect, clean or renew.
contacts.
3. Fuse burnt out. 3. Inspect and renew, check circuit
before reconnecting power.
4. Loose or broken wires. 4. Inspect, secure, repair or renew
wiring.
5. Poor ground connection. 5. Inspect, clean and tighten ground
connections.

Lights burn not repeatedly 1. Loose or corroded wiring 1. Inspect, secure, repair or renew
connections. wiring.
2. Loose bulb or lamp mounting 2. Inspect, tighten or renew.
bracket.
3. Faulty Voltage Regulator. 3. Check and renew voltage regulator.

Plough lamps inoperative 1. Side lights switch not turned on. 1. Ensure side lights are illuminated.
2. See "Individual lights do not 2. See "Individual lights do not
illuminate. illuminate".

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 ELECTRICAL SYSTEM

PROBLEM POSSIBLE CAUSES REMEDY

Flasher lamps do not 1. Fuse blown. 1. Inspect and renew, check circuit
illuminate before reconnecting power.
2. Flasher unit inoperative. 2. Check and renew.
NOTE: Flasher unit may be by
passed by interconnecting terminals.
This enables circuit continuity to be
checked.
3. Flasher switch inoperative. 3. Check and renew.
4. Defective wiring or connections. 4. Inspect circuit, clean and tighten
connections or renew wiring.

Individual flasher lamp 1. Burnt out bulb. 1. Check and renew.

does not illuminate. 2. Corroded or loose bulb contacts. 2. Inspect, clean, tighten or renew.
3. Poor ground connection or damaged 3. Inspect, clean and tighten connection,
wiring. repair or renew wiring.

Turn indicator pilot 1. Faulty bulb(s). 1. Check and renew.

bulb(s) inoperative. 2. Defective flasher unit. 2. Check and renew.
3. Faulty wiring or connections. 3. Inspect, clean and tighten connections
or renew wiring.
4. Main flasher lamp bulb contacts or 4. Inspect, clean and tighten connections
ground connection corroded (failing to and ground connections.
draw full current).

INSTRUMENTATION 1. Faulty key start switch. 1. Inspect and check.

Warning lights and 2. Fuse(s) burnt out. 2. Inspect and renew, check circuit
gauges inoperative before reconnecting power.
3. Loose or broken wiring. 3. Inspect circuit, tighten connections or
renew wiring.

STARTING SYSTEM 1. Battery discharged. 1. Check battery and charge or renew.

Engine will not crank 2. Key start switch, safety start switch, 2. Check circuit and repair or renew
and starting motor relay or solenoid inoperative. faulty components.
relay or solenoid does 3. Starting circuit open or high resistance. 3. Check circuit connections and repair
not engage or renew faulty wiring.

Engine will not crank 1. Battery discharged. 1. Check battery and charge or renew.
but starting motor 2. Defective starting motor connections 2. Check, clean and tighten connection.
relay or solenoid or loose battery connections.
engages 3. Starting motor faulty. 3. Inspection, repair or renew.
4. Relay or solenoid contacts burnt. 4. Renew relay or solenoid.
5. Engine Seized. 5. Check engine crankshaft free to turn.

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ELECTRICAL SYSTEM

PROBLEM POSSIBLE CAUSES REMEDY

Starting motor turns 1. Defective starting motor drive 1. Inspect and repair or renew.
but does not crank assembly.
engine 2. Defective solenoid or pinion 2. Inspect and repair or renew.
engagement levers.
3. Defective flywheel ring gear. 3. Inspect and renew.

Engine crank slowly 1. Discharged battery. 1. Check battery and charge renew.
2. Excessive resistance in starting 2. Check circuit connections and repair
circuit. or renew faulty wiring.
3. Defective starting motor. 3. Inspect and repair or renew.
4. Tight Engine. 4. Investigate cause and effect repair.

CHARGING SYSTEM 1. Loose or worn dynamo/alternator drive 1. Check & adjust tension or renew.
Battery low in charge belt.
or discharged 2. Defective battery, will not accept or 2. Check condition of battery and renew.
hold charge.
3. Electrolyte level low. 3. Check, fill and charge.
4. Excessive resistance due to loose 4. Check, clean and tighten circuit
charging system connections. connections.
5. Defective voltage regulator. 5. Check and renew.
6. Defective dynamo/alternator. 6. See dynamo/alternator trouble
shooting guide.

Dynamo/Alternator 1. Defective battery. 1. Check condition of battery and renew.

charging at high rate 2. Defective voltage regulator. 2. Check and renew.
(battery consumes 3. Defective dynamo/alternator. 3. See dynamo/alternator trouble
more Electrolyte) shooting.

Dynamo/Alternator 1. Dynamo/Alternator drive belt broken. 1. Renew and tension correctly.

charging at high rate 2. Loose connection or broken cable in 2. Inspect system, tighten connections
(battery consumes charging system. and repair or renew faulty wiring.
more Electrolyte) 3. Defective voltage regulator. 3. Check and renew.
4. Defective dynamo/alternator. 4. See dynamo/alternator trouble
shooting.

Intermittent or low 1. Dynamo/Alternator drive belt slipping. 1. Check and adjust tension or renew.
dynamo/alternator 2. Loose connection or broken cable in 2. Inspect system, tighten connections
output charging system. and repair or renew faulty wiring.
3. Defective voltage regulator. 3. Check and renew.
4. Defective dynamo/alternator. 4. See dynamo/alternator

J–28
 ELECTRICAL SYSTEM

PROBLEM POSSIBLE CAUSES REMEDY

ALTERNATOR 1. Faulty external charging circuit 1. Inspect system, clean and tighten
Alternator light dims connections. connections.
and/or battery low 2. Faulty rotor slip rings or brushes. 2. Inspect and repair or renew.

Warning light goes 1. Faulty external charging circuit 1. Inspect system, clean and tighten
out-becomes brighter connections. connections.
with increased speed 2. Faulty rectifier or rectifying diodes. 2. Check and renew.

Warning light normal 1. Defective voltage regulator. 1. Check and renew

but battery boiling

Warning light normal 1. Defective voltage regulator. 1. Check and renew

but battery discharged 2. Faulty stator. 2. Check and renew.
3. Faulty rectifier or rectifying diodes. 3. Check and renew.

Warning light 1. Loose or worn alternator drive belt. 1. Check and adjust tension or renew.
illuminated 2. Faulty rotor, slip rings or brushes. 2. Inspect, repair or renew.
continuously and/or 3. Faulty voltage regulator. 3. Check and renew
flat battery 4. Defective stator. 4. Inspect and renew
5. Defective rectifier or rectifying diodes. 5. Check and renew.

Warning light 1. Burnt out bulb. 1. Check and renew

extinguished 2. Alternator internal connections. 2. Inspect & test circuitry, repair or
continuously and/or renew.
flat battery 3. Defective voltage regulator. 3. Check and renew.
4. Faulty rotor, slip rings or brushes. 4. Check, repair or renew.
5. Defective stator. 5. Check and renew.

Warning light flashes 1. Faulty external charging circuit. 1. Inspect circuit, clean and tighten
intermittently connections, repair or renew faulty
wiring.
2. Alternator internal connections. 2. Inspect and test circuitry, repair or
renew.

Warning light dims 1. Defective rotor, slip rings or brushes. 1. Check, repair or renew.
continuously and/or 2. Defective voltage regulator. 2. Check and renew.
flat battery

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ELECTRICAL SYSTEM

J–30