Welcome To

‘Know Your Mahindra Tractor’

 Setelah training ini diharapkan:

Peserta dapat melakukan operation standart & maintenance

Peserta dapat melakukan periodic service maintenance
Peserta mengetahui berbagai macam implement
Peserta mengetahui dan memahami komponen utama traktor
Peserta dapat membaca service manual dan part manual
 History Of Mahindra
State of the Art Manufacturing Facilities
 Tractor

• Apakah Tractor itu ?

• Kata Tractor diperoleh dari kata “Traction Motor”

yang berarti kekuatan untuk menarik beban.

• Traktor pada dasarnya adalah suatu penggerak, atau

suatu alat untuk menarik sebuah implement dalam
melakukan suatu perkerjaan.
 Komponen Utama Tractor

Engine
• Transmission
• Brakes & Clutch
• Hydraulic
• Front Axle & Steering
Engine Transmission
Clutch Hydraulic & 3
pt linkage

Implement / Load

Tyre
Tyre

Soil / Road, Crop

Domestic Variants – Engine Hp
 Mahindra Farm Tractor

W D
M 4
92 0 00-
00
-4W M8
D

M 8560-4WD
Sl. Tractor Automobile
1 Tractor pulls the load. Automobile carry.
2 Low speed - high torque. High speed - low torque.
No separate chassis. Engine &
3 Separate chassis
transmission works as chassis.
4
Unequal tyre size & tyre for rear - Equal tyre size & no directional
uni directional. issue.
Balasting is used as and when
5 Balasting is never done.
required.
Leaf Spring Suspension / Coil
6 No suspension system.
Spring Suspension / Air Suspension.
Gear box with 8 , 12 or more forward Gear box with 4 , 5 or 6 forward
speeds. speed.
7
Gear box with 2 , 4 or more reverse Gear box with only 1 reverse
speeds. speed.
Gear box with optional Overdrive
8 No overdrive.
speed.
Sl. Tractor Automobile
9 PTO is must. PTO is optional.
10 4x4 drive is optional.

Hydraulic is used only in case of

11 Hydraulic is must.
special purpose vehicles.
12 Implements / trolly are always used. Implements are sometimes used.
13 RPM meter & Hourmeter Odometer for speed & kms. reading
14 Diff lock - generally provided. Diff lock - generally not provided.

15
Turbocharger, Distributor FIP, Power Turbocharger, Distributor FIP, Power
Steering etc. are not very common. Steering etc. are very common.
16 Brake - only in the rear wheels. Brake - all four wheels.
17 Ehxaust - upstream. Ehxaust - downstream.

Foot as well as hand control

18 Foot control accelerator only.
accelerator as standard fitment.
Walk Around Machine
Mahindra Tractors
Operation & maintenance
Tractor Serial Number

Terletak di sisi bawah tempat duduk

operator.

Terletak di sisi kanan engine.

Controls, Instruments, dan Operations
Instrument cluster
 RPM meter
Gauge ini berfungsi untuk menunjukkan
putaran engine dalam satuan rpm (rpm =
revolution per minute). Untuk membaca
bilangan pada skala, maka bilangan tersebut
dikalikan dengan 100.

Hour counter
Hour counter terletak pada RPM meter. Ia
bekerja berdasarkan sinyal dari alternator
saat engine hidup.

Fuel gauge
Gauge ini berfungsi untuk menunjukkan jumlah
bahan-bakar yang ada pada fuel tank.
Petunjuk pengisian battery (Battery
charging indicator)
Lampu petunjuk ini akan menyala jika battery tidak
mengalami pengisian.
Seharusnya pada saat engine hidup, lampu petunjuk
ini padam (battery mengalami pengisian).
Jika lampu terus menyala walaupun putaran engine
adalah di atas low idle rpm, maka harus dicari
penyebabnya.

Petunjuk tekanan oli engine rendah

(Low oil pressure indicator)
Lampu petunjuk ini akan menyala jika tekanan oli
engine kurang dari 8 PSI.
Saat engine hidup (atau tekanan oli di atas 8 PSI),
maka lampu petunjuk ini harus padam.
Jika lampu terus menyala walaupun putaran engine
adalah di atas low idle rpm, maka harus dicari
penyebabnya.
Coolant temperature gauge
Gauge ini berfungsi untuk menunjukkan suhu air pendingin pada engine. Pada saat jarum
penunjuk masuk ke wilayah merah maka :
1. Hal itu menunjukkan suhu air pendingin yang berlebihan.
2. Cari penyebabnya.
3. Unit dapat dioperasikan apabila permasalahan telah diselesaikan.
Wilayah merah dimulai dari suhu 105oC.
Rentang wilayah hijau adalah 60oC - 100oC.
 1 2 3 4 5

1 - LH turn indicator
Lampu LH turn indicator akan berkedip bila switch belok diaktivkan (ke arah kiri).
2 - High beam indicator
Lampu ini akan menyala bila head lamp switch diaktivkan pada posisi High Beam.
3 - Air filter clog indicator
Lampu ini akan menyala jika filter udara tersumbat, dan membutuhkan pembersihan.
4 - Bake light indicator
Lampu ini akan menyala jika pedal brake diinjak pada kondisi keduanya terhubung,
atau saat rem parkir diaktivkan.
5 - RH turn indicator
Lampu RH turn indicator akan berkedip bila switch belok diaktivkan (ke arah kanan)
 3

1 4

5
2
6

1 - Light switch 5 - Heater

indicator
2 - Hazard switch 6 - Horn button
3 - High-low beam rotary switch 7 - Key switch
4 - Turn signal switch
F-R shuttle shift lever (tuas maju-mundur)
Tuas ini terletak di sisi kiri roda kemudi. Tuas ini memiliki tiga posisi : maju, netral, mundur.
Cara mengoperasikan :
• Injak pedal kopling penuh, traktor dalam keadaan benar-benar berhenti.
• Pilih arah yang diinginkan.
• Bebaskan pedal kopling secara perlahan.
Speed shift lever (tuas pemindah kecepatan)
Tuas ini terletak di sisi kanan kursi operator. Tuas ini memiliki lima posisi, yaitu 1, 2, 3, 4, netral.
Dalam posisi bebas, tuas berada pada posisi netral, yaitu pada posisi antara gigi 3 dan 4.
1. Injak pedal kopling secara penuh.
2. Pilih kecepatan yang diinginkan.
3. Bebaskan pedal kopling secara perlahan.
Gear dapat dipindahkan dalam keadaan traktor berjalan.
Range shift lever (tuas L-M-H)
Tuas ini terletak di sisi kiri kursi operator. Tuas ini memiliki tiga posisi, yaitu High – Medium-
Netral – Low.
Cara mengoperasikannya adalah :
1. Injak pedal kopling penuh dan hentikan laju traktor hingga benar-benar berhenti.
2. Pilih posisi tuas sesuai yang diinginkan.
3. Bebaskan pedal kopling secara perlahan.
Jangan memindahkan posisi tuas saat traktor berjalan.
Hand throttle lever (tuas gas tangan)
Gunakan tuas hand throttle untuk mengatur engine speed secara tetap (konstan).
Untuk menaikkan engine speed, tarik tuas ke arah operator. Untuk menurunkan engine
speed dorong tuas menjauh dari operator.
Engine speed (RSMA/RSMN) :
a. Low idle speed : 825 + 100 rpm
b. Rated engine speed : 2100 rpm]
c. High idle speed : 2400 rpm + 100 rpm
Tuas 4WD
Tuas ini terletak di sisi kiri kursi operator. Tuas ini digunakan untuk menghubungkan dan
memutuskan tenaga ke roda depan.
1. Injak pedal kopling dan hentikan traktor.
2. Tarik tuas ke atas untuk menghubungkan tenaga ke roda depan.
3. Tekan tuas ke bawah untuk memutuskan tenaga.
Pedal differential lock
Pedal ini terletak di sisi kanan kursi operator. Jika pedal ini diinjak, maka kedua shaft pada
rear axle akan terkunci.
Tujuannya adalah untuk mengatasi agar salah satu roda tidak slip, terutama saat membajak
atau menarik beban berat pada permukaan yang licin.
Differential lock hanya digunakan pada saat-saat tertentu saja. Jangan gunakan differential
lock saat :
a. traktor melaju dengan kecepatan tinggi.
b. traktor berbelok.
Apabila injakan kaki dilepaskan dari pedal, maka differential lock akan terputus.
Parking brake (rem parkir)
Parking brake terletak pada sisi kanan kursi operator.
Untuk mengaktivkan parking brake :
1. Injak foot brake (rem kaki) penuh.
2. Tarik tuas ke atas.
Untuk melepaskan parking brake :
3. Injak foot brake penuh.
4. Tuas parking brake akan bebas secara otomatis.
Clutch pedal (pedal kopling)
Jenis clutch adalah dual clutch dengan diameter clutch disc masing-masing 279,4 mm (11in),
yaitu untuk main clutch dan untuk Independent Power Take Off (IPTO).
Main clutch berfungsi untuk meneruskan & memutuskan tenaga menuju transmisi, dioperasikan
dengan pedal.
Dengan menginjak pedal kopling penuh, maka tenaga ke gearbox akan terputus.
 IPTO clutch

Keterangan :
1. PTO “ON-OF” lever.
2. IPTO clutch lever
1

2
IPTO clutch
Maksud dari istilah IPTO di sini adalah bahwa PTO bebas dari main clutch. Power diteruskan ke
PTO shaft melalui IPTO clutch yang dapat dihubungkan (engage) atau diputuskan (disengage)
dengan menggunakan IPTO clutch lever (2) yang terletak pada sisi kiri tempat duduk operator.
IPTO clutch selalu terjaga untuk tetap berada pada posisi engaged.
Untuk menghubungkan / meneruskan tenaga PTO, dilakukan dengan menggunakan PTO “ON-
OFF” lever (1) yang terletak di dekat IPTO clutch lever.
Untuk menghentikan/memutuskan tenaga PTO secara sementara, putuskan IPTO clutch lever.

IPTO beeper
Untuk memberitahu operator bahwa IPTO sedang berada pada posisi disengaged, tersedia
beeper. Beeper ini akan terus berbunyi hingga IPTO lever dihubungkan kembali (posisi
engaged).
Lever harus dikembalikan lagi ke posisi terhubung (engaged) dalam waktu 3 menit.
Power take-off
Untuk menghubungkan PTO, lakukan hal-hal berikut :
a. Gerakkan IPTO clutch lever ke depan untuk memutuskan clutch.
b. Gerakkan PTO “ON-OFF” lever ke depan untuk menghubungkan PTO shaft.
c. Perlahan gerakkan IPTO clutch ke belakang untuk menghubungkan clutch.
Kini PTO berada pada posisi terhubung (engaged).

Untuk memutuskan PTO, lakukan hal-hal berikut :

d. Gerakkan IPTO clutch lever ke depan untuk memutuskan clutch.
e. Gerakkan PTO “ON-OFF” lever ke belakang untuk memutuskan PTO shaft.
f. Perlahan gerakkan IPTO clutch lever ke belakang untuk menghubungkan clutch.
Kini PTO berada pada posisi disengaged.
 Jika IPTO beeper tidak bekerja pada saat IPTO lever digerakkan ke depan, hubungi
distributor Mahindra.
 Jika IPTO lever berada pada posisi terputus (disengaged) dalam jangka waktu lama, maka
dapat menyebabkan kerusakan pada release bearing.
 Jika PTO tidak digunakan, jangan biarkan IPTO lever pada posisi terputus (disengaged),
dan PTO lever pada posisi “ON”.
 A
C

Full live “vary-touch” hydraulic system

Traktor ini dilengkapi dengan fully “live” hydraulic system. Pump digerakkan langsung oleh
engine. Pump ini digunakan untuk menggerakkan three-point linkage ataupun implement lain
yang membutuhkan aliran oli.
Sistem hidrolik ini terdiri dari :
1. Position control lever (A).
2. Draft control lever (B).
3. Isolating valve lever (C).
Upper limit stop (pembatas bagian atas) telah diset oleh pabrik. Jika posisinya diubah maka
dapat menyebabkan kerusakan.
Position control lever :
Tuas ini digunakan untuk mengatur naik dan turunnya seluruh implement yang dipasang
pada three-point linkage.
1.Untuk menurunkan implement, gerakkan tuas ini maju.
2.Untuk menaikkan implement, gerakkan tuas ini ke belakang.

Draft control lever

Tuas ini digunakan untuk mengatur kedalaman masuknya implement ke dalam tanah.
Untuk menambah kedalaman masuknya implement ke dalam tanah gerakkan tuas ini ke
depan. Sedangkan untuk mengurangi kedalaman, gerakkan tuas ini ke belakang.
 A D

B
F
C
Isolating valve
Saat membawa implement (yang terpasang pada traktor) untuk jarak tempuh yang jauh, maka
penting untuk menjaga agar implement tidak turun secara tiba-tiba akibat adanya gerakan
Position Control lever yang dilakukan secara tidak sengaja/tidak hati-hati. Itulah sebabnya
traktor dilengkapi dengan Isolating valve yang penggunaannya adalah sebagai berikut :
1.Naikkan implement pada ketinggian maksimum dengan menggunakan Position Control lever.
2.Kendurkan locking bolt (E).
3.Gerakkan lockplate (F) ke arah luar.
4.Putar knob (D) penuh searah putaran jarum jam.
5.Kencangkan locking bolt (E).
Kini implement tidak dapat turun saat Position Control lever (A) digerakkan ke
bawah. Maka traktor dapat bergerak secara aman untuk jarak tempuh yang jauh.
Jika ingin menurunkan implement :
1.Putar knob (D) penuh berlawanan putaran jarum jam.
2.Gerakkan lockplate (F) ke arah bawah.
3.Kencangkan locking bolt (E).
4.Turunkan implement dengan menggerakkan Position Control lever.
 A

Cara menggunakan/mengoperasikan Position Control

Tuas ini (A) berfungsi untuk menaikkan dan menurunkan seluruh implement yang terpasang pada three
point linkage.
1.Bila tuas digerakkan ke depan, maka implement akan turun.
2.Bila tuas digerakkan ke belakang, maka implement akan naik.
Position Control stop screw digunakan sebagai pembatas agar ketinggian implement yang bekerja di atas
permukaan tanah, seperti mower (alat pemotong rumput) dan lain-lain dapat sama seperti sebelumnya.
Tuas Position Control (A) digunakan untuk aplikasi sebagai berikut :
1. Untuk membawa implement (transport), dan saat melakukan putaran balik pada bagian ujung ladang.
2. Untuk mendapatkan kedalaman yang konstan dari suatu implement pada permukaan tanah yang rata.
Selain itu juga digunakan untuk implement yang tidak masuk ke dalam tanah, seperti sreader atau
sprayer. Posisikan tuas Position Control sesuai ketinggian atau kedalaman yang Anda inginkan.
 A

C
B

Position Control Lever Stop

1. Gerakkan tuas DC (C) ke posisi maju penuh.
2. Gerakkan tuas PC (A) ke belakang hingga mencapai pembatas bagian atas. Ini akan
menyebabkan implement akan naik mencapai ketinggian maksimum.
3. Gerakkan tuas PC (A) ke depan hingga implement telah sampai pada batas ketinggian kerja
yang diinginkan.
4. Set stop screw (B) pada tuas PC, kemudian kencangkan stop screw.
Dengan demikian bila tuas PC diposisikan pada stop screw maka ketinggian implement akan
sama dengan sebelumnya.
Perhatian : Jangan gerakkan tuas Position Control melebihi/melewati pembatas bagian atas.
Draft Control

D B
Penjelasan draft control
Dikarenakan draft (tahanan pada tanah) yang diterima implement nilainya berubah-ubah akibat
ketidak-teraturan bentuk permukaan tanah (ground contour), susunan/jenis tanah (soil texture),
ataupun gerak hempas traktor (pitching), maka beban yang diterima top link pada three point
linkage akan berubah-ubah juga.
Perubahan ini kemudian diteruskan melalui mekanisme internal hingga menjadi gerakan valve
hidrolik.
Melalui top link, sistem kontrol draft akan bereaksi tidak hanya saat top link dalam kondisi
tertekan (biasa terjadi saat membajak), tapi juga saat top link meregang, yaitu saat implement
bekerja pada kedalaman yang dangkal.
Peningkatan draft pada implement akan meningkatkan penekanan (compression) atau mengurangi
regangan (tension) pada top link, sistem kemudian akan bergerak naik. Kebalikannya, penurunan
draft pada implement akan menyebabkan sistem bergerak turun.
Karena adanya setting pada tuas draft control, maka akan terjadi pengaturan beban (load) yang
dibutuhkan untuk menjaga valve pada posisi menahan (hold position). Karenanya, beban yang
harus ditarik oleh traktor akan terjaga dengan mengabaikan kontur tanah, kondisi tanah, dan
anggukan/hempasan traktor.
Tuas draft control digerakkan ke depan untuk memperdalam masuknya implement ke dalam
tanah, dan digerakkan ke belakang untuk mendangkalkan masuknya implement.
 A

D B
Melakukan pengesetan pada draft control
1. Gerakkan tuas DC (C) ke posisi maju penuh.
2. Gerakkan position control stop screw (B) maju penuh dan kencangkan.
3. Naikkan implement dengan cara menarik tuas PC (A), hingga tuas ini menyentuh pembatas
atas.
4. Turunkan implement dengan cara menggerakkan tuas PC (A) ke posisi maju penuh. Semakin
cepat tuas digerakkan ke depan, semakin cepat implement akan turun.
5. Jalankan traktor maju secara perlahan. Saat implement telah mencapai kedalaman yang
diinginkan, gerakkan tuas draft control ke belakang, hingga terasa linkage baru saja mulai
bergerak ke atas (terasa ada sentakan karena adanya beban pada top link). Posisi ini akan
menjadi posisi tuas DC untuk kedalaman tertentu pada jenis tanah tertentu.
6. Setelah mendapatkan setting yang sesuai (yang diinginkan), gerakkan DC stop screw (D)
hingga menyentuh tuas DC (C), kemudian kunci pada posisi ini.
Jika jenis tanah adalah sama, maka sebagian berat implement akan dibawa/dipikul oleh
three point linkage. Karenanya, sebagian berat implement tersebut akan
diteruskan/ditranfer ke roda belakang traktor guna menambah traksi. Jika kondisinya
berubah, yang menyebabkan peningkatan draft, maka sistem akan bergerak naik, dan
seluruh berat implement akan diteruskan ke roda belakang traktor untuk mendapatkan
traksi maksimum. Segera setelah draft kembali normal, sistem akan bergerak turun, dan
situasi akan kembali ke kondisi sebelumnya.
Saat roda depan traktor masuk ke dalam alur bajakan (furrow), maka implement akan
cenderung untuk terangkat. Saat implement terangkat, draft akan berkurang dan sistem
akan turun untuk mendapatkan kembali kedalaman yang telah diset sebelumnya. Jika roda
belakang traktor masuk ke dalam alur bajakan (furrow), maka yang terjadi adalah
kebalikannya.
Jadi, pada semua kondisi pengoperasian, sistem “Vary-Touch” akan memungkinkan
tercapainya traksi maksimum dan kedalaman implement yang tetap.
Peringatan :
Tidak boleh menggerakkan tuas draft control untuk menaikkan impelement hingga mencapai
posisi paling tinggi. Bila hal ini dilakukan dapat menyebabkan terjadinya overheat pada
sistem
Seluruh gerakan baik itu masuk ke dalam tanah ataupun keluar dari tanah harus dilakukan
dengan menggunakan tuas position control.
Peringatan :
 Jangan lakukan perubahan
terhadap posisi stopper (A),
karena ini akan berpengaruh
terhadap ketinggian maksimum
yang telah diset.
 Saat membawa implement atau
menggunakan automatic hitch,
selalu jaga posisi tuas draft control
(C) selalu berada pada posisi
bawah.
 Pada saat isolating valve pada
posisi tertutup, selalu jaga kedua
tuas (B & C) pada posisi bawah.
Mengisi air ke dalam ban sebagai
pemberat
Ban traktor dapat diisi dengan air
sebanyak 80% dari volume ban.
Tabel kecepatan traktor
 Tekanan ban

Tekanan ban Depan Belakang

Pada jalan raya 16 psi 16 psi
Pada medan 12 psi 12 psi
kerja
Tabel spesifikasi
oli
 Kapasitas

Kapasitas Liter

Fuel tank 64,73

Cooling system 11,92
Engine oil 9,46
Transmission 47
Front axle 7,68
Jadwal Perawatan
Secara berkala
(Bergantung pada kondisi
di mana traktor itu
bekerja )
Tekanan Ban
Setiap 10 jam
at au
setiap hari
 A

Periksa jumlah oli engine

Periksa jumlah coolant
50 jam pertama
Beri grease pada nipple sesuai anak
panah
Setiap 250 jam
Ganti oli engine berikut filternya
Ganti fuel filter primer
 A. Alternator
mounting
B. Alternator
C. Adjusting nut
D. Adjusting bracket

Periksa kekencangan fan belt

Untuk memeriksa kekencangan fan belt, tekan belt dengan ibu jari pada bagian
yang ditunjukkan oleh anak panah. Kekencangan yang benar adalah bila jarak yang
dicapai adalah 9,5 – 12,7 mm.
 B
A

Periksa jumlah oli transmisi

Lepas dipstick (A) dan periksa jumlah oli. Jumlah oli yang benar adalah di
antara dua tanda pada dipstick.
Jika jumlah oli kurang, tambahkan melalui lubang dipstick atau melalui
lubang pengisian yang terletak pada bagian belakang traktor (B).
 Fill & level plug

Periksa jumlah oli pada front axle

Periksa jumlah oli pada epicyclic
Setiap 500 jam
Ganti fuel filter
sekunder
Ganti suction filter (hydraulic system)
Setiap 1000 jam
Periksa celah valve, lakukan penyetelan bila
perlu.
FO : 1, 3, 4, 2
Nilai celah valve (dingin)
IN = 0,3 mm
EX = 0,4 mm
Ganti coolant
Terdapat dua buah drain plug (penutup lubang pembuangan) yang harus
dibuka saat menguras coolant, yaitu satu buah terletak di sisi kiri engine,
satu lagi berada di bagian bawah radiator. Untuk mempercepat
pembuangan, lepas tutup radiator.
Fill & level
plug

Drain
plug

Ganti oli front axle

 Strainer

Ganti oli transmisi dan bersihkan

strainer
Ganti saringan udara bagian luar dan
dalam
Sistem
ENGINE
Types of Heat Engines :

External Combustion Engine

Internal Combustion Engines

Classes of I.C. Engines :

Reciprocating
Rotary ( Gas Turbines )
Types of Reciprocating Engines :

• Compression Ignition Engines

• Spark Ignition Engines
 BASIC PRINCIPLE OF 4 – STROKE COMPRESSION IGNITION
RECIPROCATING ENGINE

INTAKE / SUCTION STROKE

Air is sucked in to the cylinder due to

the vaccum created by the down
ward movement of the Piston ( T.D.C.
to B.D.C. ) through the Inlet Valve,
which is open through out this stroke.
 COMPRESSION STROKE

The Piston rises from B.D.C. to T.D.C,

in a Compression Stroke.At this point
both the valves are closed.Thus the Air
which entered the Cylinder During
Suction gets compressed to Pressures
around 30 – 40 Kg / Cm2 and
simultaneously the Temperature Rises
to around 650 – 800 Degree
Centigrade.
 EXPANSION / POWER STROKE
As the piston reaches T.D.C. the
Injector sprays Diesel in to the
Cylinder (Combustion Chamber ). The
high temperature of the Air Ignites the
fuel and combustion takes place,
which will further boost up the
pressure and pushes the Piston
Downwards.Since Power is generated
during this stroke this stroke is termed
as Power Stroke.
 EXHAUST STROKE
The Exhaust valve Opens and and
Combustion Gas is discharged
through the Exhaust Valve as the
Piston Moves from B.D.C to T.D.C.
thus completing one whole cycle of
four strokes.Thus this is termed as
“Four Stroke Engine”.
 TYPES OF COMBUSTION CHAMBER.

Direct Combustion Chambers

In this type The Injector Sprays Diesel Directly in to the Combustion

Chamber ( Hemispheric Type , Reentrant Type Etc., ) on the Piston

In Direct Combustion Chambers

In this type The Injector Sprays Diesel in to the Pre-Combustion

Chamber where the Diesel is mixed with Air.
 CYLINDER HEAD
The Cylinder Head is located over the
Cylinder Block. This forms the Top
Cover of the Cylinder and Holds
Valves, Injector, Water Jackets for CYLINDER HEAD -
Cooling. 0022125RD

CRANKCASE / BLOCK
The Cylinder Block ( Top Portion )
along with Crank Case ( Bottom
Portion ) forms the main Body of the
Engine. Cylinder Block houses the
Cylinder Liners, The Crankcase
Holds the Crank Shaft & Cam Shaft
by means of Bearings & Bushes.

CRANKCASE -
5552979R91 5553061R91
 CYLINDER LINER

WET LINER
A Wet Liner forms a complete
Cylinder.It is provided with a flange
which fits in to the groove in the
cylinder Block.At the bottom of the
Liner grooves are provided for Rubber
“O” Rings for sealing the water
Leak.The liner is in direct contact with
cooling water, hence this is known as
wet Liner.
.

CYLINDER SLEEVE
5555531R1 / 1099443R2
 DRY LINER
A Dry Liner is made in the shape of a
barrel having a flange at the Top which
keeps in position in to the Cylinder
Block.This type of liner is inserted in
the Worn Cylinder Bore after
Machining thus it does not come in
direct contact with Cooling
Water.Hence is known as Dry Liner.
.
 PISTON
Piston receives the force from the
Combustion with in the Cylinders. When
piston is forced downward.It transmits the
motion through a Connecting Rod to the
Crank Shaft.Piston has Grooves in which
Piston Rings are Mounted.Ring Carrier
cast Iron Inserts in Top Piston Grooves are
provided to avoid Groove Damage due to
High Temperatures.

PISTON ASSLY
5554074R91 / 5554075R91
 PISTON RINGS
Piston Rings are used to maintain a tight
seal in the Combustion Chamber during
the combustion and Power Strokes.It also
scrapes the Oil from the Cylinder Wall and
prevents it from entering in to the
Combustion Chamber and also helps to
transmit the greater portion of Piston Heat
to Cylinder Walls.

There are two Types of Piston Rings :

• Compression Rings. PISTON RING SET
• Oil Control Ring. 5551030R91 / 5551993
 COMPRESSION RINGS

The function of compression rings is to

prevent gas Leakage during Compression
and Power Strokes.These rings are
installed in the grooves at upper part of the
Piston.The Piston Rings are provided with
Butt Joints, hence the rings should be
placed 120 Degrees apart in order to
prevent Compression Leak.
 OIL CONTROL RINGS

The Oil Control Ring serves to scrape

excess oil from the cylinder Wall so as to
prevent it from entering in to the
Combustion Chamber. A channel is cut
around the oil ring and slots provided at
equal distances in the channel for Oil
Return.Holes are provided in the piston
Groove to enable the scrapped Oil to pass
through the ring and piston Hole and return
to the crankcase.A self tensioning Coil
Spring is provided in the Piston Ring for
higher surface specific pressure and better
conformability with even worn and distorted
Cylinder Bores.
 GUDGEON PIN ( PISTON PIN)

The purpose of a Gudgeon Pin is to

connect the Piston with the Upper End
of the Connecting Rod ( Small
End ).Each end of the Gudgeon Pin
fits in to the Piston Bosses.The centre
of the Pin fits through the Upper End
of the Connecting Rod.This
arrangement allows the Connecting
Rod to move back and forth on the
Piston Pin.
 CONNECTING ROD
The Connecting Rod attached to the Piston by the Piston Pin, converts
reciprocating Motion of the piston to a rotary motion of the crankshaft. The
connecting Rod is continuously subjected to repeated compressive and
tensile Loads, therefore is made of forged steel and is made in to I-Section to
with stand these Loads.The part of Connecting Rod that is joined to the
Piston Pin is called the Small End. And the part that is joined to the Crank
Shaft is called Big End.

Types :
• Oblique Split.
• Straight Split.

CON ROD ASSLY –

22159RD
 CAMSHAFT

The Opening and closing of the Valves are performed by the rotational
motion of the Cams provided on the Cam Shaft at a predetermined
timings.Tappets located on top of each cam moves Up & Down by
following the shapes of the Cam.Push Rods which are seated in the
Tappet are pushed by Cam Shaft to open each Valve against the Tension
of the Valve Springs for the required Interval.Once released the Valves
will close against the Valve Spring Tension.

CAM SHAFT -
22104RD
 VALVES
The Valves which allows air to enter inside the cylinder is
known as Inlet Valve and the valve which allows the
Exhaust Gases to escape is known as the Exhaust Valve.
The Upper part of the Valve is known as the Head.Its
face is ground at an angle at the Outer Edge as specified
by the Manufacturers.When valve is closed it sits closely
on its seat.The seats are either cut in the cylinder head or
steel inserts are pressed in the cylinder head.The seats
are machined at an angle to match the angle of the valve
for proper tight sealing.The inlet valve usually has larger
diameter head than the exhaust valve for good
Volumetric efficiency.
The longer part of the valve is known as valve stem
which moves in the guide.At the end of the stem grooves
are provided for collets for Locking.Oil Seals are provided
on top of the guide to prevent oil leakage through the
Guides. VALVE – 5555185R91
 VALVE TIMING
Theoretically the Inlet Valve should open at T.D.C. and close at
B.D.C.Similarly the exhaust valve should open instantaneously at B.D.C. and
should remain open till the piston reaches T.D.C., where it must close.But in
practice due to inertia the valves cannot open instantaneously and time has
to be allowed for the intake and exhaust processes to complete.Hence Inlet
Valve opens before T.D.C (Called Valve Lead) and close after B.D.C.
( Called Valve Lag ).Similarly exhaust Valve Opens before B.D.C. and closes
After T.D.C. Hence both Inlet & Exhaust Valve are simultaneously open for
certain period called Valve Over Lap.
FIP TIMING TDC VALVE TIMING DIAGRAM
13 – 20 Deg
BTDC 1. EXHAUST VALVE
CLOSES AT 10 Deg ATDC

4. INLET VALVE OPENS

AT 9 Deg BTDC

2. INLET VALVE CLOSES

AT 35 Deg ABDC

3. EXHAUST VALVE
OPENS AT 42 Deg BBDC

BDC
 VALVE MECHANISM

The Valves are opened and closed according to

the valve timing Diagram.The cam shaft which is
run through timing gear rotates at one half the
number of rotations to that of the Crankshaft.The
Cam Lobe pushes the Tappet which in turn
pushes the Push Rod which lifts one end of
Rocker Arm.The other end pushes down the
valve and causes it to open.when the cam turns
further the valve is closed by spring tension.
 CRANK SHAFT
The crank shaft receives power from the
piston through connecting Rod in Power
stroke and transmits the power to the drive
train of the Equipment.It uses some of the
power to return the piston to the top of the
cylinder in the other stroke to produce
continuous motion.The Crank rotates on
the Journals mounted in the Crank Case in
the Bearings.Crank Pins are offset on
which the Connecting Rods are
mounted.Since Crank shaft pins are offset,
Excessive vibrations are generated to
eliminate these vibrations Crank shaft is
provided with Balance / Counter Weights
( either integral or Separate )

CRANK SHAFT –
15602RD / 22121RD /
5553039R11
 CRANK SHAFT
The crank shaft has drilled oil passage through which oil can flow from
the main bearing to the big end bearings.The front end of the shaft has
gear, that drives the cam shaft & Fuel Pump through idler gear.Pulley is
provided on the crank shaft to drive Water Pump & Dynamo.The rear
end of the Crank Shaft has a Fly wheel which tends to keep the
crankshaft turning at constant speed.
 BEARINGS
The Bearings are used in the main
journals & Crank pins to allow forming a
suitable oil film to reduce losses due to
friction.

The Bearings which are used on the

main journals are known as Main
Bearings, the bearings used on the
Crank Pin are termed as Big End
MAIN BEARING SET
Bearings.These bearings are split type
and are made very thin alloy lining
applied on copper or steel backed
surface hence are termed as Bimetal
Bearings.
 FLYWHEEL
The Purpose of a fly wheel which is made of cast
Iron and is bolted on the rear end of the crankshaft
is to store up energy necessary to carry the Engine
over the points at which it is not receiving the
power Impulse from the combustion.
The size of flywheel varies with the No. of
cylinders and general construction of the Engine.
The flywheel is connected to the self starter by a
ring gear for cranking.

FLYWHEEL ASSLY
SECTIONAL VIEWS OF AN ENGINE

ENGINE ASSLY – 5554114R91 / 6002230A91

 OPERATING SYSTEMS OF AN ENGINE

• Lubrication System
• Cooling System
• Air Filtration System
• Fuel Injection System
 LUBRICATION SYSTEM
The basic purpose of an lubrication system is to reduce wear and friction
between moving parts. The other functions of an lubricant are :
• Lubricate moving parts to minimise Wear & Power loss from friction.
• Remove heat from Engine Parts by acting as a cooling Agent.
• Absorbs shocks between Moving parts to reduce Engine Noise.
• Forms a good seal between Piston Rings and cylinder Walls.
• Acts as a Cleaning Agent.
 LUBRICATION SYSTEM (CONTD..,)
Types of Lubricating Systems :
• Force Feed
• Splash

Force Feed : In this system, the Engine parts are lubricated by Oil
fed under pressure from Oil Pump.The Oil pump delivers Oil to the
main gallery.The oil from the main gallery goes to the main bearings
having grooves that feed oil in to drilled holes in the crank shaft.The
oil flows through these holes to the connecting Rod Bearings.In
O.H.V. Engines, oil is fed under pressure to the valve mechanisms
in the cylinder Head.
Cylinder Walls are lubricated by splashing Oil thrown off by
Connecting rod Bearings.
LUBRICATION SYSTEM (CONTD..,)
 SUMP OIL PUMP

FILTER

MAIN GALLERY

1ST MB 2ND MB 3RD MB 4TH MB 5TH MB

• 1ST CB 2ND CAM BUSH

• CAM BUSH
4TH CB
• IDLER GEAR 2ND CB CYLINDER HEAD 3RD
CB
CAM BUSH
& GEAR TRAIN
ROCKER SHAFT

SUMP
 LUBRICATION SYSTEM (CONTD..,)
Splash System : In this system oil is splashed from the oil
pan in to the Lower part of the crankcase.Usually the
connecting rod has a dipper that dips in to the oil sump each
time the piston reaches the B.D.C.this splashes the Oil ( this
system is prevalent in Smaller Engines – Especially 2
Wheeler Engines ).In most of the Engines the Oil is splashed
by crankshaft webs.The piston , Cylinder Liners etc., are
lubricated by this system.
LUBRICATION SYSTEM (CONTD..,)

Engine Oil Pump :

The Engine Oil Pump draws Oil from
the Oil Sump pressurises it and feeds
it to the Main Gallery from where the
oil circulates to other parts of the
Engine.

The most common types of Engine Oil

Pumps are :
• Gear Type
• Rotor Type

OIL PUMP ASSLY –

1127750R93
 LUBRICATION SYSTEM (CONTD..,)

Gear Type :
This type of Pump uses a pair of meshing
Gears.As gears rotate , the space between the
gear teeth are filled with Oil from the Oil Inlet.As
the teeth meshes, the oil is forced out through
the Oil Outlet.

Rotor Type :
This type of pump uses an inner Rotor and an
outer Rotor.The inner Rotor is driven and it
makes the outer rotor to run with it.During this
process the spaces between the rotor lobes are
filled with oil.When lobes of then inner rotor
move in to the spaces in the Outer Rotor, the oil
is squeezed out through the Out Let.
 LUBRICATION SYSTEM (CONTD..,)

Relief Valve
The relief valve maintains the pressure of the Oil system.This helps in
avoiding the Excessive pressure in the system.The relief valve in simple form
is a spring loaded Ball / Plunger. When the pressure increases above the
optimum, the ball or plunger is moved against its spring, this opens up a
passage through which oil can flow back to the Oil Sump.Once the pressure
is reduced the Plunger or Ball comes back to its original position.
 LUBRICATION SYSTEM (CONTD..,)

Oil Filter
In all Automotive Engine lubricating System,
filter is used to clean the Oil and prevent the
Foreign material from entering in between the
moving parts, which may damage them.The
filter which cleans all the oil in circulation is
known as full flow Filters.This has a spring
loaded By Pass Valve.This protects the Engine
against Starvation in case filter is
clogged.When this happens, the valve is
opened and the Oil by Passes the filter.The
Engine thus receives sufficient Oil.How ever
this situation is not safe as this will allow
unfiltered oil in to the system, which may
damage the internal Parts of the Engine.

SPIN ON FILTER –
5557147R91
 COOLING SYSTEM

All the heat generated by the combustion of fuel in the cylinder of an

Engine is not converted in to useful Power.Approximately 25 % is utilised
effectively – which is the Thermal efficiency of an Engine.About 45 % is
lost in exhaust gases and friction and 30 % is absorbed by the Engine.
The heat absorbed by the Engine if not dissipated will lead Over Heating
and result in burning of the lubricant there by causing seizure ( Piston,
Bearing etc.,) Excessive heat may damage other parts as well.
Cooling system is provided to dissipate the excess heat from the cylinder
wall, in order to maintain the temperature below certain limits.
 COOLING SYSTEM (Contd..,)

Types of Cooling Systems :

• Air Cooling
• Water Cooling
Air Cooling

In Air Cooling the Cylinders and Heads are made of Aluminum

Alloys ( For faster heat dissipation ) & are provided with Fins ( for
higher contact Area ).In bigger Engines Blowers are provided to
Blow Air through specially designed Ducts.The air absorbs the heat
from the Fins and is pushed out in to the atmosphere thus cooling
the Engine.
 COOLING SYSTEM (Contd..,)

Water Cooling
In Water cooling systems the cylinders are surrounded by water
Jackets through which the cooling water flows.The water absorbs the
heat from the Engine and gets heated.The hot water is cooled by
means of an radiator.
The Water Cooling system consists of Water Pump, Radiator,
Thermostat, Fan & Hoses.
 COOLING SYSTEM (Contd..,)

Water Pump
Centrifugal Type Water Pumps are generally used for Engine
Cooling.The Pump is mounted at the front end in between the Block
and the Radiator. The pump consists of a housing with a water inlet,
Outlet & Impeller.The impeller is a flat plate mounted on the pump
shaft with a series of Blades.When the Impeller rotates, the Water
between the blades is thrown outward by centrifugal force.The Water
is forced through the pump Outlet and in to the cylinder Block.The
pump inlet is connected by a hose to the bottom of the radiator.Water
from the radiator is drawn in to the pump to replace the water forced
through the Outlet.
 COOLING SYSTEM (Contd..,)

Water Pump
The Impeller shaft is supported on one or more bearings, A Seal
prevents coolant from leaking out around the bearing.The pump is
driven by a belt through the drive pulley mounted on the Crank
Shaft.

WATER PUMP ASSLY –

5554716R93
 COOLING SYSTEM (Contd..,)
RADIATOR
Radiator cools the water which gets hot by
absorbing the Heat from the Engine.The
Radiator consists of Upper Tank, the Lower
Tank & the Core in between.The Hot water
enters the Upper Tank from the Upper
Hose.The upper tank is also provided with a
radiator cap for adding fresh water in case of
loss.The core consists of many tubes through
which water water passes as it goes from
upper tank to lower tank, dissipating heat to
the fins provided around the tubes.The fins
are cooled by means of Air forced on to them
by the Fan which is driven by the water pump
pulley.

RADIATOR ASSLY
5551475R91 /
 COOLING SYSTEM (Contd..,)
RADIATOR PRESSURE CAP
To improve efficiency and prevent
evaporation, radiators are provided with
Pressure Caps.The use of this caps
increases the system pressure thus RADIATOR CAP
increasing the Boiling point of water.The 6001118R91 /
Radiator Cap works as a pressure Valve 20867E05
cum Vaccum Valve.If the pressure rises
above the optimum, the Valve Opens and
the pressure is released. In case of drop
in pressure the vaccum valve opens and
air is sucked in.
 COOLING SYSTEM (Contd..,)

THERMOSTAT
The Efficiency of an Engine is highest when the temperature is
approximately 86 to 100 Degree Centigrade.Therefore it is
important to reach this temperature as soon as possible after the
Engine is started.The thermostat is designed to maintain the
temperature of the coolant with in desired range.The thermostat
opens and closes according to the coolant temperature.When the
Water temp. is low ( below 85 deg.) the thermostat prevents the
water from entering the Radiator, thus the water circulates with in
the Engine and gets heated.Once the temp of 85 Deg is reached
the Thermostat is opened and the water flows to the radiator for
getting cooled.
 COOLING SYSTEM (Contd..,)

THERMOSTAT
Wax Type:
There are 2 types of thermostat valves Bellow
Type : The wax type is commonly
In this type a volatile liquid such as ethyl or used, which utilises the
methyl Alcohol is taken in a brass Bowl, when temperature expansion
temperature is low the bellow contracts and property of Wax to open
closes the valve.At high temperatures the liquid and close the Valve
volatizes, thus expanding the Bellows which
opens the valve

THERMOSTAT VALVE
5556450R91 (82
DEG.)
 AIR FILTRATION SYSTEM

The purpose of an Air filtration system is to send dust free air in to the
Combustion Chamber.
The main Components of an Air Filtration System are :
1.Pre Cleaner
2.Air Cleaner
Pre-cleaner : Pre-cleaner is mounted on the
Extension Pipe above the Air Cleaner assembly
which is located in front of Radiator Assly.Vanes
on the base of the pre-cleaner induce rotary
motion to the air stream as the air enters the inlet
at high Speed.Centrifugal Forces cause the
heavier dust and other foreign matter to be thrown
in to the space between the inner and Outer
Shells.The pre-cleaned air then passes to the Oil
bath Air Cleaner.
 AIR FILTRATION SYSTEM Contd..,
Air cleaner : There are two types of Air
Cleaners :
• Oil Bath Type
• Dry Type
Oil Bath Type : Air Enters at the top of the Air Cleaner through a duct to the
surface of the Oil Bath Bowl where it is deflected Upward after Ramming with
inner Cup.
The dust and foreign material is caught in the
Bowl at this point due to velocity and abrupt
change in direction of Air Flow.The air passes
upward through the filter carrying Oil Droplets
with it.As the air passes through this mesh,
most of the remaining dust adheres to the Oil
wetted surface and drains back in to the
Bowl.The air Outlet is provided on the side and
the removable bowl fitted to the Bottom permits
convenient cleaning and servicing.
 AIR FILTRATION SYSTEM Contd..,

Dry Air Filter : The filtered air from the Oil Bath type Air Cleaner is
passed through the Dry Paper Filter element to remove the finer
particles from the air which cannot be removed by the pre-cleaner or
the Oil Bath type Air Cleaner.

AIR FILTER
ELEMENT
5555890R91
 FUEL SYSTEM

Fuel System Consists of

the Following :
1.Fuel Tank
2.Pre Filter
3.Fuel Feed Pump
4.Water Separator
5.Dual Fuel Filter
6.Fuel Injection Pump
7.Injectors
8.Over Flow Valve
9.Leak Off Pipe
 FUEL SYSTEM Contd.,

1.Pre-Filter : This Filter is

attached to the Feed
Pump.The function of the
preliminary Filter is to prevent
the Coarser impurities from
reaching the filter to avoid
early chocking of the Filter.
 FUEL SYSTEM Contd..,

Feed Pump : The Feed Pump Draws the

fuel from the Fuel Tank and Pumps it Under
Pressure through the Fuel filter in to the
Fuel Gallery of the Injection Pump. The
Feed Pump is a mechanical Piston Type
Pump and is normally Mounted on the
Injection Pump.The Feed Pump is driven by
the Cam Shaft of the Injection Pump.A hand
primer is also fitted on the Feed Pump and
is used for filling and bleeding the suction
side of the injection system when starting or
after maintenance Work.
 FUEL SYSTEM Contd..,

Fuel Filters : Effective Fuel filtration is

absolutely essential for trouble free
Operation of the Fuel Injection
Equipment.In our Tractors Two Stage
filtration system is used for Diesel
Filtering.
Fuel Filter Elements :
There are two Filter Elements the
Primary Made of Cloth and secondary
made of Paper.These filters ensure that
the fuel is free from any foreign material
which may damage fuel Injection
equipment. PRIMARY FILTER – 1233525R91
SECONDARY FILTER –
1233526R91
 FUEL SYSTEM Contd..,

Fuel Injection Pump : The function

of an Fuel Injection Pump is to pump
diesel at a high pressure to the
Injector.During this process it has to
be ensured that the Timing &
Quantity is as per the requirement.
Governor is provided in the FIP for
varying the fuel quantity as per the
load requirements.
Lubrication of the Pump is done by
providing an Oil Chamber or through
Main Oil Gallery of the Engine.
 FUEL SYSTEM Contd..,

Injectors :The performance of an

Engine depends on the proper
functioning of the Fuel Injection
System.Hence along with proper
Quality,Quantity & Timing, it is very
important that each charge of fuel is
in such a condition that it is
completely consumed.This function is
done by the Injector by spraying the
fuel in semi gaseous form to enable
complete burning.

INJECTOR –
5558371R1
 Other Important Components in an Engine

• Head Gasket • Radiator Fan

• Tappet Cover / Breather • Inlet Manifold
• Oil Sump / Pan • Exhaust Manifold
• Oil Seals • Water Separator
• Pulleys • Oil Pressure Gauge
• Belt • RPM Meter
• Alternator • Temperature Gauge
• Starter
• Front Cover
• High Pressure Pipes
TRANSMISSION
 GEAR BOX

A Gear Box is the first stage at which the Speed is reduced based on the Gear
Selection including Reverse Speed to enable the User to use the Gears as per
Torque & Speed Requirements.
Types of Gear Box :
• Sliding Mesh
• Constant Mesh
• Synchromesh
 Sliding Mesh Constant Mesh
This type of Gear Box has Sliding In this type of Gear Box The gears
Gears of Various Diameters on on the Main Shaft and Counter
the Main Shaft. By sliding these Shaft are in Constant Mesh.The
gears to mesh with the Gears Gears are free to rotate on Main
fixed on the Counter Shaft, Shaft and are engaged by Engaging
different speeds and Gear Ratios Sleeves & Dogs which are provided
are Obtained. with Teeth on their inner side.
 TYPES OF GEARS
Gears are Normally Classified as :
• Spur Gear :The teeth are cut parallel to
the Axis of Rotation.The are strong and
Simple.They generate no end thrust and
can be mounted Easily.
• Helical Gear : The teeth are cut at an
angle to the axis of rotation.The load
taking capacity is more.They Run
Smoothly and last Longer and can be
Operated at a faster speed thana spur
Gear.They cause considerable axial trust
because of the teeth cut at an angle.
 Gear Ratio :
The Relative Speed of two meshing
Gears is determined by the No. of
teeth of the two Gears.The relative
speeds are inverse to the no. of
Teeth.Thus Gear ratio is the ratio of
the speeds at which the two meshing
gears rotate.
Torque Ratio :
The inverse of Gear Ratio is termed
as Torque Ratio as when the speed
reduces the Torque Increases.Thus
for Higher Gear Ratio the Torque
ratio is lower
SECTIONAL VIEW OF AN 8 + 2 SLIDING MESH GEAR BOX

10. 1ST & REVERSE SLIDING GEAR

(5553573R1) 11. 2ND
& 3RD SLIDING GEAR
(6501556R1) 12. 4TH &
DIRECT COUPLING GEAR
(6500311R1)

13. 4TH & DIRECT SPEED SLIDING GEAR

(6500310R1)

14. SLIDING QUILL GEAR

(3069962R11)

15. SLIDING GEAR COUPLING

(751076R4)

17. TRANSMISSION DRIVING SHAFT

(3069967R3)

30. CONSTANT MESH GEAR

(3043988R3)

31. SLIDING GEAR COUPLING

(3040868R3)

32. 3RD & 4TH DRIVING GEAR

(751055R3)

33. 2ND SPEED DRIVING GEAR

(751054R1)

35. COUNTER SHAFT & 1ST GEAR

(1231982R1)
POWER FLOW DURING HIGH NEUTRAL POSITION

HIGH SPEED SLIDING GEAR COUPLING IS SHIFTED TOWARDS ENGINE SIDE

COUPLES THE DRIVE SHAFT & 4TH & DIRECT SPEED GEAR
00751076R4 – ALT. 006500289R1 – BOTH B.P. & S.P
 POWER FLOW DURING HIGH 1ST GEAR POSITION

FIRST & REVERSE GEAR SHIFTED TOWARDS ENGINE SIDE

003043990R1- B.P. 005553573R – S.P
 POWER FLOW DURING HIGH 2ND GEAR POSITION

SECOND & THIRD SLIDING GEAR IS SHIFTED TOWARDS DIFFERENTIAL

006501556R1- B.P. 006501555 – S.P.( 2ND GEAR CONSTANT MESH)
POWER FLOW DURING HIGH 3RD GEAR POSITION

SECOND & THIRD SLIDING GEAR IS SHIFTED TOWARDS ENGINE SIDE

006501556R1- B.P. 005554794R1 – S.P.( 3RD GEAR CONSTANT MESH)
COUPLES WITH 00751055R3 – B.P. 005555340R2 – S.P.
( DRIVING GEAR 3RD & 4TH SPEED)
 POWER FLOW DURING HIGH 4TH GEAR POSITION

4TH & DIRECT SPEED SLIDING GEAR COUPLING IS SHIFTED TOWARDS DIFFERENTIAL
SIDE 00751076R4 – BOTH CONSTANT MESH & SLIDING MESH
 POWER FLOW DURING HIGH REVERSE GEAR POSITION

FIRST & REVERSE GEAR SHIFTED TOWARDS DIFFERENTIAL SIDE

MESHES WITH 003043991R2 (S.P. & B.P. ) WHICH IS DRIVEN BY:
006500284R – B.P. 006500313 - S.P. (THROUGH 1 ST & REVERSE DRIVING GEAR
 POWER FLOW DURING LOW NEUTRAL POSITION

LOW SPEED COUPLER ( 003040868R2) IS SHIFTED TOWARDS DIFFERENTIAL

SIDE- COUPLING 003043998R2 ( CONSTANT MESH GEAR) & 3 RD & 4TH SPEED
DRIVING GEAR
POWER FLOW DURING LOW 1ST GEAR POSITION

FIRST & REVERSE GEAR SHIFTED TOWARDS ENGINE SIDE

003043990R1- B.P. 005553573R – S.P
 POWER FLOW DURING LOW 2nd GEAR POSITION

SECOND & THIRD SLIDING GEAR IS SHIFTED TOWARDS DIFFERENTIAL

006501556R1- B.P. 006501555 – S.P.( 2ND GEAR CONSTANT MESH)
 POWER FLOW DURING LOW 3RD GEAR POSITION

SECOND & THIRD SLIDING GEAR IS SHIFTED TOWARDS ENGINE SIDE

006501556R1- B.P. 005554794R1 – S.P.( 3 RD GEAR CONSTANT MESH)
COUPLES WITH 00751055R3 – B.P. 005555340R2 – S.P.
( DRIVING GEAR 3RD & 4TH SPEED)
 POWER FLOW DURING LOW 4TH GEAR POSITION

4TH & DIRECT SPEED SLIDING GEAR COUPLING IS SHIFTED TOWARDS ENGINE SIDE
00751076R4 – BOTH CONSTANT MESH & SLIDING MESH
 POWER FLOW DURING LOW REVERSE GEAR POSITION

FIRST & REVERSE GEAR SHIFTED TOWARDS DIFFERENTIAL SIDE

MESHES WITH 003043991R2 (S.P. & B.P. ) WHICH IS DRIVEN BY:
006500284R – B.P. 006500313 - S.P. (THROUGH 1ST & REVERSE DRIVING GEAR
HIGH NEUTRAL LOW NEUTRAL

HIGH REVERSE LOW REVERSE

HIGH 1ST GEAR HIGH 2ND GEAR

HIGH 3RD GEAR HIGH 4TH GEAR

AM BASICS OF A TRACTOR 80
LOW 1ST GEAR LOW 2ND GEAR

LOW 3 RD
GEAR LOW 4TH GEAR
 DIFFERENTIAL

Power is transmitted from Engine to Differential through Clutch & Gear

Box.The Major functions of an Differential Assly are :
• Differentiate speeds of two Axles while taking a turn.
• Provides Fixed Speed Reduction.
• Transfers Power at 90 Degrees.
Operation :
Crown Wheel is mounted on the Differential Assly, which is driven by the
Pinion.The function of the Crown pinion Set is to Reduce the speed as
well as simultaneously transfer power at 90 Degrees.
WHY DIFFERENTIAL IS REQUIRED ??

SINCE X > Y
X

Y
 DIFFERENTIAL

OPERATION : The drive pinion drives the Crown Wheel. The rotation of
the crown wheel causes the Differential case to rotate.When the
differential case rotates, the star gears move around in a circle with the
Differential Case.Because the two differential sun Gears are meshed with
the Sun Gears.This causes Bull Pinion Shafts to rotate.The pinion on the
Bull shafts rotate the Bull Gear, which in turn drives the Rear Axles.
OPERATION OF AN DIFFERENTIAL
 PINION
CROWN
BULL PINION SHAFT
BRAKE PLATES
BULL GEAR

REAR AXLE

POWER FLOW IN AN DIFFERENTIAL ASSLY & REAR AXLE

 Differential Case
Bearing Cage – Bull
Pinion Shaft
(3071401R5/402R4)

Crown & Pinion

(6501449R91/51R91)
Differential
Bevel Gear
(6501563R1)
Bull Pinion Shaft
(6500285R1/286R1)
Differential
Bevel Gear
(6501562R1)
Differential Case
(5555774R11)

EXPLODED VIEW OF DIFFERENTIAL & BULL PINION SHAFT

 DIFFERENTIAL CLUTCH

DIFF. LOCK SHAFT

SPRING & COLLAR

BULL PINION SHAFT

SPRING

‘O’ RING RETAINER

DIFFERENTIAL PEDAL

DIFFERENTIAL LOCK MECHANISM

 BULL GEAR
(5557603R91)
REAR AXLE BEARING
(001082187R91)
REAR AXLE HOUSING
(5555512 / 13 / 14 / 15)
REAR AXLE BEARING
(6502193B91)

OIL SEAL
(6500248R91)
OIL SEAL RETAINER

REAR AXLE
(1127167R91/1082273R2)
BULL GEAR , REAR AXLE, REAR AXLE HOUSING
 REAR WHEEL RIM
(1082317R91)
REAR AXLE

REAR AXLE HOUSING

BULL GEAR

REAR WHEEL DISC

(5555817R91)
 CLUTCH COVER
( 555504091 / 650866R91 )
CLUTCH
The purpose of an Clutch is to engage and
disengage the Engine from the Gear Box for
changing gear or starting from rest.
When clutch is engaged the Power from
Engine is transmitted through the clutch to
the Gear Box.When the clutch pedal is
pressed, the Clutch is release and the
Engine is disengaged from the Gear Box.
Requirement of an Clutch :
PRESSURE PLATE
• It should Engage & Disengage Smoothly.
( 1099637R91 )
• It should Transmit Power with out Slip.
• It should dissipate Heat Easily.
CLUTCH PLATE
( 5556565R91 / 5557234R91)
 CLUTCH
The Type of Clutch we use in our Tractor is
Friction Type.The Power is transmitted by
means of friction between the Fly Wheel,
Clutch Plate and the Pressure Plate.
The Pressure Plate is Loaded with Springs
which press the Pressure Plate on the
Clutch Plate which is mounted on the
CLUTCH COVER
Input Shaft.The clutch plate presses ( 5558415R91 / ASSLY
against the Fly Wheel and the Power from 6502174R91 )
the Fly Wheel is transmitted to the Input
Shaft.
Declutching is done by pressing the
Fingers / Diaphragm which pull the
Pressure Plate against the Spring and
release the Pressure on the Clutch
Plate.Thus the Clutch is disengaged.
CLUTCH PLATE
( 5558414R91 / 6502175R91 )
 BRAKES
The Operation of Brake is similar to that of
Clutch.
There are 2 Brake Plates on each side,
Mounted on the Rotating Bull Pinion Shaft,
the first Plate is in between Bull Cage
Housing & Disc Actuating Assly. The
second Plate is in between Disc Actuating
Assly & Brake Cover Assly.When the Brake
is applied the Actuating Assly Opens up
pressing the Brake Plates on either
side.Due to this pressure the Brake Plates
press against the Bull Cage Housing &
Brake Cover Assly respectively. Sine they
are stationery, the Brake Plates Stop
Rotating which will force the Whole Drive
System to Stop.Thus the Tractor Stops.
 FRICTION DISC
( 1121140R91 )

ACTUATING DISC
( 3067144R1 )
AM BASICS OF A TRACTOR 94
HYDRAULICS
 HYDRAULICS
Hydraulic System works on the principle of Pascal’s Law which states that
“Pressure applied on confined liquid acts equally in all directions”.

Thus the Mechanical Energy from the Engine is converted by the Hydraulic Pump
in to Hydraulic Energy to use it for Lifting the Required equipment Implements,
Trolleys etc..,
The Major components in our Hydraulic System are :
• Hydraulic Pump
• Filter
• Control Valve Assly
• Linkages
• Hydraulic Piston
• Connecting Rod
• Rocker Arm & Rocker Shaft
• Lifting Arms
• Lower & Top Links
• Bell Crank Mechanism
 HYDRAULIC PUMP
The function of an Hydraulic Pump is to
supply Oil to the Hydraulic System.Hydraulic
Oil is supplied to the Pump from the Oil
Housing through an external pipe which
connects to an intake Port in the Pump.
A set of Spur Gears incorporated in the body
of the Pump supplies oil to the Hydraulic
Power Lift.On entering the Pump, the Oil Fills
the spaces between the teeth of the revolving
Gears and is then carried around, with in the
Pump Body, to a point where the teeth in the
two Gears come in to mesh.As the oil cannot
pass back between the gears it is forced out
of the pump Body to the Outlet. HYD PUMP DOWTY
(1121094R91)
 FILTERS

Two types of filters are mounted in the Hydraulic System :

Primary Filter : Wire mesh filter mounted in line with the Suction Pipe from the
Housing This filter restricts any foreign material from entering the Hydraulic Pump.An
additional Spin On Filter is Provided for better filtration
Secondary filter : This filter is provided in the circuit to filter the Oil passing through
the Orifice, which is provided to create differential Pressure during Lifting Circuit to
avoid Oil escaping through the Main Spool to the Reservoir.

OIL FILTER
(5556039R91)
 CONTROL VALVE ASSLY
Control valve assly is the heart of the Hydraulic system and consists of all
the controlling tools and Hydraulic circuit which enables the lifting
mechanism.
The Major Components in H 2 Hydraulics are :
• Flow Divider
• Compensator Valve
• Regulator Valve
• Relief Valve
• Non Return Valve
• Main Spool Assy
• Isolator Valve
• Orifice Filter
• Thermal Relief Valve
Flow Divider : Flow Divider, divides the flow of Oil from the Pump to the
Main Circuit / By Pass Port depending upon the position of the Compensator
Valve.
Compensator Valve : Compensator Valve Compensates the Flow of Oil in
the Circuit.This Varies the Flow depending on the Load Conditions &
Requirement.This Valve Functions on the principle of Differential Pressure.
Regulator Valve : Regulator Valve also works on Differential Pressure and
Regulates the Flow of Oil to the Reservoir during Neutral & Blocks the Oil
from Going to the reservoir during Lifting.
Main Spool Assly : The Main Spool is an directional control Valve. The
different Positions of This Spool represent different Circuits.
Isolator Valve : Isolator Valve is used to Isolate the Cylinder in Lifted
Position during Transportation of Implements.This is also used to isolate the
Piston & Cylinder from the main Circuit during Tipping Operation.
 A

Relief Valve :Relief Valve is the valve provided

in the circuit to release excess pressure in case
of chocking of any line in the circuit to avoid
damage to other parts like ‘O’ Rings etc.,The
Opening Pressure of Relief Valve is 2400 PSI to
2600 PSI.
CONTROL VALVE ASSLY
Non Return Valve : NRV is an 1 – Way Valve (3069235R1)
which permits oil to flow to the cylinder during
lifting and stops the Oil from coming back during PISTON
(3044376R1)
Neutral. The Opening Pressure of NRV is 90 A
PSI.
Thermal Relief Valve : Thermal Relief valve is
provided on the Piston to release the Excessive
pressure from closed circuit in case of rise in
pressure due to Temperature / Jerks during
Transportation of the Implement.
H2 HYDRAULICS ORIFICE FILTER
OIL INLET REGULATOR VALVE

MAIN RELEIF VALVE

PORTS 4 to 1
MAIN SPOOL

NON RETURN VALVE

AUXILLARY PORT
(TIPPING ETC.,)

COMPENSATOR PISTON RAM CYLINDER

VALVE

OIL TO RESERVOIR
FLOW DIVIDER

ISOLATOR VALVE
 NEUTRAL CIRCUIT
Oil From
Pump Due to differential
pressure the
Regulator valve piston
pushes the spring
loaded Ball – thus
opening the port to
the sump. The Oil
flows continuously to
the Reservoir with out
doing any work.
 LIFTING CIRCUIT
Oil From Pressure drops and the
Pump Regular valve Ball sits
back on its seat and
blocks the oil passage to
the sump
Main spool is pushed in,
which allows the oil to
escape to the sump.
Pressure builds up in
the circuit and opens
the NRV ( 90 PSI),
Thus oil enters the
cylinder and pushes
the Piston which lifts
the implements
through various
linkages
Lowering Circuit

Main spool is pushed

out , which opens port 4
to the sump, through
which oil escapes to the
sump.

Due to the weight of

the Implement the
Piston pushes the Oil
in the cylinder back to
the circuit, and the oil
escapes to the sump
through port 4
 FAST SLOW CONTROL
ORIFICE FILTER

REGULATOR VALVE

RELEIF & NON-RETURN

VALVE
POSITION CONTROL
SPOOL
DRAFT CONTROL
SPOOL
REMOTE CYLINDER

INLET FROM HYDRAULIC

PUMP CYLINDER

ISOLATOR VALVE
H1 HYDRAULICS
CONTROL VALVE ASSLY / OIL CIRCUIT DURING NEUTRAL
POSITION CONTROL LIFTING

2. Pressure drops and

the Regular valve Ball
sits back on its seat
and blocks the oil
passage to the sump
1. Main spool is pushed
in, which allows the oil
to escape to the sump.

3. Pressure builds up in
the circuit and opens
the NRV ( 90 PSI), Thus
oil enters the cylinder
and pushes the Piston
which lifts the
implements through
various linkages
POSITION CONTROL LOWERING

1. Lowering Main spool

is pushed out , which
opens port to the sump,
through which oil
escapes to the sump.

2. Due to the weight of

the Implement the
Piston pushes the Oil in
the cylinder back to the
circuit, and the oil
escapes to the sump
through port 4
DRAFT CONTROL NEUTRAL

Due to differential
pressure the
Regulator valve
piston pushes the
spring loaded Ball
– thus opening
the port to the
sump.
Linkages : Linkages are used to operate the Spools
through the Position Control & Draft Control Levers.
Hydraulic Piston : Piston is provided in the Control
ROCKER ARM
Valve assly to push the Connecting Rod with the
Hydraulic Pressure generated in the Control Valve
Assly.
Connecting Rod : Connecting Rod Transfers the
Motion of the Piston to the Rocker Arm, which rotates
the Rocker Shaft.
Rocker Arm & Rocker Shaft : Rocker Arm transmits
the Linear Motion of the Con. Rod to the Rotary Motion
of the Rocker Shaft.Rocker Shaft Transfers the Motion
to the Lifting Arms.

ROCKER SHAFT
INTERNAL LINKAGES FOR DRAFT CONTROL LEVER D
INTERNAL LINKAGES FOR POSITION CONTROL LEVER D
 Lifting Arms

Lifting Arms : These are mounted

on the Rocker Shaft one on either
side, these are connected to the
Lower Links which actually lift the
Load.
Lower & Top Links : Lower Links
are used to lift the Actual Load. Top
Links supports the Load as well as
helps in sensing of Excessive Loads
on dragging Implements to activate
Top Link
the Draft Mechanism.
( 5557350R1 )

Lower Links
( 5555593R91
)
Bell Crank Mechanism : The responses from the Top Link are transferred to the
Draft Control Plunger which Operates the Draft Mechanism in ADDC ( Automatic
Depth & Draft Control ).
Lifting
Arms

JKFFFFFF

Tension Spring Top Link Crank

STEERING & FRONT AXLE
 INNER COLUMN

MAIN NUT

ARM DROP
(5557115R1)

OIL SEAL
BOX COMPLETE (1121330R1)

ROCKER SHAFT (1233097R1)

 Operation of an Steering
When Steering Wheel is rotated, the
Main Nut Moves Up & Down Based
on the direction of Motion.The Main
Nut Oscillates the Rocker Shaft
which Rotates the Steering Arm.The
steering Arm transmits the Motion
to the Steering Knuckles ( King Pins
) through the Tie Rods.
Tie Rod CPTE
(1230282R91)
Centre Pin Bush
(5553988R91)

King Pin Bush

(5554360R91)
Steering Knuckle / King Pin Assly
( 1127035R95 / 1127036R95 )

Front Wheel Outer Bearing

( 1099227R91 / 5555170R91 )
Front Wheel Inner Bearing
( 1099226R91 / 1082166R91 )

Front Wheel Hub

( 5554791R1)

Front Wheel Rim

( 5554391R1 / 7601439A91 )