W190 Evolution GB

Service Manual
W190 EVOLUTION
W190 EVOLUTION
WHEEL LOADER
Service Manual
Print N° 604.02.356.00 English
VII - 2002
THIS ALERT SYMBOL SIGNALS IMPORTANT MESSAGES INVOLVING YOUR SAFETY.
Read and heed carefully the safety instructions listed and follow the precautions recommended to avoid
potential risks and to safeguard your health and your safety.
You will find this symbol in the text of this Manual referred to the following key words:
WARNING - Cautions directed to avoid improper repair interventions involving potential consequences
for the operator’s safety.
DANGER - These warnings qualify specifically potential dangers for the safety of the operator or other
persons directly or indirectly involved.
IMPORTANT NOTICE
All maintenance and repair interventions explained in this Manual must be performed exclusively by the
Service Organization of the Manufacturer, observing strictly the instructions explained using, whenever
necessary, the recommended specific tools.
Whoever performs the operations reported without following exactly the precautions is responsible on his own,
for the damages that may result.
Neither the Factory nor any Organizations in its Distribution Network, including but not limited to national,
regional or local distributors, are responsible for any liability arising from any damage resulting from defects
caused by parts and/or components not approved by the Factory for use in maintaining and/or repairing products
manufactured or merchandized by the Factory.
In any case, no warranty of any kind is made or shall be imposed with respect to products manufactured or
merchandized by the Factory, when failures are caused by the use of parts and/or components not approved
by the Factory.
AVOID ACCIDENTS
Most accidents and injuries occurring in industry, on the

farm, at home or on the road, are caused by the failure
of some individual to follow simple and fundamental
safety rules or precautions. For this reason, MOST
ACCIDENTS CAN BE PREVENTED by recognizing
the real cause and taking the necessary precautions,
before the accident occurs.
Regardless of the care used in design and construction
of any type of equipment, there may be conditions that
cannot be completely safeguarded against without in-
terfering with reasonable accessibility and efficient op-
eration.
A careful operator is the best insurance against acci-
dents. The complete observance of one simple rule
would prevent many thousands serious injuries each
year.
This rule is: Never attempt to clean, lubricate or adjust
a machine while it is in motion.
WARNING
On machines having hydraulically, mechanically

and/or cable controlled equipment (such as
showels, loaders, dozers, scrapers etc.) be certain
the equipment is lowered to the ground before
servicing, adjusting and/or repairing.
If it is necessary to have the equipment partially or
fully raised to gain access to certain items, be sure
the equipment is suitably supported by means
other than the hydraulic lift cylinders, cable and/or
mechanical device used for controlling the equip-
ment.
SUMMARY
SAFETY RULES .............................................................................................. page 1
SPECIFICATIONS - WHEEL LOADER ............................................................ page 8
TABLE OF FLUID CAPACITIES ...................................................................... page 11
UNITS OF MEASURE ..................................................................................... page 12
TORQUE TABLES ........................................................................................... page 13
ENGINE ................................................................ Section 1

TRANSMISSION .................................................. Section 2
BRAKE SYSTEM ................................................. Section 3
STEERING SYSTEM ........................................... Section 4
BUCKET BOOMS AND FRAME ........................ Section 5
EQUIPMENT HYDRAULIC SYSTEM ................. Section 6
ELECTRICAL SYSTEM ...................................... Section 7
CAB ...................................................................... Section 8
W190 EVOLUTION 0-1
SAFETY RULES
GENERALITIES Ensure that nobody is in the machine operating range
Read this Manual carefully before starting, operating, before moving off or operating the attachment. WALK
maintaining, fuelling or servicing the machine. COMPLETELY AROUND the machine before mounting.
Sound the horn.
Read and comply with all safety precautions before any
intervention. Before starting machine, check, adjust and lock the driver's
seat for maximum comfort and control of the machine.
Do not allow unauthorised personnel to operate or service
this machine. Fasten your seat belts(when fitted).
Do not wear rings, wrist watches, jewellery, loose or Obey all flag signals and signs.
hanging garments, such as ties, torn clothing, scarves, Due to the presence of flammable fluids on the machine,
unbuttoned or unzipped jackets that can get caught in never check or fill fuel tanks or accumulator batteries near
moving parts. Wear certified safety clothes such as: hard fires, open flames, or sparks.
hat, no-slip footwear, heavy gloves, ear protection, safety REMEMBER THAT SPECIAL STARTING FLUIDS ARE
glasses, reflector vests, respirators. Ask your employer FLAMMABLE. Scrupolously follow recommendations
about specific safety equipment requirements. printed on the containers and in this Manual.
Keep the operator’s compartment, step plates, grab-rails DO NOT PUNCTURE OR BURN CONTAINERS.
and handles clean and clear of foreign objects, oil, grease,
mud or snow to minimize the danger of slipping or stum- Containers must be stored in fresh, well ventilated places
bling. Remove mud or grease from your shoes before and out of the reach of unauthorised persons. Strictly
attempting to mount or operate the machine. follow the instructions provided by the Manufacturer.
Do not jump on or off the machine. Always keep both hands Never use these products near fires, open flames, or
and one foot, or both feet and one hand in contact with sparks.
steps and grab rails.
Do not use controls or hoses as hand holds when climbing
on or off the machine. Hoses and controls are movable
parts and do not provide solid support. Besides, controls
may be inadvertently moved and cause unexpected OPERATING
movement of the machine or its attachments.
Check wheel and rim retainers before each working shift.
Never operate the machine or its attachments from any If necessary, tighten to the torque specified.
position other than sitting in the driver’s seat.
Do not run the engine of this machine in closed buildings
Keep head, body, limbs, hands and feet inside the opera- without proper ventilation capable to remove harmful
tor’s compartment at all times to reduce exposure to exhaust gases.
external hazards .
Roll Over Protective Structures (ROPS) are required on
Be careful of possible slippery conditions of the steps and wheel or crawler loaders, dozers, or graders. NEVER
hand rails as well as of the ground around the machine. OPERATE the machine if such protective structure is
Do not leave the machine until it is has come to a complete removed.
stop. Keep the operator’s compartment free of foreign objects,
Check the seat safety belt at least twice per year and especially if not firmly secured. Never use the machine to
replace it if it shows signs of wear, fraying or other transport objects, unless proper securing points are pro-
weakness that could lead to failure. vided.
DO NOT CARRY RIDERS ON THE MACHINE
Study and familiarize with escape routes alternate to
normal exit routes.
According to law provisions, seat belts must be fitted with
STARTING Roll Over Protection Structures or cabs. Keep safety belts
fastened during operation.
NEVER START OR OPERATE A FAILED MACHINE. Be-
fore operating the machine, always ensure that any unsafe For your personal safety, do not climb on or off the machine
condition has been satisfactorily corrected. while it is in motion.
Check brakes, steering and attachment controls before Make sure that bystanders are clear of the machine oper-
moving off. Report any malfuctioning part or system to the ating range before starting the engine and operating the
maintenance managers for proper action. attachment. Sound the horn. Obey all indications provided
by flags, signs and signals.
Ensure all protective guards and panels as well as all
safety devices provided are in place and in good operating DO NOT COAST OR FREEWHEEL down hills. Engage the
condition. most suitable gear speed to keep the machine under control.
Carefully read personal and machine SAFETY PRECAUTIONS (at the beginning of this manual)
0-2 W190 EVOLUTION
SAFETY RULES
Do not operate the machine if you are extremely tired or feel When working on slopes or near sudden level drops in the
ill. Be especially careful towards the end of the working shift. terrain, avoid areas where ground is loose or soft since
Do not operate a machine with misadjusted brakes. overturn or loss of machine control could result.
Operate the machine at low speed which can ensure If noise level is high and continuosly exceeds 90 dBA over
complete control at all times. 8 hours at the operator's ear, wear approved ear protection
in compliance with local regulations.
Travel slowly over very rough terrain, slopes or near drop-
offs, in congested areas or on frozen or slippery surfaces. Where counterweights are provided, do not operate the
machine if they have been removed.
When backing, always look to where the machine is to be
moved. Be alert of the position of bystanders. Should When transporting a loaded bucket, keept it as rolled-back
someone enter the work area, STOP THE MACHINE. and low as possible for maximum visibility, stability and
safety of there machine. Ground speed should be ad-
Maintain a safe distance from other machines or obstacles equate to the load and ground conditions.
to ensure required visibility conditions. Give way to loaded
machines. The load must always be properly arranged in the bucket;
move with extreme care when transporting oversize loads.
Maintain a clear vision of the surroundings of the travel or
work area at all times. Keep cab windows clean and Use only the type of bucket recommended for the machine
repaired. and the materials to be handled. Follow the recommenda-
tions concerning loading capacity, arrangement of the
When machines are operating in tandem, the pusher (rear) materials, characteristics of the ground and job to be
must be equipped with the appropriate deflectors to protect performed.
the front unit driver against the air stream coming from the
blower fan. Do not lift and move loads overhead where persons are
standing or working, nor downhill when working crosswise
When pulling or towing through a cable or chain, do not on slopes. In this case, the bucket should be unloaded on
start suddenly at full throttle. Take-up slack carefully. the uphill side, whenever possible.
Carefuly inspect the towing items for flaws or problems Start and stop the machine carefully when the bucket is full.
before proceedig. Do not move off without first reducing engine speed.
Avoid kinking or twisting chains or cables. Do not pull
Overtaking manoeuvres should be performed only when
through a kinked chain or cable as the high stresses
absolutely necessary and unavoidable. Beware possible
existing in this condition may induce failures. Always wear
uneven terrains, poor visibility, presence of other machin-
heavy gloves when handling chains or cables.
ery or persons out of sight.
Chains and cables should be securely anchored. Anchor
Operate the machine at a speed adequate to the working
points should be strong enough to withstand the expected
site conditions and in any case slow enough to ensure
load. Keep anyone clear of anchor points and cables or
complete control at all times.
chains.
Check instruments at start-up and frequently during
DO NOT PULL UNLESS THE OPERATOR’S COMPART-
operation. Stop the machine immediately should any
MENTS OF THE MACHINES INVOLVED ARE PROP-
malfunction be signalled.
ERLY PROTECTED AGAINST POSSIBLE BACKLAS IN
CASE OF CABLE OR CHAIN FAILURE OR DETACH- Never use the bucket as a man lift or to carry riders.
MENT. Never use the machine as a work platform or scaffolding,
Be alert of soft ground conditions close to newly con- nor for other improper use (such as pushing railway cars,
structed walls. The fill material and machine weight may trucks or other machines).
cause the wall to collapse.
Pay attetion to people within the machine operating range.
In darkness, check area of operation carefully before Load trucks from the driver’s side whenever possible.
moving in with the machine. Use all lights provided. Do not
Prior to operating the machine, check which obstacles
move into low visibility areas.
and/or difficulties you will encounter, such as narrow
If the engine tends to stall for whatever reason under load streets, overhead doors, cables, piping, as well as ground,
or at idle, immediately report this problem to the mainte- bridges, paving and ramps bearing load limitations.
nance managers for proper action. Do not operate the
In case of road transfers, find out beforehand what condi-
machine until this condition has been corrected.
tions are likely to be encountered, such as size restrictions,
On machines fitted with suction radiator fans, regularly heavy traffic, paving type, etc. . Beware fog, smoke or dust
check the engine exhaust system for leaks, as exhaust that obscure visibility.
fumes expelled towards the operator are toxic.
When crossing gullies or ditches, move at an angle with
Operators must know thoroughly the performances of the reduced speed after ensuring ground conditions will per-
machine they are driving. mit a safe traverse.
W190 EVOLUTION 0-3
SAFETY RULES
Always inspect the working area to identify potential risks Always remember to move the gearshift lever to the neutral
such as: inclines, overhangs, trees, demolition rubble, position and engage the control lever lock for safety
fires, ravines, steep slopes, rough terrain, ditches, crowns, purposes.
ridge trenches, heavy traffic, crowded parking and service Apply the parking brake (if fitted).
areas, closed ambients. In such conditions, proceed with
extreme care. NEVER LEAVE THE MACHINE UNATTENDED with the
engine running.
Whenever possible, avoid going over obstacles such as
very rough terrain, rocks, logs, steps, ditches, railroad Prior to leaving the operator’s seat,and after making sure
tracks. When obstructions must be crossed, do so with that all people are clear of the machine, always slowly
extreme care and at an angle, if possible. Slow down and lower the attachment until resting it safely to the ground
select a lower gear. Ease up to the break-over point, pass Park the machine in a non-operating and no-traffic area.
the balance point slowly and ease down the other side. Park on firm level ground. If this is not possible, position the
In steep down-hill operation, do not allow the engine to machine at a right angle to the slope, making sure there is
over-speed. Select the proper gear before starting down no danger of uncontrolled sliding. Apply the parking brake.
grade. If parking in traffic lanes cannot be avoided, provide
Avoid crosswise hill travel, whenever possible. Drive up appropriate flags, barriers, flares and signals as required
and down the slope. Should the machine start slipping to adequately warn the oncoming drivers.
sideways when going uphill, steer and turn machine front Keep head, body, limbs, hands and feet clear of the dozer,
immediately downhill. arms, bucket or ripper when raised.
The gradient you may attempt to overcome is limited by Always switch off the battery isolator switch before serv-
factors such as ground conditions, load being handled, icing the machine in whatever manner (i.e., cleaning,
machine type and speed, and visibility. repairing, maintaining, etc.). Do the same when the
There is no substitute for good judgement and experience machine is to remain parked for prolonged periods of time
when working on slopes. to avoid accidental or unauthorized starting.
Avoid operating the attachment too close to an overhang Never lower the attachments other than sitting in the
or high wall, either above or below the machine. Beware operator’s seat. Sound the horn. Make sure that nobody is
of caving edges, falling objects and landslips. Remember within the machine operating range. Lower the attachment
that such hazards are likely to be concealed by bushes, slowly. DO NOT USE FLOAT POSITION in case of hydrau-
undergrowth and such. lic controls.
When pushing-over trees, the machine must be equipped Securely block the machine and lock it every time you
with proper overhead guards. Never drive a machine up leave it unattended. Return keys to authorized security.
the roots, particularly while the tree is being felled. Use Perform all necessary operations as detailed in the Opera-
extreme care when pushing over any tree with dead tion and Maintenance Instruction Manual. Apply the park-
branches. ing brake (if fitted) every time you leave the machine.
Avoid faggots, bushes, logs and rocks.
NEVER DRIVE OVER THEM, nor over any other surface
irregularities that discontinue adherence or traction with MAINTENANCE
the ground, especially near slopes or drop-offs.
Be alert to avoid changes in traction conditions that could GENERALITIES
cause loss of control. AVOID driving on ice or frozen Before operating or performing any intervention on the
ground when working on steep slopes or near drop-offs. machine:
Working in virgin rough terrains is characterized by the - carefully read all the norms contained in this Manual;
presence of all the perils and risks listed above. In these - read and observe all safety plates and instructions
conditions, it is emphasised the danger represented by located on the machine.
large tree limbs (possibly falling on the machine), large
roots (which may act as a leverage under the machine Do not allow unauthorized personnel to service the ma-
when up-rooted and cause the unit to overturn), etc. chine. Do not carry out any maintenance work without prior
authorization. Follow all recommended maintenance and
service procedures.
Keep the operator’s compartment free of loose objects that
STOPPING are not properly secured.
When the machine is to be stopped for whatever reason, Do not wear rings, wrist watches, jewellery, loose or
do so following the instructions given in chapters “Stop- hanging garments, such as ties, torn clothing,
ping the machine” and “Shutting off the engine" in the scarves,unbuttoned or unzipped jackets that can get
Operation and Maintenance Instruction Manual. caught in moving parts.
0-4 W190 EVOLUTION
SAFETY RULES
Wear certified safety clothes such as: hard hat, no-slip The fuel filler pipe nozzle must be constantly kept in contact
footwear, heavy gloves, ear protection, safety glasses, with the filler neck. Keep this contact from the beginning to
reflector vests, respirators. Ask your employer about spe- the end of the fuelling operation to avoid possible genera-
cific safety equipment requirements. tion of sparks due to static electricity.
Never service the machine with someone sitting in the Tow the machine only from the attaching points provided.
driver's seat, unless this person is an authorized operator Use care in making connections and ensure pins and/or
assisting in the maintenance being carried out. bolt are firmly secured before pulling. Stay clear of draw-
bars, cables or chains under load.
Keep the operator’s compartment, step plates, grab rails
and handles clear of foreign objects, oil, grease, mud or To move a failed machine, use a trailer or a low platform
snow to minimize the danger of slipping or stumbling. truck, if available. In case towing is needed, use all neces-
sary signals required by local regulations, and follow
Clean mud or grease from your shoes before climbing on
directions provided in this Manual.
the machine or driving it.
Load/unload the machine from transporter on firm level
Never attempt to operate the machine or its attachments
ground providing safe support to the wheels of the truck or
from any position other than sitting in the operator’s seat.
trailer. Use strong access ramps, with adequate height and
Never stand under the boom. angle. Keep the loading platform free of mud, oil or slippery
Should it be necessary to move the attachment through the materials.
hydraulic controls for maintenance purposes, remember Tie the machine securely to the platform of the truck or
that this should be done while sitting in the operator’s seat. trailer and opportunely wedge machine wheels or tracks
Before starting the machine or moving its attachment, as required.
apply the brakes, sound the horn and call that you are
about to manoeuvre. Raise the attachment slowly. Never align holes or slots using your fingers; always use
appropriate aligning tools.
Always lock machine arms or any other parts that must be
lifted for maintenance purposes using adequate external Remove all sharp edges and burrs from re-worked parts.
means. Do not allow anyone to pass near or even below Use only approved and effectively grounded auxiliary
a raised yet unlocked attachment. If you are not absolutely power sources for heaters, battery chargers, pumps and
sure about your safety, do not stay under a raised attach- similar equipment to reduce electrical shock hazard.
ment, even if it is locked.
Lift and handle heavy components using hoisting devices
Do not place body, limbs, or fingers near articulated cutting of appropriate capacity. Ensure the sling has been cor-
edges of uncontrolled machine parts or deprived of the rectly applied. Use lifting eyes if provided. Pay attention to
necessary guards, unless they are suitably and safely bystanders.
locked.
Never pour gasoline or diesel fuel into open, wide and low
Never perform any work on the machine with the engine containers. Never use gasoline, solvents or other flamma-
running, except when this is specifically required. Do not ble fluids to clean parts. Use proprietary certified non-
wear loose clothing, jewellery or such near moving parts. flammable, non-toxic solvents only.
When service or maintenance require access to areas that When using compressed air to clean parts, wear safety
cannot be reached from the ground, use a ladder or step glasses with side shields. Limit pressure to max 2 bars, in
platform conforming to regulations in force. If such means accordance with local safety regulations in force.
are not available, use machine grab rails and steps.
Always perform all service or maintenance work with the Do not run the engine in closed buildings without proper
greatest care and attention. ventilation capable to remove lethal fumes.
Shop and/or field service platforms or ladders should be Do not smoke, use open flames or produce sparks nearby
manufactured in accordance with safety regulations in while refuelling the unit or handling highly flammable
force. materials.
Disconnect batteries and label all controls to warn that Do not use any flame as a light source during maintenance
service work is in progress. Block the machine and all work or to look for leaks anywhere on the machine.
attachments to be raised.
Make sure that all tools provided are in good condition at
Do not check or fill fuel tanks, batteries and accumulators, all times. NEVER USE tools with mushroomed or dam-
nor use the starting liquid if you are smoking or near open aged heads. Always wear eye protections.
flames. These fluids are flammable!
Move with extreme care when working under the machine,
BRAKES ARE INOPERATIVE when manually released for its attachments, and even on or near them. Always wear
servicing. Provisions must be made to maintain control of protective safety equipment as required, such as hard hat,
the machine using suitable blocks or other means. goggles, safety shoes, and ear plugs.
W190 EVOLUTION 0-5
SAFETY RULES
In case tests during which the engine should be kept Metal cables get frayed after prolonged use. Always wear
runinng, a qualified operator must sit in the driver’s seat appropriate protections (heavy gloves, goggles, etc.)
with the mechanic in sight at all times. Place the transmis- while handling them.
sion in neutral, apply and lock the brakes. KEEP HANDS
Handle all parts carefully. Keep hands and fingers away
OFF MOVING PARTS.
from gaps, gears, and similar. Always use and wear the
In case of field service, move machine to level ground, if appropriate protections.
possible, and block it. If work on an incline cannot be
Water can build up in pneumatic systems from condensate
advised, block the machine and its attachments securely.
moisture due to changes in atmospheric conditions. If
Move damaged to level ground as soon as possible.
necessary, drain such deposits following instructions.
Do not trust worn and/or kinked chains and cables. Never
Before carrying out any maintenance work or service, lock
use them for lifting or pulling. Always wear heavy gloves
the machine articulated frame modules using the appro-
to handle chains or cables.
priate safety device. Remember to remove and store it
Be sure chains and cables are firmly fastened and that properly at the end of work.
anchor points are strong enough to withstand the expected If the machine is equipped with hydraulic brakes, make
load. Nobody should stay near the anchor points, cables sure that the reservoir is always filled up to the correct level.
or chains. DO NOT PULL OR TOW UNLESS THE OPERA-
TOR’S COMPARTMENTS OF THE MACHINES IN- Always block all wheels, front and rear, before bleeding
VOLVED ARE FITTED WITH THE PROPER GUARDS the braking system or disconnecting control hoses and/or
AGAINST BACKLASH IN CASE OF CABLE OR CHAIN cylinders.
FAILURE OR DETACHMENT.
Keep the area where maintenance is carried out CLEAN
and DRY at all times. Clean immediately all water and oil
spillages. STARTING
Do not pile up oily or greasy rags as they represent a major Do not run the engine in closed buildings without proper
fire hazard. Always store them in closed metal containers. ventilation capable to remove lethal exhaust fumes.
Before starting the machine or its attachment, check, adjust Do not place head, body, limbs, feet, hands or fingers near
and lock the operator’s seat. Also ensure that nobody is rotating fans or belts.
within the machine operating range. Sound the horn.
Be especially careful near blower fans.
Rust inhibitors are volatile and flammable. Use them only
in well ventilated areas. Keep open flames away - DO NOT REMEMBER THAT THE STARTING FLUID IS HIGHLY
SMOKE - Store containers in a cool well ventilatedplace FLAMMABLE. Follow recommendations provided in this
where they could not be reached by unauthorised people. Manual and printed on the containers. Containers must be
stored in a cool, well ventilated place out of the reach of
Do not carry loose objects in your pockets that might fall unauthorised persons.
unnoticed into open compartments. DO NOT PUNCTURE OR BURN CONTAINERS.
Wear safety glasses with side shields, hard hat, safety
shoes, heavy gloves when metal particles or similar may
be ejected and hit you.
Wear appropriate protective equipment such as dark ENGINE
safety glasses, hard hat, protective clothing, special
gloves and footwear while welding. Nearby persons Loosen the radiator cap very slowly to relieve system
should also wear dark safety glasses even if they are not pressure before removing it. Always top-up coolant level
welding. DO NOT LOOK THE WELDING ARC WITHOUT with the engine off.
PROPER EYE PROTECTION. Avoid that flammable materials could touch exhaust parts.
If not possible, provide necessary protections.
Become acquainted with all your jacking equipment and
its capacity. Remember that the jacking point on the Do not refuel with the engine running, especially if hot, as
machine should be appropriate for the load applied. Also, this increases fire hazard.
be sure the support area of the jack at the machine and on
Never attempt to check or adjust fan belt tensions when the
the ground is appropriate and stable.
engine is running.
Any load supported by a jack represents a possible haz-
Do not adjust the fuel pump when the machine is motion.
ard. Always transfer the load onto appropriate support
means according to local or national safety requirements Do not lubricate the machine with the engine running.
before proceeding with service or maintenance work.
Do not run the engine with air intakes, door or guards open.
0-6 W190 EVOLUTION
SAFETY RULES
ELECTRICAL SYSTEM Do not use the machine to transport loose objects, unless
proper devices to this purpose are provided.
Always disconnect the batteries prior to any intervention
on the machine or its electrical system (cleaning, repair, Clutches and brakes of this machine as well as auxiliary
maintenance). devices and attachments (such as drive cylinder or winch
control valves) should always be properly adjusted in
Should booster batteries be used, remember to connect
accordance with the instructions provided by the Manufac-
ends of the booster cables in the proper manner: (+) to (+)
turer. Never perform adjustments with the engine running,
and (-) to (-). Do not short-circuit terminals. Thoroughly
except when this is specifically required by the relevant
follow instructions given in this Manual.
procedures.
Before any intervention, make sure that the battery isolator
switch is off.
BATTERY GAS IS HIGHLY FLAMMABLE. Leave the bat-
tery compartment open during recharging to improve
ventilation. Never check battery charge by placing metal
TYRES AND WHEELS
objects across the posts. Keep sparks or open flames away
from batteries. Do not smoke near the battery to prevent Make sure that the tyre inflation pressure corresponds to
explosion hazard. specifications issued by the Manufacturer. Regularly
check inflation pressure.
Before any intervention, make sure that there are no fuel
or electrolyte leakages. If any, correct prior to proceeding Should pressure be changed, do this while staying on the
with further work. Do not recharge batteries in confined tyre side and at a safe distance.
spaces. Ensure proper ventilation is provided to avoid Pressure checks should always be carried out with the
accidental explosions due to build-up of gas released machine unloaded and cold tyres.
during charging.
Never use reconditioned tyre rims, since possible
weldings, incorrect heat-treatments or repairs can
weaken the wheels and cause damages or failures.
Do not cut, nor weld rims with inflated tyres installed.
The spare tyre should be inflated only enough to keep the
HYDRAULIC SYSTEM
rim components assembled. Remember that when not
Pressure fluid escaping from a very small hole can be installed on the disc, a tyre inflated to maximum pressure
almost invisible and still have sufficient force to penetrate can explode.
the skin. Always check any suspected pressure leaks Therefore, maximum care must be taken when handling a
using a piece of cardboard or wood. DO NOT USE HANDS. fully inflated tyre.
If injured by escaping fluid, obtain medical attention imme-
diately or serious infection or reaction may develop. Before servicing tyres, block all wheels, front and rear. After
jacking up the machine, block it in the raised position using
Stop the engine and relieve all system pressure before suitable stands conforming to current safety regulations.
removing panels, housings, caps, plugs or covers.
Deflate the tyre before removing objects from the tyre tread.
Always use gauges of adequate capacity (end-of-scale
reading) and follow recommended procedures. Never inflate tyres with flammable gas: explosions and
severe bodily injuries may result.
When starting your work shift, check for loose wheel or rim
bolts and brackets and retighten to correct torque as
necessary.
TOOLS
Always keep head, body, limbs, feet, or hands away from
bucket, blade, or ripper when in the raised position. Prior
to any intervention, install all safety devices according to
current regulations. In case the attachment is to be oper-
ated through the machine hydraulic system for mainte-
nance purposes, remember to do so only while sitting in the
driver's seat. Make sure that nobody is within the machine
operating range. Before operating the attachment, alert
people by sounding the horn and by voice. Raise the
attachment slowly.
W190 EVOLUTION 0-7
SAFETY RULES
DECOMMISSIONING THE MACHINE

WARNING
For the decommissioning of the machine, the availability • The decommissioning of the machine must be per-
of particular tooling (hoists, hydraulic presses. contain- formed exclusively by personnel trained, qualified and
ers for liquids etc.) is required as well as specific tools authorised to perform such operation.
listed in the Repair Manuals, available from FIAT
KOBELCO Dealers. • Start the disassembly of hydraulic components only
This has the purpose of avoiding that during disassem- after the same, the hydraulic oil and lubricants have
bly operations, dangerous situations may arise both for fully cooled-off and after all residual pressures have
the personnel involved and the environment. been released, as described by the Repair Instruction
Manual.
In the machine are present:
• Fluids under pressure (hydraulic system, cooling • Prior to proceeding with disassembly operations,
system etc.) comply with the GENERAL SAFETY RULES and
• Gases (air conditioning system and accumulator, if drain each components of the machine filled with
installed) fluids, both in the reservoirs and the relevant systems.
• Mechanical devices mounted under pressure (track
tensioner etc.)
• Heavy machine components (frames, blades, buck-
ets etc.)
WARNING
Ensure that the attachment is safely resting on to the ground before repairing,adjusting, or servicing machines
fitted with hydraulically, mechanically or cable controlled attachments (such as excavators, loaders, dozers,
scrapers, etc.). Should it be necessary to partially or fully raise the hydraulically, mechanically, or cable
controlled attachment to gain access to certain items, make sure the attachment is adequately retained in
the raised position by means other than the hydraulic lift cylinders, cable and/or mechanical devices used for
controlling it.
0-8 W190 EVOLUTION
SPECIFICATIONS - WHEEL LOADER W190 EVOLUTION
IDENTIFICATION - 2676.195.00.1 Main pressure on the control valve .......... 16 + 2 bar

Transmission disengagement sensor ...... 15 ± 1 bar
MARKING: W19500000000 Transmission induction sensors to gear teeth adjust
clearance ........................................... 0,5 ÷ 0,8 mm
ENGINE Transmission oil high temperature sensor setting ....
Make and model ................... IVECO NEF-TEKTOR ...................................... 119 ± 3 °C (246 ± 37.4 °F)
Net power at the flywheel .......... (ISO 9249) 151 kW
Max power speed ...................................... 2175 rpm
AXLES
Max torque .................................................. 860 Nm
Axles complete w/ oil-bath disc brakes.
Max torque speed ..................................... 1500 rpm
Self-locking differentials.
Diesel type, 4 stroke, direct injection, turbocharged
Limited slip differential (as alternative).
Number of cylinders .............................................. 6
Planetary final drives.
Bore x stroke .................................... 102 x 120 mm
Stiff front axle, support structure type
Total displacement ................................ 5880 cu cm
- reduction ratio ........................................ 1 : 24.05
Valve/rocker operation lash:
Oscillating rear axle, support structure type
- intake .......................................... 0.25 ± 0.05 mm
- reduction ratio ........................................ 1 : 24.05
- exhaust ....................................... 0.50 ± 0.05 mm
Firing order .............................................. 1-5-3-6-2-4
Minimum starting temperature: ........... - 20 °C (-4 °F)
Engine coolant high temperature sender setting TYRES
...................................... 107 + 2 °C (224 + 35.6 °F) Type ................................... 23.5 R25 XHA tubeless
Pressure, engine oil at low idle ................. 1.2 bar Inflating pressure
Thermostat: starts opening ............ (177.8 °F) 81 °C - Work: front = 3.25 bar
max, opening ............. (204.8 °F) 96 °C rear = 2.00 bar
- Transfer: front = 2.00 bar
rear = 2.00 bar
ENGINE SPEEDS Wheel tightening torque ............................... 788 Nm
Minimum idle speed (no load) ...................... 850 rpm
Maximum idle speed (no load) ................... 2300 rpm BRAKES
Converter stall speed ........................ 2110 ± 50 rpm Delivery brakes pump
Steering stall at idle speed > .......................840 rpm at nominal speed ............... 32 lt/min (7.03 USG/min)
Attachment stall ................................ 2190 ± 50 rpm Accumulator recharge start pressure ....... 90 ± 5 bar
Full stall .......................................... 1900 ± 100 rpm Accumulator recharge end pressure ...... 130 ± 5 bar
Pre-charge pressure, service brake accumulator
(1.4 lt) ............................................................ 45 bar
TORQUE CONVERTER Pre-charge pressure, parking brake accumulator
Type ... : single stage, single phase, three elements (1.4 lt) ........................................................... 70 bar
Torque converter pressure ........................... 4.3 bar Setting of pressure switch, transmission cut-off . 15 bar
Conversion ratio at stall ............................... 2.813:1 Setting of sensor, brake oil low pressure ...... 73 bar
Setting of pressure switch, stop lights ........ 1.8 bar
Setting of pressure switch, parking brake ...... 82 bar
TRANSMISSION
STEERING SYSTEM
Maximum ground speeds (forward/reverse) in kph
Type ..................... Orbitrol, hydraulically controlled
(with 23.5 R25 tyres):
with integrated priority valve
Pump ....................it uses one body of the hydraulic
Forward km/h Reverse km/h system pump
speed (Mp/h) speed (Mp/h) Max. flow ...................... 162 lt/min (35.63 USG/min)
1° 7.4 (4.5) 1° 7.8 (4.8) Max. operating pressure ............................... 210 bar
2° 12.9 (8) 2° 13.7 (8.5) Cylinders ........................................ 2, double stroke
bore x stroke .................................... 80 x 422 mm
3° 23.8 (14.7) 3° 25.2 (15.6) Emergency steering w/ bi-directional gear pump actu-
4° 36.6 (22.7) – – ated by the transmission.
W190 EVOLUTION 0-9
EQUIPMENT HYDRAULIC SYSTEM

Type ................ sealed w/ anti-cavitation and safety
valve
Pumps ............. gear, steel made w/ wear automatic
compensation
A sequence valve cuts-off the pump when the pres-
sure exceeds 175 bar.
- max. flow ..... 325 lt/min between (71.49 USG/min)
175 and 210 bar
- max. operating pressure ............................ 210 bar
Control valve ................................................ 2-spool
3-spool
Control ......................................... piloted, dual lever
piloted, single lever
Hydraulic cylinders, double stroke
boom control ...................................................... 2
bore x stroke .................................... 140x960 mm
bucket control .................................................... 1
bore x stroke .................................... 190x505 mm
Times of equipment manoeuvres
lifting ........................................................ 6.2 sec.
lowering .................................................... 3.1 sec.
dumping ................................................... 1.4 sec.
Pipes and connecting flanges are equipped with

O-Ring seals.
L.T.S. device
Electronic Load Travel Stabiliser device. Ideal during
loading applications and travel over rough ground.
- Setting of accumulator safety valve ............ 120 bar
ELECTRICAL SYSTEM
Operating voltage ........................................ 24 Volt
Batteries in series ............................. 2 - 160 Amph
- Maintenance-free
Starter motor ............................................... 24 Volt
Alternator w/ voltage regulator ...... 24 Volt - 70 Amp
WEIGHT
Weight of machine with tyres 23.5 R25 and 3.1 cu m
bucket, supplied and w/operator 17,200 kg (37,920
lbs).
0 - 10 W190 EVOLUTION
DIMENSIONS AND WEIGHT
*
40˚
*
45˚
*
*
3350
49˚
1230
445
322 95 1600
3200 2065 2160
2760
*
Dimensions in mm (in)
Operating weight: 17.200 kg (37919 lbs)
Note – Machine equipped with tyres 23.5R25XHA, fluids and operator.
* Please refer to the table
Type of bucket
With teeth and With suppl. cutting With teeth

segments edge
Bucket capacity cu cm 3.2 3.5 3.2 3.5 3.1 3.4
Bucket weight kg (lbs) 1520 (3351) 1605 (3538) 1465 (3229) 1550 (3417) 1425 (3141) 1510 (3328)
Bucket width mm (in) 2960 (116.5) 2960 (116.5) 2920 (114.9) 2920 (114.9) 2960 (116.5) 2960 (116.5)
Dumping height at 45° mm (in) 2890 (113.7) 2810 (110.6) 2980 (117.3) 2895 (113.9) 2890 (113.7) 2810 (110.6)
Dumping reach at 45° mm (in) 1135 (44.6) 1200 (47.2) 1060 (47.7) 1125 (44.2) 1135 (44.6) 1200 (47.2)
Max. length
(w/ bucket on ground) mm (in) 8030 (316.1) 8110 (319.3) 7920 (311.8) 8000 (314.9) 8030 (316.1) 8110 (319.3)
Max. height
(w/ bucket raised) mm (in) 5380 (211.8) 5435 (213.9) 5380 (211.81) 5435 (213.9) 5380 (211.8) 5435 (213.9)
Turning radius (in
transportation position) m (ft) 6.5 (21.3) 6.5 (21.3) 6.5 (21.3) 6.4 (21) 6.5 (21.3) 6.5 (21.3)
TABLE OF FLUID CAPACITIES
W190
ITEM QUANTITY FLUIDS OR LUBRICANT CLASSIFICATION VISCOSITY OUT DOOR TEMPERAT.

LITRES (USG) SPECIFICATIONS (SAE) OF REFERENCE (°C)
EVOLUTION
API CF-4/SG
15W-40 –10 To 50° C (14 To 122° F)
ENGINE 15 (4) Ambra – Super Gold MIL-L-2104E
10W-30 –30 To 20° C (-22 To 68° F)
ACEA E2
API CH-4
OIL FILTER 1 (3) Ambra-Super Gold HSP* 15W-40 –10 To 50° C (14 To 122° F)
ACEA E3
RADIATOR 42 (11) Ambra-Agriflu NH-900A – –35 To 50° C (-31 To 122° F)
API CF-4/SG
TRANSMISSION 22 (5.8) Ambra-Super Gold MIL-L-2104E 10W-30 –30 To 20° C (-22 To 68° F)
ACEA E2
ISO VG 46, DIN 51524

HYDRAULIC SYSTEM 132 (34.87) Ambra-HITECH 46 Item 1 and 2, QFH583/HD – –20 To 50° C (-4 To 122° F)
front 30 (8) API GL5

AXLES rear 30 (8) Ambra-TX Fluid QFH 584 TR 85W-90 –20 To 50° C (-4 To 122° F)
FUEL
TANK 252 (66.57) – – – –
GREASE FITTINGS – Ambra-MG-2 QFH 585 GR, NLG12 – –40 To 50° C (-40 To 122° F)
AIR CONDITIONER
COMPRESSOR 0.2 (0.05) L BAR 134 – – –
Oil quantities indicated are those required for periodical changes following the draining and filling procedures indicated in detail for each group.
* In the event engine oil with "CH4" classification is used, the change interval can be prolonged to 500 hours providing that the outer temperature of operation
does not exceed 38 °C (100 °F) and that the percentage of sulphur in the fuel does not exceed 0.5 %.
0 - 11
In the event of really heavy duty conditions, reduce the greasing intervals.
UNITS OF MEASURE CLASSIFICATION OF STANDARD COMPO-

NENTS TO DETERMINE THE TIGHTENING TOR-
Units of measure used in this manual are those QUES
adopted by the International System which replace the
units previously used by the M.K.S. system.
Force: decanewton (daN) replaces kilogram Note - In case, in the different sections, the tightening
(kg) torque is not listed, refer to the table “TIGHTENING TOR-
QUES”, only after identifying exactly the component.
Pressure: bar, replaces kg/cm2
Torque: decanewton x meter (daNm) replaces

kgm The latter is identified by a coded eight digit number,
allowing a complete description of the item.
The following tables is to be used to convert units of
measure:
Example.
multiply by to obtain
I / a b c d e / f g
Force kg 9.807 daN
I - Standard index digit
Pressure kg/cm2 0.9807 bar
It is always represented by the digit 1. This number
Torque kgm 9.807 daNm indicates that the item can be fabricated in a number
of versions differing for material and coating.
Note - For current service use, the following equivalences

a - b - c - d - e - Standard base digits
can be considered to be valid:
kg = daN; kg/cm2 = bar; kgm = daNm.
It is a number always composed of five digits identify-
ing dimensional specifications of the item.
f - Material index digit
This digit indicates the material used for a defined

item. Its meaning is indicated in the table that follows.
g - Coating index digit
It indicates the coating applied to a defined item.
W190 EVOLUTION 0 - 13
Resistance class and material

Material
index (f)
FIAT UNI DIN SAE BSI BNA
0 R40 4D - 4S - 4A 1 A 42
1 R50 5S - 6S 3 P 56
2 R80 8G 5 T 80
3 R100 100 10K 8 V 100
4 Brass Brass Messing Brass Brass Laiton
5 Aluminium Aluminium Aluminium Aluminium Aluminium Aluminium
6 Copper Copper Kupfer Copper Copper Cuivre
7 Blank for other metallic materials
WARNING TORQUE TABLES
- Lubricate all hardware until 24 dia., with engine oil. If correct torque is not specifically indicated in the
Use grease for larger diameters. relevant pages, refer to the following tables.
- Tolerance on torque: ± 5%
- Resistance classes R80, R100, R120 must be

understood as follows:
10.9 replaces R100

for screws
12.9 " R120
10 replaces R80
for nuts
12 " R100
CDT= cadmed; FOSF= phosphated; ZNT= galva-

nised.
NUTS (ZNT) SCREWS (ZNT/DEIDR)
Strength grade: 10 (R80) Strength grade: 10.9 (R100)
Diameter normal low type with polyamide ring Diameter normal self-locking
and pitch normal low type and pitch ZNT ZNT
mm daNm daNm daNm daNm mm daNm daNm
M6 x 1 1.3 1.2 - - M6 x 1 1.3 -
M8 x 1.25 3.2 2.6 3.9 3.2 M8 x 1.25 1.3 3.5
M10 x 1.25 7.2 5.2 8.2 6.2 M10 x 1.25 7.1 7.9
M10 x 1.5 6.5 5 7.7 6 M10 x 1.5 6.5 7
M12 x 1.25 13 8.7 14.5 10.2 M12 x 1.25 12.7 13.9
M12 x 1.75 11 8.1 12.9 9.6 M12 x 1.75 11 12
M14 x 1.5 19.5 13 21.6 15 M14 x 1.5 20 22
M14 x 2 18 12.5 20 14.6 M14 x 2 18 19
M16 x 1.5 30 17 34 20 M16 x 1.5 30 33
M16 x 2 - - - - M16 x 2 - -
M18 x 1.5 45 25 50 29 M18 x 1.5 45 48
M18 x 2.5 - - - - M18 x 2.5 - -
M20 x 1.5 60 30.5 64.5 35 M20 x 1.5 60 65
M20 x 2.5 - - - - M20 x 2.5 - -
M22 x 1.5 80 41 - - M22 x 1.5 80 90
M22 x 2.5 - - - - M22 x 2.5 - -
M24 x 2 100 47 108 52.5 M24 x 2 100 110
M24 x 3 - - - - M24 x 3 - -
M27 x 2 95 40.1 - - M27 x 2 100 -
M30 x 2 130 49.4 - - M30 x 2 140 -
M33 x 2 170 - - - M33 x 2 190 -
M36 x 3 220 - - - M36 x 3 240 -
SECTION 1
ENGINE
INDEX
PARAGRAPH SUBJECT PAGE
1.1 ENGINE IDENTIFICATION ..................................................................................... 1-1
1.2 GENERAL FEATURES ........................................................................................... 1-5
1.3 DESCRIPTION OF ENGINE OPERATION ............................................................. 1-14
1.4 DESCRIPTION OF MAIN GROUPS ....................................................................... 1-16

1.4.1 Lubrication .............................................................................................................. 1-17
1.4.2 Cooling .................................................................................................................... 1-18
1.4.3 Fan Drive System ................................................................................................... 1-19
1.4.4 High pressure electronic fuel injection system (Common Rail) ................................ 1-21
1.5 TROUBLESHOOTING GUIDE ................................................................................ 1-33

1.5.1 Troubleshooting with PT-01 instrument ................................................................... 1-34
1.5.2 Troubleshooting with blink code .............................................................................. 1-35
1.5.3 Diagnosis of main malfunctions .............................................................................. 1-37
1.6 ENGINE SUPPORTS ............................................................................................. 1-46
1.7 ENGINE OVERHAUL .............................................................................................. 1-47

1.7.1 Repair interventions ................................................................................................ 1-59
Cylinder group .................................................................................................... 1-59
Timing ................................................................................................................ 1-61
Bushes .............................................................................................................. 1-62
Crankshaft ......................................................................................................... 1-65
Conrod-Piston assemgly .................................................................................... 1-69
Pistons .............................................................................................................. 1-70
Flywheel ............................................................................................................ 1-80
Cylinder head ..................................................................................................... 1-86
Valves ............................................................................................................... 1-87
Guide valves ...................................................................................................... 1-88
Valve seats ........................................................................................................ 1-88
Valve seats in cylinder head .............................................................................. 1-89
Valve springs ..................................................................................................... 1-91
Assembly of the cylinder head ........................................................................... 1-91
Rods .................................................................................................................. 1-93
1.7.2 Tightening torques .................................................................................................. 1-104
1.8 TOOLING ................................................................................................................ 1-107

W190 EVOLUTION ENGINE 1-1
1.1 ENGINE IDENTIFICATION
Engine data plate

The engine data plant provides specific information
about your engine.
Note – The engine plate must not be replaced without the

authorisation by the manufacturer.
TYPE - SERIAL NUMBER - APPROVAL
IVECO N. V.
ENGINE
TYPE
F4AE0684F*D101
ENGINE SERIAL
FAMILY
F4AE43B00A NUMBER 000000
EEC
APPR. N e3*97/68EA*0005*00
e3*85R02*1507
E3
e3*24R03*1503
Fig. 1-1
ENGINE DATA
Fig. 1-2
1-2 ENGINE W190 EVOLUTION
ENGINE DIAGRAMS
The illustrations here below provide information about The illustrations and the configuration of components
the components of the engine, the location of filters, described in these diagrams are of a general nature.
draining points and the access location for the instru- the locations of some components can change, de-
mentation and controls of the engine. pending upon the arrangement.
Engine oil
Air intake (from after-cooler)
dipstick
Common rail
Engine oil
filler neck
High pressure
pump
Engine flywheel
cover
VIEW INJECTION Fuel filter

PUMP SIDE Electronic
controller (EDC)
Turbocharger
Turbine exhaust
(silencer) Pressure relief
valve
Exhaust
manifold Alternator
Engine oil
filter
VIEW TURBOCHARGER
SIDE
Fig. 1-3
Flywheel Flex-disc
mounting holes
Fig. 1-4 Rear view
Water pump
pulley
Alternator pulley
Belt tensioner
Drive belt
Fig. 1-5 Front view
Engine coolant
by-pass seat Tappet cover
Injector
Fig. 1-6 Top view
1.2 GENERAL FEATURES
Type IVECO NEF F4AE0684F
Cycle Diesel 4-stroke

Air intake Turbocharged w/aftercooler
Injection Direct
Number of cylinders 6 in-line
Ø
Bore mm 102
Stroke mm 120
+ + +.. = Total displacement 5900

cu cm
∂
Compression ratio 17 : 1
Max. power kW 155

(CV) 211
rpm 2175
Max. torque Nm 860
(kgm) 87.6
rpm 1500
Engine speed at
low idle
rpm 850
Engine speed at
high idle
rpm 2300
Torque converter stall rpm 2110
Equipment stall rpm 2190
Total stall rpm 1960
TURBOCHARGING w/after-cooler
Turbocharger type HOLSET HY 35 W
Radial play of turbocharger shaft –

Axial play of turbocharger shaft –
Minimum stroke of pressure
relief valve: mm –
Maximum stroke of pressure
relief valve: mm –
Pressure corresponding to minimum stroke: bar –
Pressure corresponding to maximum stroke: bar –
LUBRICATION Forced by gear pump, pressure relief valve,
oil filter
bar
Oil pressure
w/hot engine:
– at low idle bar 1.2
– at high idle bar 3.8
COOLING By centrifugal pump, regulating
thermostat, radiator,
heat exchanger, after-cooler
Water pump drive Belt driven
Thermostat
– begins to open at: 81 °C (177 °F)
– max. opening at 96 °C (204.8 °F)
CAPACITY
Total capacity
of first filling:
litres (USG) 16 (4 1/4)
kg (lbs) –
Ambra Super Gold

Ambra Super Gold HPS
15W40 CH
TIMING
beginning BTDC A 8.5°

end ATDC B 8.5°
beginning BBDC D 51°

end ABDC C 12.5°
For timing check

mm –
X
{ mm –
X
Operational
mm 0.25 ÷ 0.05
X
{ mm 0.50 ÷ 0.005
FUEL
Injection high pressure, common rail

Type: Bosch CP3.3 EDC7 controller
Nozzle type Electric injectors
Firing order 1-5-3-6-2-4
bar
Injection pressure bar 1350

Setting of injector bar
DATA - MOUNTING PLAYS

(1 mm = 0.03937 in)
CYL. GROUP & CRANKING COMPONENTS mm
Ø
X Cylinder sleeves Ø1 102.009 ÷ 102.031
Ø Cylinder sleeves:
L outer diameter Ø2 –
length L –
Cylinder sleeves - seats in
cylinder block (interference) –
Outer diameter Ø2 –
Ø3
X Cylinder sleeves:
inner diameter Ø2
Spare pistons type:

Ø1 Dimension
X for measurement X 12
Outer diameter Ø1 101.883 ÷ 101.897
Ø Pin seat Ø2 40.008 ÷ 40.014
Piston - cylinder sleeve 0.116 ÷ 0.134
Piston diameter Ø1 0.5
X
Position of pistons
from cylinder block X 0.28 ÷ 0.52
Ø3 Piston pin Ø3 39.996 ÷ 40.003
Piston pin - pin seat 0.005 ÷ 0.018
(1 mm = 0.03937 in)
X 1* 2.705 ÷ 2.735
X 1 Piston ring seat X 2* 2.420 ÷ 2.440
X2 X 3* 4.020 ÷ 4.040
X3
* measured on Ø 99 mm
S 1* 2.560 ÷ 2.605
S1 Piston rings S 2* 2.350 ÷ 2.380
S2 S 3* 3.975 ÷ 4.000
S3
* measured on Ø 99 mm
1 0.100 ÷ 0.175
Piston rings - seats 2 0.040 ÷ 0.90
3 0.020 ÷ 0.065
Piston rings 0.5
X3 Gap of tips piston

X3 rings in cyl. sleeves:
X3 X1 0.20 ÷ 0.32
X2 0.60 ÷ 0.80
X3 0.25 ÷ 0.45
Ø1
Seat of conrod small
end bush Ø1 42.987 ÷ 43.553
Seat of conrod bearing
Ø2 Ø2 72.987 ÷ 73.013
Ø4
Diameter of conrod small
Ø3 end bush
Outer Ø4 43.279 ÷ 43.553
Inner Ø3 40.019 ÷ 40.033
S Spare conrod half
bearing S 1.955 ÷ 1.968
Conrod small end bush - 0.266 ÷ 0.566

seat
Piston pin - bush 0.037 ÷ 0.016
Conrod half-bearings –
1 - 10 ENGINE W190 EVOLUTION
(1 mm = 0.03937 in)

X
Measuring dimension X –
Max. out-of-line
of parallelism
of conrod centre lines ––
–– –
Ø1 Ø2 Crankshaft journals Ø1 82.99 ÷ 83.01

Conrod journals Ø2 68.99 ÷ 69.01
Crankshaft half
bearings S1 2.456 ÷ 2.464
Conrod half
S1 S2 bearings S2 1.955 ÷ 1.968
* supplied as spare part
Crankshaft journal supports

Ø 3 Nos. 1 - 5 Ø3 87.982 ÷ 88.008
nos. 2 - 3 - 4 Ø3 87.977 ÷ 88.013
Crankshaft journal half

bearings - journals
Nos. 1 - 5 0.041 ÷ 0.119
nos. 2 - 3 - 4 0.041 ÷ 0.103
Half bearings - 0.033 ÷ 0.041
conrod journals
Crankshaft half bearings –

Conrod half bearings
Thrust crankshaft
journal X1 37.475 ÷ 37.545
X1
Thrust crankshaft journal

support X2 25.98 ÷ 26.48
X2
X3 Thrust half
bearings X3 37.28 ÷ 37.38
Crankshaft thrust 0.068 ÷ 0.41
W190 EVOLUTION ENGINE 1 - 11
(1 mm = 0.03937 in)
CYLINDER HEAD - TIMIMG mm

Ø1
Valve guide seats on

cylinder head Ø1 7.042 ÷ 7.062
Ø2
Ø2 –
Valve guide
Ø3 –
Ø3 Valve guides and seats

on head –
Valve guide –
Ø4 Valves:
Ø4 6.970 ÷ 6.999
α 60° ± 0.25°
Ø4 6.970 ÷ 6.999
α α 45° ± 0.25°
Valve stem and 0.052 ÷ 0.092
relevant guide
Seat on head for valve
seat:
Ø1
–
Ø1
Ø1 –
Outer diameter of
Ø2 valve seat;
Angle of valve seat
on cylinder head:
Ø2 –
α 60°
α Ø2 –
α 45
X 0.59 ÷ 1.11
X Sinking X 0.96 ÷ 1.48
Between valve seat –

and head –
Valve seats –
(1 mm = 0.03937 in)

Height of valve spring:
free spring H 47.75

H H1 H 2 under a load of:
339.8 ± 9 N H1 35.33
741 ± 39 N H2 25.2
Protrusion of injectors X –
X
Sets for camshaft bushes 59.222 ÷ 59.248

nos. 1-5
Ø Ø Ø Seats for camshaft 54.089 ÷ 54.139

nos. 2-3-4
1 2 3 4 5
Ø2
Camshaft support
pins:
1⇒5 Ø 53.995 ÷ 54.045
Ø1 Ø3
Ø Outer diameter of
camshaft bushes: Ø –
Inner diameter of
Ø
bushes Ø 54.083 ÷ 54.147
Bushes and seats –

in cylinder block
Bushes and support

pins 0.038 ÷ 0.162
Cam lift:
H H
6.045
H
7.582
(1 mm = 0.03937 in)
Ø1
Seat of tappet in
cylinder block Ø1 16.000 ÷ 16.030
Ø2 Outer diameter of
Ø3 tappet:
Ø2 15.924 ÷ 15.954
Ø2 Ø3 15.960 ÷ 15.975
Between tappets and seats 0.025 ÷ 0.070
Tappet rods –
Ø1
Rocker arm shaft Ø1 21.965 ÷ 21.977
Rocker arms Ø2 22.001 ÷ 22.027

Ø2
Between rocker arms

0.024 ÷ 0.162
and shaft
1.3 DESCRIPTION OF ENGINE OPERA-

TION
The illustrations the configuration and the shape of show some differences, being they indicative only.
some components illustrated in these diagrams can
ENGINE CROSS SECTION
Fig. 1-7
ENGINE LONGITUDINAL SECTION
Fig. 1-8
1.4 DESCRIPTION OF MAIN GROUPS
CYLINDER HEAD
On the pig iron made heads, the seats of the follow- – Electric injectors (2).
ing items are located: – Thermostat (4).
– Fuel neck (9) for electric injectors.
– Valve seats:
• A directly machined for lower power engines; Also, on the cylinder heads are mounted:
• B inserted, on higher power 4 or 6 cylinder en- – Exhaust manifold (1):
gines. – Support (7) for the electric injectors wiring 3.
– Fuel discharge duct from the electric injectors, ob- – Intake manifold (5) with seat for cold starting air
tained directly during the casting inside the cylinder heater (6).
head.
7
2
3 8
9
4
A B
For engines with valve seats inserted in the

For engines with valve seats directly machined in cylinder head
the cylinder head
Fig. 1-9
1.4.1 LUBRICATION
The forced circulation lubrication is provided by the • oil pressure relief valve (1) incorporated in the fil-
following components: ter support;
– rotor type oil pump (5), located in the front of the • by-pass valve (4) cutting-off the oil filter when
cylinder block, driven by a straight teeth gear; clogged, incorporated in the filter support;
• cartridge oil filter (2).
– water/oil heat exchanger (3) located in the cylinder
block, with oil filter support;
Flow of oil under pressure
Return flow of oil by gravity
ð Oil filler
Fig. 1-10
1.4.2 COOLING
The engine cooling system, of a closed-circuit, forced – a heat exchanger cooling lubricating oil (see
circulation type, includes the following components: lubrication);
– radiator, dissipating the heat removed from the – a centrifugal type water pump located in the front
engine by the coolant; side of the cylinder block;
– fan; – a thermostat regulating the circulation of the coolant.
Water flowing from the

thermostat
Water re-circulating the

engine
Water entering the pump
Fig. 1-11
1.4.3 FAN DRIVE SYSTEM
General description
The configuration of the cooling system of the engine Once the oil is sucked by pump (1) it is forwarded to
is as follows: controlling valve block (2) and through solenoid valve
A hydraulic pump connected to engine (1) (fuel pump (3) it reaches bi-directional hydraulic motor (4) driving
side) powers two hydraulic motors driving, respec- the main fan.
tively, the coolant radiator fan and the aftercooler fan. Also through solenoid valve (3) oil under pressure
A controlling valve is located between the two cir- reaches the second hydraulic motor (5) driving the
cuits having a dual function: to modulate the oil flow aftercooler fan, then it is discharged.
to the hydraulic motors according to the engine rpm
and to invert the rotation direction of the radiator fan
upon a command by the button located in the cab.
TO DISCHARGE LINE
BI-DIRECTIONAL MOTOR (14 cu cm/rev.)
(ENGINE RADIATOR)
SINGLE DIRECTION MOTOR (14 cu cm/rev.)
(AFTERCOOLER)
4
5
1/2 BGP
10 1/2 BGP
220 BAR
11
220 BAR
7
2 G1
1/4 BGP 9
200 BAR
B A
8
6
P1 3/4"BSP
Fig. 1-12
1. Pump - 2. Fan hydraulic control block - 3. Solenoid valve - 4. Bi-directional hydraulic motor - 5. Single direction hydraulic
motor - 6. Proportional valve - 7. Safety valve - 8. Orifice (2 mm) - 9. Safety valve - 10. Safety valve - 11. Safety valve.
FAN HYDRAULIC CONTROL BLOCK
3
DIMENSIONS OF PORTS
P1 T THREADED 3/4" BSP
A B T1 THREADED 1/2" BSP 6
G1 MT THREADED 1/4" BSP
1 9
MT1 T1 8
B A
P1
C1
T 4
Fig. 1-13
1. Drilled block - 2. Safety valve - 3. Proportional valve - 4. Safety valve - 5. Solenoid valve - 6. Anti-cavitation valve -
7. Safety valve - 8. Safety valve - 9. Dowel.
1.4.4 HIGH PRESSURE ELECTRONIC FUEL

INJECTION SYSTEM (COMMON RAIL)
DESCRIPTION OF SYSTEM Electrical system
The system is composed of the electrical system and The controller directs the operation of the engine
the hydraulic system. through the sensors installed on it.
1 5
6
2
10
Fig. 1-14
1. Fuel pressure sensor - 2. Engine coolant temperature sensor - 3. Engine oil temperature and pressure sensor -
4. Engine crankshaft sensor - 5. Electric injector - 6. Air pressure temperature sensor - 7. Camshaft sensor - 8. Fuel heater
and fuel temperature sensor - 9. Pressure regulator - 10. EDC 7 controller.
INJECTION SYSTEM ASSEMBLY
REF. DESCRIPTION
1 Position sensor on accelerator pedal
2 Key switch
3 Parking brake engaged switch
4 Gearshift in neutral switch
5 EDC main fuse (20 Amp)
6 Diagnostic connector
7 Blink-Code button
8 Engine oil pressure
9 Coolant temperature
10 Revolution counter
11 Pre-heater ON indicator
12 Starter motor
13 Crankshaft sensor
14 Pre-heater activation solenoid switch
15 Fuel temperature sensor
16 Fuel heater resistor
17 Timing sensor
18 Pressure regulator solenoid valve
19 Coolant temperature sensor
20 Pre-heater resistor
21 Electric injectors
22 Air temperature/pressure sensor
23 Fuel pressure sensor
24 Oil temperature/pressure sensor
INJECTION SYSTEM ASSEMBLY
21 22
19 20 23
18
16
17
15
24
14
12 13
7
6
8 9 10 5
MEGA
FUSE
w …\
w …\ E ¤H@ w …\ E ¤H@
w …\
w… w… w… P N
3 4
11 2 CAN LINE
OFF
ACC.
ON
ACCELERAT. PEDAL
START
PEDAL PROXIMITY SENSOR
POTENTIOMETER
Fig. 1-15
DESCRIPTION OF INJECTION SYSTEM
Control of engine pre-heater resistor Limitation of maximum speed

The pre-heater is activated every time even just one At 2300 rpm, the controller limits the delivery of fuel
of the coolant, air or fuel sensors measures a tem- by reducing the opening time of the electric injectors.
perature < 5 °C (41 °F).
Cut-off
Timing recognition
The cutting-off of fuel during the engine slow down or
Through the signals of the sensor on the camshaft
when used to brake is managed by the controller by
and the one on the crankshaft, the starting cylinder
performing these logics:
where the fuel must be injected is identified.
– it cuts-off supply to the electric injectors;
Control of injection – it reactivates the electric injectors just before reach-
The controller, in accordance with the information pro- ing low idle speed;
vided by the sensors, controls the pressure regulator, – it controls the fuel pressure regulator.
changing the modes of the pre-injection and the main
injection.
On tector engines, the pre-injection is activated at all Control of smoke emission during accelerations
engine speeds. When high loads are required, the controller, depend-
ing upon the signals provided by the air intake meas-
Closed circuit control of the injection pressure uring device and the crankshaft speed sensor, con-
Depending upon the engine load, determined by the trols the pressure regulator and changes the actua-
processing of the signals provided by the various sen- tion time of the electric injectors, to prevent the en-
sors, the controller controls the regulator to provide gine from smoking.
constantly an optimised pressure.
After Run
Control of pilot and main injection advance
When cutting-off the engine, the microprocessor of
The controller, depending upon the signals provided the controller memorises some data in the EPROM
by the various sensors, defines the optimised injec- including a trouble memory, so that the data are avail-
tion point in accordance with an internal mapping. able when a new starting occurs.
Control of low idle speed
The controller processes the signals provided by the
various sensors and regulates the quantity of fuel in-
jected. It controls the pressure regulator and changes
the injection timing of the electric injectors.
Within certain thresholds, it considers also the volt-
age of the batteries.
Overheating protection
In the event the coolant temperature reaches 110 °C
(230 °F) the controller decreases the performance of
the engine.
Once the temperature drops below 100 °C (212 °F)
the engine resumes normal operations.
Hydraulic system
The common rail system is equipped with a special When the solenoid valve of an electric injector is en-
pump keeping the fuel constantly at high pressure, ergised by the controller, fuel is injected into the rel-
independently from the timing and the cylinder going evant cylinder directly from the rail.
to receive the injection and accumulates it in a com-
The hydraulic system is composed of a low-pressure
mon rail duct for all the electric injectors.
circuit and a high-pressure circuit.
Thus, at the inlet of the electric injectors fuel at the
injection pressure calculated by the controller is al-
ways available.
3
1
4
2
6
7
High pressure
Low pressure
Fig. 1-16
1. Electric injector - 2. Common rail - 3. Pressure limit device for fuel return - 4. Common rail pressure relief valve -
5. Pre-filter installed on the frame - 6. High pressure pump - 7. Rotor type mechanical pump - 8. Fuel filter.
The high-pressure circuit is composed of the follow- The low-pressure circuit includes the following pipes:
ing pipes:
– pipes supplying the mechanical fuel pump through
– piping connecting the high pressure pump outlet to the controller heat exchanger, the manual priming
the common rail; pump and the pre-filter;
– pipes from the common rail supplying the electric – pipes supplying the high pressure pump through the
injectors. fuel filter.
The fuel system is completed by the fuel discharge

circuit from the common rail, the injectors and the
high-pressure pump cooling circuit.
Hydraulic diagram
4 5 6 7
DISCHARGE
SUCTION (LOW PRESSURE)
HIGH PRESSURE PUMP SUPPLY
(LOW PRESSURE)
3 HIGH PRESSURE
18
8
17
13
ECU 9
EDC7
1
10
16
11
15
12
14
Fig. 1-17
1. High pressure pump - 2. High-pressure pump pressure relief valve, 5 bar - 3. Modulating valve installed on fuel return
from the injectors 1,3 - 2 bar - 4. Common rail pressure relief valve - 5. Common rail - 6. Pressure sensor - 7. Electric
injector - 8. Return pipe - 9. Controller heat exchanger - 10. Mechanical priming pump - 11. Pre-filter mounted on frame -
12. Fuel tank - 13. Mechanical fuel pump - 14. Fuel filter - 15. Pressure regulator - 16. High-pressure pump cooling pipe -
17. By-pass valve - 18. By-pass valve.
The pressure regulator, located after the high-pres- Pressure relief valve (3) located on the cylinder head,
sure pump, regulates the flow of fuel required by the installed on the return of the electric injectors, regu-
low-pressure system. Subsequently, the high-pressure lates the fuel return flow from the electric injectors at
system supplies correctly the common rail. This so- a pressure of 1.3 to 2 bar (18 to 29 psi).
lution, pressurising the fuel required only, improves
Two by-pass valves are located in parallel to the fuel
the energetic performance and limits the heating of
pump.
the fuel in the system.
By-pass valve (18) makes the fuel to re-flow from the
Pressure relief valve (2) installed on the high-pres-
outlet of the mechanical pump to its inlet, when the
sure pump, keeps the pressure at the inlet of the pres-
pressure at the inlet of the fuel filter exceeds the al-
sure regulation constantly at 5 bar (71.51 psi).
lowed value.
By-pass valve (17) allows the filling of the fuel sys-
tem by manual priming pump (10).
FUEL MECHANICAL PUMP HIGH PRESSURE PUMP CP3
Sect. A-A A
Fig. 1-18
A
Pressure regulator on inlet 1 B
Located on the inlet of the high-pressure pump, C
(3, Fig. 1-19) on the low-pressure system, it modu-
lates the quantity of fuel supplied to the high-pres- 3
sure pump in accordance with the commands received
2
from the controller. D
It is mainly composed of the following components:
E
– trapezoidal section plunger;
– valve control pin;
– pre-load spring;
– solenoids.
When no command signal is received, the pressure Fig. 1-19
regulator is normally open, thus the high-pressure
pump is in maximum flow condition.
The controller modulates a PWM command to control A. Connection for fuel discharge outlet to filter support. -
B. Connection for fuel inlet from controller heat exchanger -
in a larger or smaller manner the fuel passage section
C. Connection for fuel inlet from fuel filter - D. Connection
toward the high-pressure pump. for fuel outlet from fuel pump to filter - E. Fuel outlet con-
The component cannot be replaced individually; thus nection to rail - 1. High pressure pump - 2. Fuel pump -
it must not be removed. 3. Pressure regulator (solenoid valve NA modulated by
controller with PWM signal).
3-radial piston pump driven timing gear, without need

for timing setting, with fuel rotor pump mounted on
the rear side.
Internal structure of the high pressure pump
Sect. B-B
7
B C
Sect. C-C
B C
6 2
3 4
Fig. 1-20
1. Cylinder - 2. Three lobe element - 3. Plate type inlet valve - 4. Ball delivery valve - 5. Piston - 6. Pump shaft - 7. Low-
pressure fuel inlet - 8. Fuel ducts for pumping element supply.
Each pumping group is composed of:

– piston (5) actuated by a three-lobe element floating Note – The high pressure-fuel pump group cannot be
on pump shaft (6). Element (2), floating on a out-of- overhauled, thus the securing screws must not be
line part of shaft (6) during the rotation of the shaft tempered with nor it must be removed. The only inter-
does not rotate with it but it is only moved circularly vention allowed is replacing the drive gear and replac-
on a larger radius, with the result that it actuates, ing pressure regulator (3).
alternatively, the three pumping elements;
– a plate type suction valve (3);
– a ball delivery valve (4).
Operation Rail
The cylinder is filled through the plate intake valve
only when the supply pressure is capable of opening
the delivery valves located on the pumping elements
(about 2 bar) (29 psi). 2
The quantity of fuel supplying the high-pressure valve 4
is dosed by the pressure regulator, located on the
low-pressure system; the pressure regulator is con-
trolled by the EDC7 controller through a PWM signal.
When fuel is forwarded to the pumping element, the 5 3 1
relevant piston is moving downward (suction stroke).
Once the stroke of the piston is inverted, the intake
Fig. 1-21
valve closes and the fuel in the pumping element
chamber, being prevented from getting-out, is com-
pressed over the value of the supply pressure in the 1. Rail - 2. Flow limiters - 3. Fuel inlet from high pressure
rail. pump - 4. Pressure sensor - 5. Pressure relief valve.
The pressure generated in this manner causes the

opening of the discharge valve and compressed fuel The volume of the rail has reduced dimensions to pro-
reaches the high-pressure circuit. vide a fast pressurisation when starting, at low idle
The pumping element compresses the fuel until it and in case of large flows.
reaches the TDC (delivery stroke). Then, the pres- It has anyway, a volume sufficient to minimise the
sure decreases until the discharge valve closes. fluctuations caused by the opening and the closing of
The piston of the pumping element returns toward the the injectors and the operation of the high-pressure
BDC and the residual fuel decompresses. pump. This function is further eased by a calibrated
orifice located after the high-pressure pump.
Once the pressure in the pumping element chamber
becomes lower than the supply pressure, the intake A fuel pressure sensor (4) is screwed on the rail. The
valve opens again and the cycle is repeated. signal forwarded by this sensor to the controller pro-
vides a feedback information, on which the pressure
Delivery valves must always be free in their move- value in the rail is measured and corrected, if required.
ment, free from impurities and oxidation.
The delivery pressure to the rail is modulated between
250 and 1350 bar (3625 to 19580 psi) by the control-
ler, through the solenoid valve of the pressure regula-
tor.
The pump is lubricated and cooled by the fuel itself.
The cut-off/reactivation time of the radialjet pump on
the engine is greatly reduced compared with traditional
injection pumps, since it does not require timing set-
ting.
In case of removal-reinstallation of the piping between
fuel filter and high-pressure pump, keep your hands
and components perfectly clean.
Pressure relief valve

The pressure relief valve (1750 bar) (25381 psi) on system in the event a flow limiter intervenes.
the common rail protects the components of the
4 4
4
B
A
5 3 1 2 6 5 3 1 2 6
Fig. 1-21
1. Body - 2. Piston - 3. Stop - 4. Spring - 5. Discharged directed to tank - 6. Seat on rail.
A. Normally, the tapered end of the piston keeps the B. In case the fuel pressure of 1750 bar (25381 psi)
discharge toward the tank closed. in the rail is exceeded, the piston moves and the
pressure excess is discharged into the tank.
Flow limiters WARNING

They are located on the rail fuel outlet connections. After the intervention to block the leakage of fuel
Their function is to protect the integrity of the engine from the rail, the flow limiter is automatically re-
or the vehicle in the event of internal spills (example set under the action of the spring. However, f the
injector stuck open) or external (example: damaged cause of its intervention is not eliminated, at the
high-pressure pipes). next starting tentative the engine could operate
If this occurs, the operation of the system is provided, only at low idle or at low speed or to be cut-off
within certain limits, by the components of the other again, depending upon the entity of the leakage.
cylinders in operational conditions.
1
1
A B
3
5 2 4 3 5 2 4
Fig. 1-22
1. Body - 2. Piston - 3. Fuel inlet - 4. Spring - 5. Securing thread on rail.
A. The passage of fuel from the rail to the electric B. In the event of a large pressure drop after the
injectors occurs through holes drilled on the small limiter, the inlet pressure prevails and moves the
diameter of the piston. piston toward the opposite side, cutting-off the
Under normal conditions, the fuel pressure is on outflow of fuel.
both sides of the piston, kept by the spring in open
position.
Electric injector
The injector has a design similar to traditional ones. The solenoid valve controls the lifting of the injector
The electric injector can be considered composed of needle.
two parts:
– actuator-nozzle composed of pressure rod (1), nee-
dle (2) nozzle (3);
– control solenoid valve composed of coil (4) and pi-
lot valve (5).
Injector in rest condition
12
4 6
9
5
11 1
10
13
2
8
Fig. 1-23
1. Pressure rod - 2. Needle - 3. Nozzle - 4. Coil - 5. Pilot valve - 6. Ball plunger - 7. Control area - 8. Pressure chamber -
9. Control volume - 10. Supply-control duct - 11. Outlet of control fuel - 12. Electric connector - 13. Spring.
Beginning of injection
When solenoid (4) is energised it moves ball plunger At the same time the fuel pressure in pressure cham-
(6) upward. The fuel of control volume (9) flows to- ber (8) causes the lifting of needle (2) with the subse-
ward re-flow duct (12) causing a pressure drop in con- quent injection of the fuel into the cylinder.
trol volume (9).
12
4 6
9
5
11 1
10
13
2
8
Fig. 1-24
1. Pressure rod - 2. Needle - 3. Nozzle - 4. Solenoid - 5. Pilot valve - 6. Ball plunger - 7. Control area - 8. Pressure chamber -
9. Control volume - 10. Supply-control duct - 11. Outlet of control fuel - 12. Electric connector - 13. Spring.
End of injection
Once solenoid (4) is de-energised, plunger (6) returns returning needle (2) into closed position, terminating
into position closed, re-creating equilibrium of forces the injection.
1.5 TROUBLESHOOTING GUIDE
FOREWORD
Experience is the factor facilitating the solution of trou-

bles.
To partially overcome the lack of experience by the
repair engineer on this new electronic device, since
no previous systems to which refer existed, we list in
the pages to follow a TROUBLESHOOTING GUIDE.
The troubleshooting guided is composed of two sec-
tions, neatly defined:
– the first one, organised by Blink Code, refers to
troubles that can be directly identified by the EDC7
controller. These troubles are of are mostly of an
electric- electronic nature;
– the second, organised by symptom, describes pos-
sible troubles not directly identifiable by the control-
ler. These troubles are mostly of a mechanical-hy-
draulic nature.
The troubleshooting guides do not replace the diag-
nosis with electronic diagnostic equipment, but should
be considered as integration to the same.
1.5.1 TROUBLESHOOTING WITH PT-01

INSTRUMENT
the illustration is supplied with a set of connecting
The PT-01 75301816 diagnostic instrument shown in cables as well as an Operation Manual.
1. outer power connection

2. diagnostic connecting cable
1. HW failure
2. transm. K line comun.
3. transm. line K reception
4. transmission L line communication
P T- 0 1 5. line bus CAN
1. serial port
2. porta USB
! K K L CAN
6. power
7. navigation buttons
8. communication status
indicators
1 2 3
4 5 6 9. numerical buttons
7 8 9
10. CANCEL button
0 X
1010
11. USB port indicator
12. OK button
13. serial port indicator
Controller-instrument
connecting cable
Connection point
P T- 0 1
! K K L CAN
Fig. 1-25
1.5.2 TROUBLESHOOTING WITH BLINK

CODE
Performance of the EDC indicator lights

The panel with the trouble indicator light is located in
the cab and can be reached after removing the plas-
tic cover behind the operator's seat.
ON
ENGINE
DIAGNOSTIC
Fig. 1-26
ACTIVATION/READING THE BLINK CODE
By actuating the "ENGINE DIAGNOSTIC" switch it The code is composed of two digits divided by a dot
is possible to monitor the operational condition of the (Ex. "2.3") and it is shown by slow flashes followed
controller and to identify the presence of the error by fast flashes.
codes activated. If no troubles are identified in the system, the EDC
indicator light does not provide any information and
Method: Engine inoperative comes ON once only. If, as an example, the first ac-
Key on second click (ON) tive code is "2.3" we have:
"Diagnostic" switch ON a. 2 slow flashes;
b. pause;
c. 3 fast flashes.
Important – The connection and disconnection opera-

tions of the controller must be performed with the positive
terminal of the battery disconnected.
TROUBLE CODES
FLASH SAE TYPE OF POWER

CODE DESCRIPTION OF TROUBLE CODE CODE FLASH REDUCTION
VEHICLE
1.4 Signal, accelerator pedal APP1 0120 1 3
1.8 Indicator EDC on dashboard LP6 1675 0 0
ENGINE 1
2.1 Signal, coolant temperature sensor CTS 0115 1 0
2.2 Signal, turbo-charging air temp. sensor BTS 0110 0 0
2.3 Signal, fuel temp. sensor FTS 0180 0 0
2.4 Signal, turbo-charging pressure sensor BPS 0235 1 0
2.5 Signal, ambient pressure sensor APS 0105 0 0
2.6 Signal, oil pressure sensor OPS 0520 1 1
2.7 Signal, oil temperature sensor OTS 0195 0 0
2.8 Relay, heated filter control HP7 1686 0 0
2.9 Relay, control for pre-post heater resistor HP1 1680 0 0
ENGINE 2
3.7 Battery voltage BAT 0560 1 2
3.8 Indicator, pre-post heater LP1 1670 0 0
3.9 Resistor, pre-post heater TGHV 1875 0 0
INJECTORS
5.1 Solenoid valve, injector cylinder 1 SV1 0201 1 2
5.7 Bank 1 (cylinders 1-2-3) C1 1606 1 3
5.8 Bank 2 (cylinders 4-5-6) C2 1607 1 3
ENGINE RPM
6.1 Signal, crankshaft sensor CRK 0335 1 2
6.2 Signal, camshaft sensor CAM 0340 1 2
6.3 Engine speed conformity ESS 0320 1 0
6.4 Engine over-speed CMOL 0219 2 0
6.5 Starter motor relay HP8 1687 0 0
INTERFACES
7.2 Line CAN CANDEF 1611 0 0
DASHBOARD
7.6 Indicator light, oil pressure LP4 1673 0 0
7.8 Indicator light, coolant temperature LP5 1674 0 0
FUEL PRESSURE
8.1 Fuel pressure control MPROP 0233 2 3
8.2 Signal, fuel pressure FPS 0190 2 3
8.3 Solenoid valve, pressure regulator HPC1 1690 2 3
8.4 Monitoring of rail press. regulation valve MPRV 0231 2 3
8.5 Pressure drop in rail DRV 0233 2 4
CONTROLLER
9.4 Main relay MMR 1625 1 0
9.6 Internal error in the controller STSP 1285 1 3
9.7 Sensors power PSS 0561 1 0
TYPE OF FLASHING: 2 = Intermittent 1 = Continuous 0 = OFF

POWER REDUCTION: 0 = 0% reduction 1 = Power curve reduced 2 = 50% torque 3 = Engine speed reduced
4 = Engine inoperative
1.5.3 DIAGNOSIS OF MAIN MALFUNC-

TIONS
The main malfunctions of the engine are: 6 – The engine produces blue smoke;
1 – The engine fails to start; 7 – The engine makes unusual knocks;
2 – The engine overheats; 8 – The engine stops;
3 – The engine is low powered; 9 – Excessive or insufficient oil pressure;
4 – The engine produces black or dark grey smoke; 10 – Excessive fuel consumption.
5 – The engine produces grey smoke (tending to
white);
1 THE ENGINE FAILS TO START
NO Clean, check, tighten or replace terminal nuts.

Connections of the battery terminals efficient.
YES
NO Perform checks described in Repair Manual.

Batteries efficient.
YES
NO
Starter motor efficient. Perform checks described in Repair Manual ".
YES
No air leakages in low pressure supply system. NO Eliminate cause of leakage.

Bleed system.
YES
Eliminate causes for infiltration.Clean fuel

No traces of water in supply system. NO system, including tank.
YES
Fuel pre-filter - filter efficient. NO Replace.
NO
Pre-post heater system efficient. Diagnose with PT-01.
YES
High-pressure pump efficient. NO Test engine with PT-01.
YES
NO Test engine with PT-01.

Injector efficient.
Check efficiency of O-Ring.
YES
Overhaul the engine or restrict intervention to

Compression ratio correct. NO components involved, (valves, piston rings
etc.).
2 THE ENGINE OVERHEATS
NO Check for possible spills and top-up level.

Coolant level correct.
YES
Water pump and fan drive belts efficient. NO Check, adjust tension and replace parts as
required.
NO
Water pump efficient. Overhaul or replace group.
YES
NO Replace.
Thermostat efficient.
YES
Perform an accurate washing; check if there

NO
Radiator efficient. are spills. Replace item if required.
YES
Air cleaner and circuit piping efficient. NO Clean or replace defective parts.
YES
Engine brake disengages. NO Check and replace as required.
YES
Cylinder head gasket efficient. NO Replace.
YES
Fan efficient. NO Replace.
3 THE ENGINE LACKS POWER
NO Replace, proceeding as described in

Fuel filters efficient.
"Operation and Maintenance" Manual.
YES
Low and high-pressure supply systems NO

Check tightness of system connections.
efficient.
YES
NO
Thermostat efficient. Replace.
YES
Tank filled with fuel. NO Check fuel level.
YES
Fuel suction in tank efficient. NO Check transfer pump and clean suction form
possible impurities.
YES
High-pressure pump efficient. NO Engine test with PT-01, replace as required.
YES
Engine test with PT-01, replace as

Injectors efficient and flow limiter correctly NO required.Check tightness of O-Ring.
operating.
YES
Rail pressure relief valve efficient. NO Disconnect the fuel return pipe from the rail
and check if leaking.
Compression rate correct. NO Engine test with PT-01.
SI
Turbocharger efficient (integrity of blades, NO Repair or replace the group.

bearings, actuators).
SI
Valve clearance correct. NO Check - recondition.
THE ENGINE PRODUCES BLACK

4
OR DARK GREY SMOKE
NO
Air cleaner efficient. Replace.
YES
NO Engine test with PT-01.Check tightness

Injectors efficient.
of O-Ring.
YES
NO Engine test with PT-01.

Compression rate correct.
THE ENGINE PRODUCES GREY

5
SMOKE (TENDING TO WHITE)
NO Engine test with PT-01.Check tightness of O-

Injectors efficient.
Ring.
YES
Probable passage of coolant into the

NO
Level of coolant correct. combustion chambers. Replace cylinder head
gasket or overhaul engine.
6 THE ENGINE PRODUCES BLUE SMOKE
YES Excessive oil consumption.Oil leaking from the

Presence of oil in the cylinders.
turbine. Leakage from valve guides.
THE ENGINE MAKES

7
UNUSUAL KNOCKS
YES Check: plays and out-of round of main journals,

Knock in crankshaft. securing of main journal caps and flywheel; oil
pressure. Replace parts or overhaul engine.
NO
Check: plays and out-of round of conrod

YES journals, securing of conrod journal caps
Knock in conrods. conrod square; oil pressure. Replace parts or
overhaul engine.
NO
YES Check: play between pitons - cylinder sleeves;

Knock in pistons. integrity of piston rings; play pins-piston
seats.Replace parts or overhaul engine.
NO
Check: clearance between rocker arms and

Knock in cylinder heads. YES
valves, timing. Adjust.
NO
Knock in timing. YES

Check gears and replace as required.
NO
Knock in air compressor. YES Overhaul or replace air compressor.
NO
Knock in injectors. YES Check and calibrate them as prescribed by S.I.

1094 or replace them.
8 THE ENGINE STOPS
NO Refuel and bleed, if required.

Tank filled with fuel.
YES
NO
Fuel filters efficient. Replace.
YES
NO Check the circuit and bleed.

Fuel supply circuit efficient.
INSUFFICIENT OR ESCESSIVE
9
OIL PRESSURE
NO
Pressure relief valve works correctly. Check and replace, if required.
YES
NO
Oil pump and delivery piping efficient. Check and replace, if required.
YES
NO Replace bearings and grind crankshaft, if

Main and conrod journals efficient.
required.
YES
NO Change engine oil with other with appropriate

SAE viscosity of engine oil correct.
viscosity.
10 EXCESSIVE FUEL CONSUMPTION
NO Eliminate possible leakages and replace faulty

Fuel tank and pipes efficient.
parts.
YES
NO
Air cleaner efficient. Replace.
1.6 ENGINE SUPPORTS
The engine is secured to the rear module of the frame Frontally by the torque converter-transmission group
in four points by brackets. and rearward by the engine itself. All the brackets, in
turn, rest on elastic pads.
1 1
6
2 2
1 1
3 3
8 1 1
9 6
2 2
7
10
4 4
11
12 1 1
5 5
4 4 3 3
Fig. 1-27 Engine supports
Notes - 1 224 daNm 3 110 daNm
2 110 daNm 4 380 daNm
1. Screw M16 x 110 - 2. Screw M12 x 40 - 3. Screw M20 x 45 - 4. Screw M10 x 100 - 5. Nut - 6. Rear bracket - 7. Rear
bracket - 8. Washer - 9. Upper plate - 10. Elastic pad - 11. Lower plate - 12. Washer
1.7 ENGINE OVERHAUL

4
– Remove fuel filter (5) from support (1);
– Disconnect the low-pressure fuel pipes (2 - 3 - 4) 2
from support (1);
– Remove support bracket (1) from the cylinder block.
9
1 6
7 10
Fig. 1-30
5
2 Disconnect fuel piping (2) from the rail and high-pres-
sure pump (9) and remove from the cylinder block by
removing securing screws (4 and 6).
4
3 Note – When loosening connection (7) of piping (2) it is
necessary to prevent the rotation of connection (10) of
Fig. 1-28 high-pressure pump (9) with an appropriate wrench.
A B 2
1
1
4 1-31
Fig. 1-29 Fig. 1-31
Note – To disconnect the low-pressure fuel pipes (2 - 3 Remove screws (2) and disconnect oil piping (3) from
- 4 Fig. 28) from the relevant connecting joints, it is compressor pipe (1) and from the cylinder block.
necessary to press stop (1) as shown in Figure B.
Remove starter motor (4) from the flywheel cover.
After disconnecting the piping, return stop (1) into lock-
ing position of Fig. A to prevent that it could be de-
formed.
1 2
Fig. 1-32
Install brackets (1) on the engine cylinder block and

secure them to an overhaul stand (2).
6
2
3 8
4
9
10
5
11
Fig. 1-33
1. Connections for electric injectors - 2. Engine coolant temperature sensor - 3. Fuel pressure sensor - 4. Engine oil
temperature and pressure sensor - 5. Crankshaft sensor - 6. Electric injector - 7. Air pressure-temperature sensor -
8. Timing sensor - 9. Fuel heater and fuel temperature sensor - 10. Pressure regulator - 11. EDC 7 controller.
Disconnect the engine cable disconnecting connec-

4 5
tors (1) from electric injectors harness (6), (7) air pres- 1
sure/temperature sensor, (3) fuel pressure sensor, (11)
controller, (10) high-pressure pump sensor, (8) timing
6
sensor, (2) engine coolant temperature sensor, (5)
engine rpm sensor.
Disconnect from rail (2): fuel piping (7) following the
procedures described in Fig. 29. Disconnect fuel pipes
(5) from rail (2) and from electric injectors manifolds 2
(6). 3
Note – When disconnecting connections (4) securing

pipes (6) to rail (2) it is necessary to prevent the rotation of
7
flow limiters (3) with an appropriate wrench. 6
Remove screws (1) and remove rail (2). Fig. 1-34
7 1
1
8 2
2 9 3
10
11
4
12
5
6
6 7
13 8
Fig. 1-35 Fig. 1-37
Loosen nuts (1) securing tappet adjustment and loosen

Disconnect fuel return pressure relief device (1), pip- the adjusters.
ing (2) as described in Fig. 29.
Remove screws (2), remove rocker arm group (3) com-
Remove nut (10). Loosen band (6) and remove oil posed of support (6), rocker arms (4) pins (5) and re-
fume pipe (9). move bridges (7) from the valves.
Remove connections (13-11) and remove piping (12). Remove tapped rods (8).
Remove nuts (7) and remove tappet cover (8) com-

plete with gaskets.
1
1 7
2
2
8
3
4 5 6
Fig. 1-36 Fig. 1-38
Remove nuts (7) and disconnect the electric wiring of Remove the screws securing the electric injectors with
electric injectors (8). tool 75301790 (1) and extract electric injectors (2) from
Remove screws (1) and disconnect electric injector the cylinder head.
wiring support (2) complete with gaskets.
Remove screws (5) disconnect air temperature/pres-
sure sensor (6).
Remove nuts (3) and extract fuel manifolds (4).
Note – The fuel manifolds (4) removed, must not be re-
used, but replaced by new ones.
2
3 3
1
2
4
6
4 6
5
5
7 Fig. 1-40
Fig. 1-39
Remove screw (4) securing oil piping retainer (5). Remove screws (1) and remove the air conveyor as-
sembly from the heater. Remove screws (3) remove
Disconnect oil piping (5) from oil heat exchanger/filter cover (2) and the thermostat underneath (5).
support (7).
Note – The outer screws marked are shorter.
Remove nuts (2) and remove turbocharger (3) from
exhaust manifold (1).
Remove securing screws (6) and remove the exhaust

manifold in two pieces with the relevant gaskets.
1
Fig. 1-41
Sling brackets (1) with steel ropes and a hoist to re-

move cylinder head (2) from the cylinder block.
2
1
3
2
4
3
Fig. 1-42 Fig. 1-44
Remove cylinder head gasket (1). Remove screws (2) and remove alternator support (3).
Using the appropriate wrench on the automatic belt Remove oil filter (1).
tensioner (3) loosen the tension of belt (2) and re-
move it.
Remove screw (4) and remove automatic belt

tensioner (3).
6
1
1 3
4
2
Fig. 1-45
Fig. 1-43 Remove screws (4) and remove oil temperature sen-
sor (3).
Remove screws (2) and remove alternator (1). Remove screws (1) and remove oil heat exchanger
filter support (2), intermediate plate (6) and the rel-
evant gaskets.
Remove oil level sensor (5).
4
2
3
2
Fig. 1-46 Fig. 1-48
Remove screws (1) and remove controller (2) com- Install tool (2) on flywheel housing (1) to prevent the
plete with heat exchanger. rotation of flywheel (3).
Loosen screws (4).
1
1 4
4
2 2
5
3
5
Fig. 1-47 Fig. 1-49
Remove nut (1) and remove timing sensor (2). Remove screws (2) and remove pulley (3) and damper
flywheel (1).
Remove nuts (3) and remove high-pressure pump (4)
complete with fuel pump (5). Remove screws (6) and remove hub (5) and phonic
wheel (4).
5
3 1
2
4 6
Fig. 1-50 Fig. 1-52
Remove screws (1) and remove water pump (2). Remove screws (1) and remove oil pump (2).
Remove screw (3) and remove roller (4). Note – Oil pump (2) cannot be overhauled.
Remove screw (5) and disconnect rpm sensor (6).
1 3
Fig. 1-51 Fig. 1-53
Remove screws (1) and remove front cover (2). Remove tool (2).
Note – Record the installation position of screws (1) since Remove screws (1) securing flywheel (3) to crank-
they have different length. shaft (4).
1
1
2
2
Fig. 1-54 Fig. 1-56
Install two pins (2) of appropriate length in the holes Turn the engine upside down.
of crankshaft (3).
Remove screws (2) to remove plate (3) and remove
Pullout engine flywheel (1) so that it is possible to oil sump (1).
sling it with a hoist and store it.
3
1 1
2
4
2
Fig. 1-55 Fig. 1-57
Remove screws (1) and remove rear cover (2). Remove screws (1) and remove oil suction strainer
(3).
Note – Record the installation position of screws (1) since
they have different dimensions. Remove screws (2) and remove stiffening plate (4).
2 1
3
2
Fig. 1-58 Fig. 1-60
Remove screws (1) and remove gear (3) from cam- Remove screws (1) securing conrod cap (2) and re-
shaft (2). move them.
Extract the pistons complete with conrods from the

top of the cylinder block.
Note – Keep the half-bearings in the relevant seats, since,

in the event they are reused, they must be installed in the
same position found at the removal.
2
1
Fig. 1-59
Remove screws (2) and remove timing gear housing

(1). Fig. 1-61
Note – Record the installation position of screws (2) since

they have different dimensions.
Remove screws (1) and remove main journal caps
(2).
1 1 2
3
Fig. 1-62 Fig. 1-64
The last but one main journal cap (1) and the relevant Remove main journal half-bearings (1).
support have half- bearing (2) equipped with a thrust
ring. Remove screws (2) and remove oil jets (3).
Note – Record the installation position of the upper and

lower half-bearings, since in case of reinstallation they must
be placed in the same location they had before being re-
moved.
2 2
1
Fig. 1-63 Fig. 1-65
With tool (1) and a hoist remove crankshaft (2) from Remove screws (1) and remove plate (2) retaining
the cylinder block. camshaft (3).
Note – Record the installation position of plate (2).
Fig. 1-66
Extract carefully camshaft (1) from the engine cylin-

der block.
1
1
Fig. 1-67
Extract tappets (1) from the cylinder block.
1.7.1 REPAIR INTERVENTIONS
CYLINDER GROUP
Inspections and measurements
Once the engine disassembly is over, proceed with a The measurements must be performed for each sin-
thorough cleaning of the cylinder- cylinder block group. gle cylinder at three different sleeve heights and on
Use the appropriate rings to handle the cylinders group. two planes perpendicular between them: one parallel
Check accurately that the cylinder block is free from to the longitudinal centre line of the engine (A) the
cracks. other perpendicular (B). On the latter plane and in
Check the condition of machining plugs. If they are correspondence with the first measurement the maxi-
rusty or there is a slightest doubt about their sealing, mum wear is normally found.
replace them. When an ovalisation, tapering or any wear is found,
Examine the surfaces of the cylinder sleeves; they proceed with a grinding and reconditioning of the
must be free from signs of seizing, scratches, sleeves. The reconditioning of the cylinder sleeves
ovalisation, tapering and excessive wear. must be performed in relation to the diameter of the
Measure the inner diameter of the cylinder sleeves, spare pistons oversized 0,5 mm from the nominal
to identify the amount of ovalisation, tapering and wear value and at the prescribed installation play.
using bore gauge (1) equipped with dial meter previ-
ously zeroed on ring caliper (2) for the cylinder sleeve
diameter.
Note – In the event a ring caliper is not available, use a

micrometer for the zeroing.
1st
B
2nd
A
3rd
1
1
2
Fig. 1-69
2 s
Fig. 1-68
Check that the mounting face of the cylinder head,

on the cylinder group, is not deformed
102,02 + 0,01
0,4 S F S W D
SEE NOTE 0,06 F
0,015
1,25 + 0,25
Rz 12,0 ISO CUT OFF 2,5 2
(25° - 30°)
3
4
1
(25° - 30°)
Fig. 1-71
This check can be performed, after removing dowel

(4) with calibrated ruler (2) and feeler gauge (3).
After identifying deformed zones, grind flat the mount-
ing face.
The flatness error must not exceed 0.075 mm.
Note – The grinding of the cylinder block can be made

only after making sure that, after the operation, the protru-
sion of the cylinder sleeve from the cylinder block does
D W not exceed the prescribed value.
Check the conditions of machining plugs (1) of the

Fig. 1-70 cylinder group. If rusty or in case of any doubt about
their tightness, replace them.
Once the grinding is done, cut-off the cylinder sleeves
Note – In case of reconditioning, all the cylinder sleeves as indicated in the figure.
must have the same over-sizing (0.5) (mm).
Check the main journal bearing seats proceeding as

follows:
– install the main journal caps without bearings;
– tighten the securing screws to the prescribed torque;
– using an appropriate bore gauge, check that the di-
ameter of the seats has the prescribe value.
In the event a larger dimension is found, replace the

cylinder block.
TIMING
Camshaft
54.005
54.035
Fig. 1-72
CAMSHAFT MAIN DATA

The data listed refer to the normal diameter of the journals.
The surfaces of the camshaft journals and the cams signs of seizing and scratches, replace the shaft and
must be extremely smoothed. In the event they show the relevant bushes.
Checking the lifting of the cams and the alignment

of the pins 1
Place the camshaft on centres and, using a dial gauge
in hundredths of mm placed on the central journal, 2
check that the alignment error does not exceed 0.04
mm, otherwise replace the camshaft. Also, check the
lifting of the cams: it must be 6.045 mm for the ex-
haust and 7.582 mm for the intake ones. If different
values are measured, replace the camshaft.
Check the diameter of camshaft (2) support journals
with micrometer (1) on two centre lines perpendicular
between them.
Fig. 1-73
BUSHES
Camshaft bushes (2) must force into the relevant

seats.
The inner surfaces must be free from traces of seiz-
ing or wear.
Measure the diameter of the camshaft front and rear
2
bushes (2) and intermediate seats (1) with bore gauge
(3). 1 3
The measurements must be made on two lines per-
pendicular between them.
Fig. 1-74
Sect. A-A
A
54.089
54.139
59.222
59.246
54.083
54.147
* A
Fig. 1-75
MAIN DATA OF CAMSHAFT BUSHES AND RELEVANT SEATS

* Dimension to be obtained after pressing the bushes.
Replacing the bushes Installation of tappets - camshaft

To replace the front and rear bushes use to remove
and reinstall them puncher 75301766 (2) and handle
75295883 (3).
Note – During the installation bushes (1) must be ori-

ented that lubrication holes (2) coincide with the ones on
the seats of the cylinder block.
1 1
2 Fig. 1-78
1
3 Lubricate tappets (1) and install them in the relevant
seats of the cylinder block.
2
Fig. 1-76
Tappets
16.000
16.030 1
15.924
15.954 11
29
15.960
47
15.975
15.924 Fig. 1-79
15.954
Fig. 1-77
Lubricate the camshaft support bushes and install
camshaft (1) taking care during the operation, the
MAIN DATA OF TAPPETS AND RELEVANT SEATS bushes or the support seats in the cylinder block are
ON THE CYLINDER BLOCK not damaged.
1
1
1
3
2
2
Fig. 1-80 Fig. 1-82
Position plate (1) retaining camshaft (3) with the groove Install jets (2) and tighten securing screws (1) to the
directed toward the upper side of the cylinder block prescribed torque.
and the stamping toward the operator, tighten screws
(2) to the prescribed torque.
Fig. 1-81
Check the axial play of camshaft (1).

It must be 0.23 ± 0.13 mm.
CRANKSHAFT
Measuring main and conrod journals
1 CAUTION
All the main and conrod journals must always be
2 ground to the same reduced diameter class.
The diameter reduction of the main and conrod
journals must be recorded by an appropriate stamp-
ing on the side of crank no. 1.
For reduced conrod journals digit M.
For reduced main journals digit B.
For reduced conrod and main journals digits MB.
Fig. 1-83
In the event excessive traces of seizing, scratches

or ovalisation are identified, it is necessary to regen-
erate the journals, by grinding them. Prior to proceed-
ing with the journal (2) grinding operation, measure
the crankshaft journals with micrometer (1), to define
the diameter to which the journals must be reduced.
Note – It is recommended to record the value meas-
ured on a table. See Figure 85.
The reduction classes are:
82.99
* 83.01
Ø MIN
Ø MAX
68.99
69.01 *
Fig. 1-84
TABLE ON WHICH THE VALUES RELATIVE TO THE MEASUREMENT OF THE MAIN AND CONROD
JOURNALS OF THE CRANKSHAFT
* Nominal value
0.150 B-C
0.03 B-C 0.007
0.03 B-C
0.03 B-C
0.06 B-C
0.03 B-C
F
0.007
0.5
C B F
0.05 B-C
0.03 B-C
0.017 L
0.022 B-C
0.03 B-C
0.007
0.007
Fig. 1-85
* Measured on a radius exceeding 45.5 mm

** ↑ 0.500 between adjacent main journals
MAIN CRANKSHAFT TOLERANCES
FRAME ON TIMING SIDE 45° INTERMEDIATE FIRST FRAME

FRAMES FRONT SIDE
2 x 45° 45°
Fig. 1-86
TOLERANCES FEATURES SUBJECT OF THE TOLERANCE GRAPHIC SYMBOL
Roundness
OF SHAPE
Cylindricality / /
Parallelism //
OF ORIENTATION Perpendicularity
Straightness
OF POSITION Concentricity
Circular oscillation
OF OSCILLATION Total oscillation
Taper
CLASS OF IMPORTANCE GIVEN TO THE FEATURES

OF THE PRODUCT GRAPHIC SYMBOL
CRITICAL ©
IMPORTANT +
SECONDARY –
Replacement of oil pump drive gear Main journal installation protrusion
1 2
Fig. 1-87 Fig. 1-89
Check that the teeth of gear (1) are not damaged or Install crankshaft (2).
worn, otherwise pull it out with the appropriate puller Check the play between main journal and the relevant
(3). When installing a new gear, it is necessary to
warm it up for 10 minutes in an oven at 180 °C
(355 °F) and key it on the crankshaft.
Installation of crankshaft bearings

1
1 3
4
Fig. 1-90
bearings as follows:
Fig. 1-88 – clean accurately all the components and eliminate
all traces of oil;
– place on the main journals (4) of the crankshaft a
Note – When it is found that the bearings do not need piece of calibrated wire (3);
to be replaced, it is necessary to re-install them in the – install caps (1) complete with half-bearings (2) on
same order and position found when disassembling. the relevant caps.
Main journal bearings (1) are supplied as spares re-
duced on the inner diameter 0.25 - 0.500 mm.
Note – Do not attempt adapting the bearings.
Clean accurately main journal half-bearings (1) with
lube hole and install them in their seats.
The last but one main journal bearing (1) is equipped
with thrust washers.
1
2
Fig. 1-91 Fig. 1-93
Install screws (1) pre-lubricated and tighten them in – remove the caps from the supports.
three subsequent phases. The play between the main bearings and the relevant
– 1st phase with torque wrench at 50 ± 6 Nm. journals is measured by comparing the width of cali-
– 2nd phase with torque wrench at 80 ± 6 Nm. brated wire (2) in the max. squeezing point with the
graduated scale printed on wrapping (1) of the cali-
brated wire.
The numbers listed on the scale indicate the play in
mm of the matching.
1 In the event a play value is measured different from
the one prescribed, replace the bearings and repeat
the measurement. Once the correct play is obtained,
lubricate the main journal bearings and install perma-
nently the supports, tightening the securing screws
as previously described.
2
Fig. 1-92
1
– 3rd phase with tool (1) positioned as indicated in the
figure and tighten further screws (2) with an angle of 2
90° ± 5°. 3
Fig. 1-94
Checking the end play of the crankshaft

The endplay check is done by placing a magnetic
base dial gauge (2) on crankshaft (3) as indicated in
the figure. Normal play is 0.068 ÷ 0.41.
In the event a larger play is measured, replace the
journal half bearings of the last but one rear support
(1) with thrust washers and repeat the play check
between crankshaft main journals and half-bearings.
CONROD - PISTON ASSEMBLY
3 4
1 1
2
2
7 5 3
8
1
Fig. 1-95 Fig. 1-97
COMPONENTS OF THE CONROD PISTON ASSEM- The removal of circlips (2) retaining piston pin (2) is
BLY done sing scribing point (3).
1. Circlips - 2. Pin - 3. Piston - 4. Piston rings - 5. Screws -

6. Half bearings - 7. Conrod - 8. Bush.
Note – Spare pistons oversized 0.5 mm are provided

as spare parts.
2 3
Fig. 1-96
Removal of piston rings (1) from piston (2) using pli-

ers (3).
Pistons
1
Measuring the piston diameter
2
Fig. 1-99
Fig. 1-98
Measurement using micrometer (2) of the diameter of The play between piston and cylinder sleeve can be
piston (1) to determine the installation play. measured also as indicated in the figure with a feeler
gauge (1).
Note – The diameter must be measured at 12 mm
from the base of the skirt of the piston.
1.5
2.560 2.705 2.420 4.020
2.605 2.735 2.440 4.040
2°±20'
2.350
2.380
3.975
4.000 40.008 39.996
40.014 40.003
Fig. 1-100
MAIN DATA OF KS. PISTON PINS AND PISTON RINGS

* The dimension is measured on a diameter of 99 mm
Piston pins Piston rings
1
1
Fig. 1-101 Fig. 1-103
Measurements of the diameter of piston pin (1) using Check the thickness of piston rings (2) using microm-
micrometer (2). eter (1).
Conditions for a correct pin-piston matching

1
Fig. 1-104
Fig. 1-102
Check the play between piston rings (3) of the sec-
ond and third grooves and the relevant seats on pis-
ton (2) with feeler gauge (1).
Lubricate pin (1) and the relevant seat on the piston
with engine oil. The pin must enter the piston with a
slight pressure of the fingers and must not come-out
from it under its own weight.
Conrods
1
42.987
43.013
3
2
** 43.279 40.019 39.996

** 43.553 40.033 * 40.003
Fig. 1-105
DIAGRAM FOR THE MEASUREMENT OF PLAY X

BETWEEN THE FIRST PISTON GROOVE AND
TRAPEZOIDAL RING
1.955
72.987 1.968
Due to the peculiar shape of the first trapezoidal ring, 73.013
the play between groove and the ring itself must be Fig. 1-107
measured as follows: have piston (1) protruding from
the cylinder block so that ring (2) protrudes about half
MAIN DATA OF CONROD, PISTON PIN BUSH AND
from cylinder sleeve (3).
HALF BEARINGS
In this position, use a feeler gauge to check play (X)
* Dimension of inner diameter to be obtained after
between ring and seat: this play must be within the
pressing into the conrod small end and boring.
prescribed value.
** Dimension not measurable at free conditions.
Fig. 1-106
Measurement of the play between the tip of piston

rings (2) installed in cylinder sleeve (3) using feeler
gauge (1).
Bushes
Check that the bush of the conrod small end is not
loose and that it is free from scratches or traces of
seizing.
The removal and installation is done using an appro-
priate puncher.
During the installation, make sure scrupulously that
the oil duct holes on the bush and conrod coincide.
Using a borer recondition the bush so that the pre-
CONROD BODY
1234 W
scribed diameter is obtained.
CONROD WEIGHT
NO.
*
0001 V
W
9999 X
Checking the conrods
CAP
1234 A 123
CONROD NO. YEAR DAY
0001 A 1998 001
B 1999
9999 C 2000 366
D 2001
Fig. 1-108
1
Each conrod is marked: 2

– On the body and on the big-end cap indicating the 5
matching and the cylinder in which it is installed. 3
Thus, in case of replacement it is necessary to pro-
ceed with the numbering of the new conrod with the
same numbers of the old one. 4
– A letter on the conrod body indicating the weight
class of the conrod mounted in production:
• V, 1820 ÷ 1860 (marked yellow);
• W, 1861 ÷ 1900 (marked green); Fig. 1-109
• X, 1901 ÷ 1940 (marked blue);
Spare conrods are provided in class We marked
green*.
No removal of material is allowed. Check the parallelism of the conrod centre lines (1)
using device (5) operating as follows:
– install conrod (1) on the mandrel of tool (5) and lock
it with screw (4);
– place mandrel (3) on "V" prisms resting conrod (1)
on stop bar (2).
Checking the torsion Checking the flexion
2
1
C D
2
B
A
3
5
5 3
4
4
Fig. 1-110 Fig. 1-111
Check the torsion of conrod (5) comparing two points Check the flexion of conrod (5) by comparing two
(A and B) of pin (3) on the horizontal plane of the points C and D of pin (3) on the vertical plane of the
conrod. conrod centre line.
Place support (1) of dial gauge (2) so that the latter is Position vertical support (1) of dial gauge (2) so that
pre-loaded ~ 0.5 mm on pin (3) in point A and zero the latter rests on pin (3) in point C.
dial gauge (2). Move mandrel (4) with conrod (5) and Swing the conrod for and back trying to find the high-
compare on the opposite side (B) of pin (3) any possi- est position of the pin and zero dial gauge (2) under
ble discrepancy; the difference between A and B must this condition.
not exceed 0.08 mm. Move the mandrel (4) with conrod (5) and repeat on
the opposite side D of pin (3) the position of the high-
est point. The difference between point C and point D
must not exceed 0.08 mm.
Installation of conrod-piston group

Conrods-pistons matching
1 2
3
2
4 Fig. 1-114
Position piston (1) on the conrod following the con-

Fig. 1-112 figuration of the figure, insert pin (3) and secure it with
circlips (2).
On the crown of the piston the following references

are engraved:
1. Spare part number and design modification number;
2. Arrow indicating the installation sign of the piston
into the cylinder sleeve; it must be oriented to-
ward the front side of the cylinder block;
3. Etching indicating the inspection of the 1st groove Installation of piston rings
insert;
4. Date of manufacture.
1
3
2
1
2
4
Fig. 1-115
5
To reinstall piston rings (1) into piston (2) use pliers
(3).
The rings must be installed with the wording "TOP"
Fig. 1-113 upward. Also, the ring gaps must be placed so that
they are shifted 120° among them.
Install piston (2) on conrod (4) with pin (3) so that Note – Piston rings are provided as spares in the fol-
reference arrow (1) for installation of piston (2) in the lowing dimensions:
cylinder sleeve and digits (5) etched on conrod (4) are – standard, marked by yellow paint;
seen as indicated in the figure. – oversized 0.5 mm and marked by yellow/green paint;
1 1
Fig. 1-116 Fig. 1-118
DIAGRAM FOR THE INSTALLATION OF THE

Install half bearings (1) both on the conrod and the CONROD - PISTON ASSEMBLY IN THE PASSAGE
cap.
Note – If the replacement of the conrod bearings is – the gap of the piston rings are shifted 120° among
not required, it is necessary to reinstall them in the them;
same order and in the same position they were before – the conrod/piston assemblies have the same weight;
being removed. – the arrow engraved on the crown of the pistons is
Do not attempt adapting the half bearings. directed toward the front side of the cylinder block
or the recession on the skirt of the piston corre-
sponds to the oil jets.
Measuring the mounting play of the conrod journals

Installation of conrod piston assembly into the
1 2
3
2
4
Fig. 1-117 Fig. 1-119
cylinder sleeves To measure the play perform the following operations:

Lubricate well the pistons, including the piston rings – clean accurately the parts and eliminate all traces
and the inside of the cylinder sleeves. of oil;
Using band 75301427 (2) install conrod-piston assem- – place a piece of calibrated wire (2) on the journals;
blies (1) into the cylinder sleeves, checking that: – install conrod caps (3) with the relevant half bearing
– the number of each conrod corresponds to the match- (4).
ing number on the cap.
2
1
1
Fig. 1-120 Fig. 1-122
– remove the cap and determine the play comparing

the width of calibrated wire (1) with the data of the
scale printed on wrapping (2) containing the wire.
– tighten screws (1) previously lubricated with engine
oil, with torque wrench (2) to the prescribed torque.
2
1
2 1
Fig. 1-123
Fig. 1-121
In the event a play value is measured different from
the one prescribed, replace the bearings and repeat
the measurement. Once the correct play is obtained,
lubricate the main journal bearings and install perma-
– install tool (1) on the ratchet wrench and tighten nently the supports, tightening the securing screws
screws (2) 60° further. as previously described.
Note – Prior to the final installation of the securing

screws of the conrod cap, check that their diameter,
measured in the centre of the thread length, is not 0.1
mm smaller than the diameter measured at about 10
mm from the tip of the screw.
Check manually that conrods (1) slide axially on the

crankshaft journals and that the their axial play meas-
ure with feeler gauge (2) is 0.10 ÷ 0.33 mm.
Check of piston protrusion It must be uniform (no crumbs) free from air bubbles,
thin or discontinued zones.
Imperfections must be corrected in the shortest time.
Avoid using excess material to seal the joint.
1 3 Excessive sealant tends to escape on both sides of
the joint and clog the passage of lubricants.
2 After completing the application of sealant, the joints
require an immediate installation (10 - 20 minutes).
9 10
1
Fig. 1-124
6 8
4 3
Once the reassembly of the conrod-piston assemblies
is completed check with dial gauge (1) equipped with
base (2) the protrusion of pistons (3) at TDC with re-
spect to the upper face of the cylinder block. 2
It must be 0.28 ÷ 0.52 mm.
7 5
Timing gear housing
Fig. 1-126
1 TIGHTENING DIAGRAM OF GEAR REAR SECUR-
ING SCREWS
Reinstall housing (1) on the engine cylinder block.

Install the securing screws in the position found at
the disassembly and tighten them to the torque indi-
cated here below, in the sequence illustrated in the
figure.
Screws M12 65 ÷ 89 Nm
Fig. 1-125
DIAGRAM OF APPLICATION ZONE FOR LOCTITE

5999 SEALANT
Clean accurately the mounting faces of flywheel hous-

ing (1) and of the timing gear housing.
The cleaning of the surfaces to be sealed is required
and absolutely required to ensure an effective seal-
ing.
Apply LOCTITE 5999 sealant on housing (1) so that a
seam a few mm thick in diameter is formed.
Setting of timing
1
1
2
2 3
Fig. 1-129
Fig. 1-127 Tighten screws (1) securing gear (2) to camshaft (3)
to the prescribed torque.
Flywheel housing
Use a felt pen to mark the tooth of drive gear (1)
mounted on crankshaft (2) on the side face of which
→) for the timing setting is engraved.
mark (→ 1
4 Fig. 1-130
2
DIAGRAM OF APPLICATION ZONE FOR LOCTITE
5999 SEALANT
Clean accurately the mounting faces of flywheel hous-

ing (1) and of the timing gear housing.
Fig. 1-128 The cleaning of the surfaces to be sealed is required
and absolutely required to ensure an effective sealing.
Apply LOCTITE 5999 sealant on housing (1) so that a
Turn crankshaft (4) and camshaft (2) so that when seam a few mm thick in diameter is formed.
installing on the latter driven gear (1) the signs en- It must be uniform (no crumbs) free from air bubbles,
graved on gears (1 and 3) coincide. thin or discontinued zones.
Imperfections must be corrected in the shortest time.
Avoid using excess material to seal the joint.
Excessive sealant tends to escape on both sides of
the joint and clog the passage of lubricants.
After completing the application of sealant, the joints
require an immediate installation (10 - 20 minutes).
16 8 15 7 FLYWHEEL
1
17 6
18 14 2
5 1
19 13
2 12
20
11 1
3
4 9 10
Fig. 1-131
Fig. 1-133
DIAGRAM OF THE TIGHTENING SEQUENCE OF
THE SCREWS SECURING THE FLYWHEEL HOUS-
ING Check the mounting face of the clutch disc. If signs
of scratching are found turning is required.
Reinstall housing (1) on the engine cylinder block. The nominal thickness of the flywheel is 49.6 ± 0.13
Install the securing screws in the position found at mm.
the disassembly and tighten them to the torque indi-
cate here below, in the sequence illustrated in the
figure.
Screws M12 75 ÷ 95 Nm Replacing the engine flywheel ring gear
Screws M10 44 ÷ 53 Nm Check the conditions of the teeth of ring gear (2). If
failures or excessive wear of the teeth are found re-
move it from the flywheel (1 Fig. 134) with a punch
1 7 and install a new one, previously heated to 150 °C
(302 °F) for 15 ÷ 20 minutes. The bevel on the inner
2 diameter must be directed toward the flywheel.
3
4 1
6
5 2
Fig. 1-132
Install item (5) of tool 75301791 on the tail (6) of the

crankshaft, secure it with screws (4) and key a new 3
seal (3) on it.
Place item (1) on item (5) tightening nut (2) until seal
(3) is fully installed in flywheel housing (7). Fig. 1-134
Install two pins (2) of appropriate length in the holes

of crankshaft (3) and install flywheel (1) using a sling
and a hoist (1).
3
1
2
1
4
2
Fig. 1-135 Fig. 1-137
Install screws (4) securing flywheel (3) to the crank- Install oil pump (1).
shaft. Tighten securing screws (2) to the prescribed torque.
Install tool (2) on flywheel housing (1) to prevent fly-
wheel (3) from turning.
1
1
2
Fig. 1-136 Fig. 1-138
Tighten screws (1) securing flywheel (2) in two phases: Install a new seal (2) on water pump (1).
– 1st phase, tightening with torque wrench to a torque
of 30 ± 4 Nm;
– 2nd phase, tightening to an angle of 60° ± 5°.
Note – The angular tightening is performed using the

appropriate measuring tool.
2
2
Fig. 1-139 Fig. 1-141
Install water pump (1). Clean accurately the mounting face of the cylinder
Install screws (2) and tighten them to the prescribed block front cover (2) and install it.
torque. Install screws (1) and tighten it to the prescribed torque.
1 7
2
1
2 3
4
6
5
Fig. 1-140 Fig. 1-142
Remove seal (2) from front cover (1) clean accurately Install item (5) of tool 75301791 on the tail (6) of the
the mounting face and apply LOCTITE 5999 sealant crankshaft, secure it with screws (4) and key a new
on it. seal (3) on it.
Place item (1) on item (5) tightening nut (2) until seal
(3) is fully installed in flywheel housing (7).
1 2
1
2
3
Fig. 1-143 Fig. 1-145
Install plate (1) suction strainer (2) install securing Install oil sump (1) and install plate (3) on it.
screws (3) and tighten them to the prescribed torque. Install screws (2) and tighten them to the prescribed
torque.
5
6
1
1
2
2
3
4
7
Fig. 1-144 Fig. 1-146
Arrange gasket (1) on oil sump (2). Key phonic wheel (1) and hub (2).
Install securing screws (3) and tighten them in two
Note – The gaskets free from defects can be reused. phases.
– 1st phase with torque wrench to a torque of 50 ± 5
Nm
– 2nd phase, tightening to an angle of 60° ± 5°.
Note – The angular tightening is performed using the

appropriate measuring tool (4).
1
4
2 5
1
2 6
3
Fig. 1-147 Fig. 1-149
Install anew sealing ring on rpm sensor (3). Lubricate sealing ring (2) with engine oil and place it
Install rpm sensor (3) in front cover (1) and tighten on oil filter (3).
securing screw (2) to the prescribed torque. Tighten manually oil filter (3) on the connection of
support (1) until it contacts it; tighten oil filter (3) 3/4
turn further.
Install a new sealing ring on oil temperature/pressure
sensor (4) and install it on support (1).
Install screws (5) and tighten them to the prescribed
torque.
1 Install a new sealing ring (6) in the seat in the cylinder
block.
2
3
4 1
5
3
2
Fig. 1-148
Install on the cylinder block: a new seal (1) heat ex-

changer (2) a new seal (3) and oil filter support (4).
Install screws (5) and tighten them to the prescribed Fig. 1-150
torque.
Position alternator support (1) so that pins (3 and 4)
are against the engine block.
Install screws (2) and tighten them to the prescribed
torque.
4
1
1
2 5
2
3
6
Fig. 1-151 Fig. 1-153
Reinstall alternator (1). Reinstall high-pressure pump (6) complete with fuel
Install screw (2) and tighten it to the prescribed torque. supply pump (5) and tighten nuts (3) to the prescribed
torque. Install support (4) with a new sealing ring, tim-
ing sensor (2) with a new sealing ring and tighten the
relevant securing nut (1) to the prescribed torque.
2
1
2
3
Fig. 1-152 Fig. 1-154
Reinstall automatic belt tensioner (2). Reinstall controller (3) complete with heat exchanger
Install screw (3) and tighten it to the prescribed torque to the cylinder block and tighten screws (2) to the
with an appropriate wrench, turn belt tensioner (2) so prescribed torque.
that belt (1) is engaged on the pulleys and guide roll-
ers. Note – It is advisable to replace support elastic pads (1).
CYLINDER HEAD
Disassembly of valves
1 A
1
2
Fig. 1-157
S Remove sealing rings (1 and 2) from the relevant valve
guides.
Fig. 1-155
Note – Sealing rings (1) for the intake valve are yellow;
Intake (1) and exhaust (2) valves have the head with sealing rings (2) for exhaust valves are green.
the same dimensions.
The central slot (→) of the head of exhaust valve (2)
discriminates it from the intake valve.
Hydraulic test of the cylinder head
Note – Prior to disassembling the valves from the cylinder
head number them so that, in case they are not replaced, it
is possible to reinstall them in the original position.
A = suction side S = exhaust side
2
1
3
4 Fig. 1-158
5 Check the hydraulic tightness using an appropriate

tooling.
Inject, using a pump, water heated to ~ 90 °C (195 °F)
at a pressure of 2 ÷ 3 bar.
If spills occur at cup plugs (1) replace them, using an
Fig. 1-156
appropriate punch to remove and reinstall them.
The disassembly of the valves is performed with tool
(1) pressing plate (3) so that, compressing springs (4) Note – Prior to installing the plugs, apply a hydro-reactive
it is possible to remove cotters (2). Then remove: sealant to the sealing face.
plate (3) springs (4).
Repeat the operation for all the valves. In case of spills from the cylinder head it is neces-
Turn the cylinder head upside down and extract valves sary to replace it.
(5).
The check of the mounting face of cylinder head VALVES
MAIN DATA OF THE INTAKE AND EXHAUST

VALVES
2
EXHAUST INTAKE
VALVE VALVE
6.970 6.970
6.990 6.990
3
Fig. 1-159 59.75°

44.75° 60.25°
45.25°
The check of the mounting face of cylinder head (1)
on the cylinder block is done using ruler (2) and feeler 32.87 32.87
gauge (3). 33.13 33.13
The deformation measured along the entire of the
Fig. 1-161
cylinder head must not exceed 0.2 mm.
For higher values, recondition the cylinder head in
accordance with the values and precautions indicated
in the figure.
0.025/25x25
04 C De-scaling inspection and grinding of the valves
D
A
B
0 3 TOTAL
0.01/50 x 50
Fig. 1-160
Nominal thickness A of the cylinder head is 105 ± Fig. 1-162

0.25 mm. The maximum amount of metal B allowed
to be removed must not exceed 1 mm. Remove carbon scaling from the valves using an ap-
propriate metal brush.
Note – After the reconditioning, check the depression of Check that the valves do not show signs of seizing,
the valves and recondition the valve seats if required to re- cracking or burning.
obtain the valve prescribed depression. Regrind, as required, the valve seats with grinder
75301781 removing as little material as possible.
GUIDE VALVES
7.051
1 7.053
Fig. 1-163
Measure valve stem (1) with micrometer (2). It must INTAKE EXHAUST
be 6.970 ÷ 6.999.
Fig. 1-165
Use a bore gauge to measure the inner diameter of

Check of play between valve stem, valve guide and the valve guides. It must be the value indicated in the
valve roundness figure.
VALVE SEATS
Regrinding - replacement of valve seats
1
2
Fig. 1-164
The inspections must be done using dial gauge (1)

with a magnetic base place as illustrated. The play
Fig. 1-166
must be 0.052 ÷ 0.092 mm.
Turn valve (2) to check that the out-of-round does not
exceed 0.03 mm. Check valve seats (2). When slight scratches or
burnings are found, regrind using 75301781 (1) in ac-
cordance with the angle values indicated in the Fig-
ure.
VALVE SEATS IN CYLINDER HEAD
69.5° 69.5°
70.5° 70.5°
45° 60°
29.5° 29.5°
30.5° 30.5°
Ø 30.8 Ø 30.7
EXHAUST 3.4 INTAKE 3.02
3.6 3.28
Fig. 1-167
MAIN DATA OF VALVE SEATS
The valve seats are obtained when casting the cylinder head and subsequently machined.
1.1
1.5
EXHAUST INTAKE
27.25 39.5 27.25
27.75 40.5 27.75
34.837 34.837
34.863 34.863
36.78 36.78
Fig. 1-168
The valve seats are obtained when casting the cylin- To install the valve seats into the cylinder heads, warm
der head and subsequently machined. In the event it the cylinder head to 80 ÷ 100 °C (176 ÷ 212 °F) and,
is not possible to recondition the valve seats by just using an appropriate puncher, install new valve seats
regrinding them, it is possible to use inserts supplied (2) previously cooled.
as spare parts. Then, regrind the valve seats 75301781 in accord-
Under these conditions, the seats with the dimensions ance with the values listed in Fig. 170.
indicated in the figure must be obtained, then install
the valve seats.
69.5° 69.5°
70.5° 70.5°
45° 60°
29.5° 29.5°
30.5° 30.5°
EXHAUST INTAKE
3.37 3.02
3.63 3.28
Fig. 1-169
MAIN DATA OF VALVE SEATS
Fig. 1-170
After the reconditioning operations, use dial gauge (1)

with base (2) to check valve depression (3) is at the
prescribed value.
VALVE SPRINGS Note – Sealing rings (2) for intake valves are yellow; seal-
ing rings (3) for exhaust valves are green.
P1
P2
2
1
3
H
H1
H2
4
Fig. 1-171
MAIN DATA FOR THE INSPECTION OF INTAKE

AND EXHAUST VALVE SPRINGS Fig. 1-173
Prior to the installation, check the flexion of the valve Install on the cylinder head: spring (4) upper cup (3).
springs using the spring load device. Check the load Use tool (1) to press spring (4) and secure the valve
and elastic deformation data with those of new valves parts with cotters (2).
indicated in the table here below.
Height Under a load of

mm kg
H 47.75 Free Reinstallation of the cylinder heads
H1 35.33 P 339.8 ± 9 Nm
H2 25.2 P1 741 ± 39 Nm
ASSEMBLY OF THE CYLINDER HEAD 1
3
1
Fig. 1-174
Check that the mounting faces of the cylinder head

and cylinder block are clean.
Fig. 1-172 Do not soil the cylinder head gaskets.
Place cylinder head gasket (1) with the wording "ALTO-
Lubricate the stem of valves (1) and insert them into TOP" oriented toward the cylinder head.
the relevant valve guide in accordance with the posi- The arrow indicates the point where the thickness of
tion recorded during the disassembly. the gasket is measured.
Install sealing rings (2 and 3) on the valve guides.
20 12 4 5 13 21
24 16 8 1 9 17 25
23 15 7 2 10 18 26
19 11 3 6 14 22
1
Diagram of the cylinder head securing screws tight-
ening sequence:
2 – 1st phase, pre-tightening with torque wrench:
• Screw 12x1.75x130 ( ) 35 ± 5 Nm
• Screw 12x1.75x150 ( ) 55 ± 5 Nm
– 2nd tightening phase with angle 90° ± 5°
– 3rd tightening phase with angle 90° ± 5°
Front side
Fig. 1-175
Before re-using screws (2) securing the cylinder heads,

measure the diameter of the thread of the screws with
micrometer (1) checking that it is no less than …..
mm in all points, otherwise replace them. 3
1
Tightening of cylinder head securing screws
2
1
2
Fig. 1-177
Install a new O-Ring (2) lubricated with vaseline and a

new sealing washer (3) on electric injector (1).
Fig. 1-176
2
Install cylinder head (1) install screws (2) and tighten

them in three subsequent sequences, following the
sequence and the procedures indicated in the figure
to follow.
3
Note – The angle tightening is done using tool (3).

Fig. 1-178
Install electric injectors (1) in the seats on the cylin-
der heads, oriented so that fuel inlet hole (2) is di-
rected toward seat side (3) of the fuel manifolds.
1 1
2
3
Fig. 1-179 Fig. 1-181
Use tool 75301790 (1) to set electric injector (2) in its Using a torque wrench, tighten gradually and alterna-
seat. tively screws (1) securing the electric injectors to a
Install the electric injector securing screws without torque of 8.5 ± 0.8 Nm.
tightening them. Tighten nuts (2) securing fuel manifolds (3) to a torque
of 50 Nm.
1
4
RODS
5
2
Fig. 1-180
Install a new O-Ring (3) lubricated with vaseline on

fuel manifold (2) and introduce it into the cylinder head
seat so that positioning ball (5) coincides with the rel-
evant seat (4).
Note – The fuel manifolds (2) removed must not be rein- Fig. 1-182
stalled. Replace them with new parts.
Install securing nuts (2, Fig. 181) without tightening The rocker arm rods must be free from deformations;
them. the spherical contact seats with the setting screw and
the tappet (arrows) must be free from traces of seiz-
Note – During the operation, handle electric injector (1) ing or wear, otherwise replace them. The rods con-
so that manifold (2) enters fuel intake hole trolling the intake and exhaust valves are identical
(2, Fig. 179) of the same correctly. and interchangeable.
Rocker arm group
1
1
2 4
3
3
2
Fig. 1-183 Fig. 1-185
COMPONENTS OF THE ROCKER ARM GROUP:

1. Screws - 2. Support - 3. Pins - 4. Rocker arms. Install rods (2).
Install the valves on bridges (1) with mark (→) di-
rected toward the exhaust manifold.
1
22.001
22.027
2
21.965 6 3
21.977
4
5
Fig. 1-184 Fig. 1-186
MAIN DATA OF PIN - ROCKER ARM

Check that rod setting screws (1) are fully loosen to
Check the pin / rocker arm mating surfaces that must prevent stiffening of the same on rods (2, Fig. 186)
be free from excessive wear or damages. when installing the rocker arm group. Then install the
rocker arm groups composed of support (5) rocker
arms (3) pins (4) and secure them on the cylinder
head tightening securing screws (6) to a torque of 36
Nm.
Setting of the valve clearance
3
1
2
Fig. 1-187
Set the clearance between rocker arms and valves

using Allen wrench (1) wrench (3) and feeler gauge
(2).
The operating clearance is:

– ± 0.05
– intake valves 0.25 ± 0.05 mm
– exhaust valves 0.51 ± 0.05 mm.
Note – To speed-up the setting of the rocker arm-valve

clearance, proceed as follows:
Turn the crankshaft, balance the valves of cylinder no. 1
and adjust the valves marked by an asterisk as indicated in
the table:
cylinder no. 1 2 3 4 5 6
intake - - * - * *
exhaust - * - * - *
Turn the crankshaft, balance the valves of cylinder

no. 6 and adjust the valves marked by an asterisk as
indicated in the table:
cylinder no. 1 2 3 4 5 6
intake * * - * - -
exhaust * - * - * -
Intake manifold
5 1-190
Fig. 1-188
Cold starting air heater (5) is located inside intake Install a new O-Ring (8) to air temperature/pressure
manifold (4). In case of malfunction, it is necessary sensor (7) and install the latter on intake manifold (4)
to replace it, removing nuts (1) insulating washer (2) tighten screws (6) to the prescribed torque.
and spacers (3). Install the new heater (5) reversing
the removal operations.
Note – Insulating washer (2) must be replaced with a new

one. Nuts (1) must be tightened to the prescribed torque.
1
1
2
Fig. 1-189 Fig. 1-191
Apply LOCTITE 5999 to the mounting face of intake Connect new fuel pipes (1) to rail (3) and electric in-
manifold (1) and install it on the cylinder head. jector manifolds (2).
Tighten screws (2) to the prescribed torque.
Note – Pipes (1) must always be replaced when removed.
1 4
2 5
1
3 2 6
4
3 7
5
Fig. 1-190 Fig. 1-192
Install rail (2) and tighten securing screws (1) to the Note – The connections of pipes (7) must be tightened to
prescribed torque, connect ground cable (3) to intake a torque of 20 Nm, using the appropriate wrench (5) and
manifold (4) and tighten securing nut (5) to the pre- torque wrench (4).
scribed torque. Connections (6) must be tightened holding the key sec-
tion of flow limiters (1) with the appropriate wrench (1).
Connect fuel pipe (3) to rail (2) following the proce-

dures described in the figure to follow.
A B 1
1
2
Fig. 1-193 Fig. 1-195
Press holder (1) in the direction of the arrow (Fig. B) Install harness support (2) install screws (1) and tighten
and connect the pipe to rail (2, Fig. 194) return the them to the prescribed torque.
holder into the initial locking position "A".
Note – make sure that the fuel pipe is connected cor-

rectly.
1
Harness support
3
1 5
Fig. 1-196
4 Connect electric wires (1) to electric injectors (3) and

2 tighten securing nuts (2) with a torque wrench to the
3
prescribed torque.
Fig. 1-194
Check the conditions of electric wires (5); if damaged,

replace them cutting the bands tightening them to
support (2) removing screws (4) securing it to con-
nectors (3).
Install a new gasket (1) on support (2).
1
3
7 2
1
2
5
6
Fig. 1-197 Fig. 1-199
Install a new gasket (2) on rocker arm cover (1). Re-install exhaust manifold (1) with new gaskets.
Install securing screws (7) and tighten them to the
prescribed torque.
Re-install exhaust manifold (1) turbocharger (3) with
anew gasket and tighten securing nuts (2) to the pre-
scribed torque.
Connect oil pipe(5) to heat exchanger support (6) and
secure it to exhaust manifold (1) with screw (4).
1
2
Fig. 1-198
Install rocker arm cover (1) install nuts (2) and tighten
them to the prescribed torque.
1
2 9 A B
10
1
11
12
13
14
6
7 1
15
8
Fig. 1-200 Fig. 1-201
Connect piping (14) with connections (13-15) and new Press holder (1) in the direction of the arrow (Fig. B)
copper washers to rocker arm cover (10) and timing and connect the piping.
housing (6). Return the holder into the original locking position A.
Connect piping (7) to the connection located on tim-
ing housing (6) and tighten it with elastic band (8). Note – Make sure that fuel piping is correctly installed.
Install a new O-Ring on the connection of piping (11)
and install it on rocker arm cover (10). Secure piping
(11) to rocker arm (10) with band and nut (12).
Connect piping (2) to pressure limiter (1) as described
in the figure to follow.
1 6
2
7
3 8
4
9
10
5
11
Fig. 1-202
1. Connections for electric injectors - 2. Engine coolant temperature sensor - 3. Fuel pressure sensor - 4. Engine oil
temperature and pressure sensor - 5. Crankshaft sensor - 6. Electric injector - 7. Air pressure temperature sensor -
8. Timing sensor - 9. Fuel heater and fuel temperature sensor - 10. Pressure regulator - 11. EDC7 controller.
Reconnect the engine cable using connectors (1) elec- Install the lifting device to the engine lifting eyes, sling
tric injector harness (6); air pressure/temperature sen- it to the hoist and remove the engine from the rotary
sor (7); rail pressure sensor (3); high pressure pump stand. Remove the securing brackets to the stand.
sensor (11); timing sensor (8); coolant temperature
sensor on thermostat; rpm sensor (5).
2
1
1
4 1-31
Fig. 1-203 Fig. 1-205
Complete the assembly of the engine: Reinstall bracket (2) complete with fuel filter support
Reinstall starter motor (4) onto the flywheel housing (1) to the cylinder block, install screws (3) and tighten
and tighten the securing nuts to the prescribed torque. them to the prescribed torque.
Insert oil pipe (3) with a new O-Ring and secure it to
turbocharger (1) with screws (2) tightening them to
the prescribed torque.
4
1
2
9
6
2
10
7 3
4
5
Fig. 1-204 Fig. 1-206
From the left side.

Connect fuel pipe (2) to the rail and to high-pressure Tighten manually the fuel filter on support (1) until it
pump (9) and secure it to the cylinder block with touches, then tighten further 3/4 turn, connect pipes
screws (4 and 6) tightening them to the prescribed (2-3-4) and the relevant connectors of support (1) as
torque. described in the figure to follow.
Note – the connections of pipe (2) must be tightened to a

torque of 20 Nm using an appropriate wrench and torque
wrench.
Connection (7) must be tightened holding at the same
time the wrench pattern (10) of the high-pressure pump.
Piping (2) must always be replaced with a new one during
the reassembly.
A B
Fig. 1-207
Press holder (1) as indicated in figure B.

After disconnecting the piping, return holder (1) into
the locking position of figure A to prevent possible
deformation of the same.
Once the assembly is completed, fill the engine with
lube oil in the prescribed quantity and quality.
1.7.2 TIGHTENING TORQUES

ITEM TORQUE
Nm kgm
Screw M8 securing the cylinder sleeve lube jets 15 ± 3 1.5 ± 0.3
Screw M12 securing the crankshaft main journal caps 1st phase 50 ± 6 5 ± 0.6
2nd phase 80 ± 6 8 ± 0.6
3rd phase 90° ± 5°
Studs M6 for camshaft sensors 8±2 0.8 ± 0.2
Studs M8 for supply pump 12 ± 2 1.2 ± 0.2
Screw M12 securing gear rear housing 77 ± 12 7.7 ± 1.2
Nut M6 securing camshaft sensor 10 ± 2 1 ± 0.2
1st phase 8±1 0.8 ± 0.1
Screw M8 securing front cover
2nd phase 24 ± 4 2.4 ± 0.4
Screw M8 securing camshaft longitudinal retaining plate 24 ± 4 2.4 ± 0.4
Screw M8 securing camshaft longitudinal retaining plate 24 ± 4 2.4 ± 0.4
Screw M8 securing camshaft gear 36 ± 4 3.6 ± 0.4
1st phase 60 ± 5 6 ± 0.5
Screw M11 securing conrod caps
2nd phase 60° ± 5°
Screw M10 securing under cylinder block plate 43 ± 5 4.3 ± 0.4
Nut M18 securing high-pressure gear 105 ± 5 10.5 ± 0.5
Nuts M8 securing fuel pump 24 ± 4 2.4 ± 0.4
Plug 1/2 in on cylinder head 24 ± 4 2.4 ± 0.4
3.5 ± 0.35 0.35 ± 0.035
Screws M6 securing electric injectors
75° ± 5°
Nut securing connection for injector supply 50 ± 5 5 ± 0.5
Nut M6 pre-heater grill on intake manifold 8±2 0.8 ± 0.2
Screw M8 securing intake manifold 24 ± 4 2.4 ± 0.4
Screw M12 securing rear brackets for engine lifting 77 ± 12 7.7 ± 1.2
Screws M8 securing Common rail 24 ± 4 2.4 ± 0.4
Connections M14 high pressure fuel pipes 20 ± 2 2 ± 0.2
Screw M12 (12 x 1.75 x 130) securing cylinder head 1st phase 35 ± 5 3.5 ± 0.5
Screw M12 (12 x 1.75 x 150) securing cylinder head 55 ± 5 5.5 ± 0.5
2nd phase 90° ± 5°
3rd phase 90° ± 5°
Screw securing rocker arm support 36 ± 5 3.6 ± 0.5
Nuts valve clearance setting 24 ± 4 2.4 ± 0.4
Nuts M14 securing supply piping from high-pressure
20 ± 2 2 ± 0.2
pump to Common rail
Screw M8 securing high pressure pipe connection 24 ± 4 2.4 ± 0.4
Screw M6 securing wall hole head for harness 10 ± 2 1 ± 0.2
Screw M8 securing electric injector
harness support 24 ± 4 2.4 ± 0.4
Nuts securing electric injector single harness 1.5 ± 0.25 0.15 ± 0.025
Screw M12 securing fuel filter bracket holder 77 ± 8 7.7 ± 0.8
Screw M8 securing fuel filter holder 24 ± 4 2.4 ± 0.4
Fuel filter contact + 3/4 turn
ITEM TORQUE
Nm kgm
Screw M22 securing oil pressure relief
80 ± 8 8 ± 0.8
valve on oil filter support
Screw M8 radiator gasket and oil filter support 24 ± 4 2.4 ± 0.4
Oil filter contact + 3/4 turn
Mounting 1/8 in on turbine lubrication filter support 24 ± 4 2.4 ± 0.4
Nut M12 securing turbine lubrication piping 10 ± 2 1 ± 0.2
Screw M10 securing engine coolant inlet mounting 43 ± 6 4.3 ± 0.6
Securing 90° joint (if required) on engine coolant inlet 24 ± 4 2.4 ± 0.4
Piping on cylinder head for compressor cooling 22 ± 2 2.2 ± 0.2
Screw M6 securing connection for engine coolant draining 10 ± 2 1 ± 0.2
Mounting of pins on cylinder block for exhaust manifold 10 ± 2 1 ± 0.2
Screw M10 securing exhaust manifold on cylinder head 53 ± 5 5.3 ± 0.5
Screw M12 securing damper adapter 1st phase 50 ± 5
and damper on crankshaft 2nd phase 90° 5 ± 0.5
Screw M10 securing pulley on crankshaft 68 ± 7 6.8 ± 0.7
Screw M8 securing water pump 24 ± 4 2.4 ± 0.4
Screw M10 securing auxiliary components drive belt tensioner 43 ± 6 4.3 ± 0.6
Screw M10 securing fixed pulleys for auxiliary components drive belt 43 ± 6 4.3 ± 0.6
Screw M10 securing flywheel housing 85 ± 10 8.5 ± 1
Screw M12 securing flywheel housing 49 ± 5 4.9 ± 0.5
Screw M6 securing heat exchanger for controller 10 ± 2 1 ± 0.2
Screw M8 securing heat exchanger for controller 24 ± 4 2.4 ± 0.4
Connection M12 inlet-outlet for fuel on heat exchanger 12 ± 2 1.2 ± 0.2
Nut M8 securing valve cover 24 ± 4 2.4 ± 0.4
Screw M6 securing camshaft sensor 8±2 0.8 ± 0.2
Screw M6 securing crankshaft sensor 8±2 0.8 ± 0.2
Screw M14 securing engine coolant temperature sensor 20 ± 3 2 ± 0.3
Screw M5 securing oil pressure-temperature sensor 6±1 0.6 ± 0.1
Screw securing fuel pressure sensor 35 ± 5 3.5 ± 0.5
Screw M14 securing fuel temperature sensor 20 ± 3 2 ± 0.3
Screw securing air temperature-pressure sensor on intake manifold 6±1 0.6 ± 0.1
Screw M12 securing engine oil level sensor 12 ± 2 1.2 ± 0.2
Securing of turbine to exhaust manifold: 6 cylinders { pins M10

nuts M10
7±1
43 ± 6
0.7 ± 0.1
4.3 ± 0.6
Adapter M12 on turbine for lube oil pipes (inlet) 35 ± 5 3.5 ± 0.5
Fixture piping on M10 adapter for turbine lubrication 35 ± 5 3.5 ± 0.5
Fixture oil piping on M10 adapter
43 ± 6 4.3 ± 0.6
for turbine lubrication to cylinder block
Fixture M8 oil discharge piping on turbine 24 ± 4 2.4 ± 0.4
Fixture connection M6 for oil return from cylinder head to flywheel housing 10 ± 2 1 ± 0.2
1st phase 30 ± 4 3 ± 0.4
Screw M12 securing engine flywheel
2nd phase 60° ± 5°
Screw M8 securing front bracket for lifting of engine 24 ± 4 2,4 ± 0,4
Screw securing engine oil sump 24 ± 4 2.4 ± 0.4
AUXILIARY COMPONENTS
ITEM TORQUE
Nm kgm
Air compressor:
Nut 5/8 in securing drive gear
on compressor shaft 125 ± 19 12.5 ± 1.9
Nut M12 securing to flywheel housing 77 ± 12 7.7 ± 1.2
Alternator:
Screw M10 securing bracket on water inlet connection 43 ± 6 4.3 ± 0.6
Nut M10 securing alternator 43 ± 6 4.3 ± 0.6
Climate conditioner:
Screw M10 securing bracket 43 ± 6 4.3 ± 0.6
Screw M10 securing compressor 24 ± 4 2.4 ± 0.4
Starter motor:
Screw securing starter motor 43 ± 6 4.3 ± 0.6
1.8 TOOLING
TOOL NUMBER DESIGNATION
P T- 0 1
75301816 PT-01 Diagnostic software

! K K L CAN
1 2 3
4 5 6
7 8 9
0 X
1010
Box with equipment complete with tools to reconditionthe

75301781
valve seats
75301782 Puller for crankshaft front seal
75301783 Puller for crankshaft rear seal
75301790 Injector puller
75301791 Tool for the installation of crankshaft rear seal
75301787 Tool for the installation of crankshaft rear seal
75301784 Tool for crankshaft cranking
Punch for the removal and installation of camshaft bushes

75301788
(use with 993700069)
TOOLING
TOOL NUMBER DESIGNATION
75301427 Band for the insertion of pistons into the cylinder sleeve (60 - 120 mm)
75295883 Handle for interchangeable punches
Dynamometric screwdriver for the setting of injector

75301789
solenoid valve securing nut
SECTION 2
TRANSMISSION
INDEX
2.1 GENERAL CHARACTERISTICS ............................................................................. 2-1
2.2 GENERAL DESCRIPTION ...................................................................................... 2-1
2.3 TRANSMISSION ASSEMBLY ................................................................................ 2-3

2.3.1 Internal configuration of the transmission ................................................................ 2-4
2.3.2 Transmission power diagram ................................................................................... 2-5
2.3.3 Pressure pick-up points and connections ................................................................ 2-6
2.3.4 Transmission hydraulic diagram (1st speed forward) ................................................ 2-7
2.3.5 Transmission control valve ..................................................................................... 2-8
2.4 AUTOMATIC TRANSMISSION CONTROL SYSTEM ............................................. 2-11

2.4.1 "Est-37" electronic controller ................................................................................... 2-12
2.4.2 Start-up procedure of transmission electronic controller .......................................... 2-13
2.4.3 Transmission pilot valve ......................................................................................... 2-16
2.5 AUTOMATIC TRANSMISSION ELECTRIC DIAGRAM ........................................... 2-18
2.6 TROUBLESHOOTING GUIDE ................................................................................ 2-19

2.6.1 Display during the operation of the machine ............................................................ 2-20
2.6.2 Display, during the start-up procedure with ab instrument ........................................ 2-21
2.6.3 Table of trouble codes ............................................................................................. 2-22
2.6.4 Troubleshooting using the "TESTMAN" device ....................................................... 2-40
2.6.4.1 Connections and settings of the DPA-03 ............................................................ 2-41
2.6.4.2 Configuration of testman software menu ............................................................ 2-42
2.7 TRANSMISSION OVERHAUL ................................................................................ 2-43

2.7.1 Disassembly of control valve .................................................................................. 2-43
2.7.2 Re-assembly ........................................................................................................... 2-46
2.8 DISASSEMBLY OF THE TRANSMISSION ............................................................ 2-52

2.8.1 Removal of the transmission control valve and the oil ducts plate from the transmission
housing ................................................................................................................... 2-52
2.8.2 Disassembly ........................................................................................................... 2-52
2.8.3 Assembly ................................................................................................................ 2-69
2.9 PROPELLER SHAFTS ........................................................................................... 2-105
2.10 AXLES .................................................................................................................... 2-107

2.10.1 General description ................................................................................................. 2-107
2.10.2 Differential description ............................................................................................. 2-112
2.10.3 "LSD" differential ..................................................................................................... 2-114
2.10.4 Final drives description ........................................................................................... 2-115
2.10.5 Disassembly of the axle .......................................................................................... 2-117
2.10.6 Axle reassembly ..................................................................................................... 2-129
2.11 WHEEL/TYRES ...................................................................................................... 2-152
2.12 TROUBLESHOOTING ............................................................................................ 2-153
2.13 VALUES OF REFERENCE FOR THE MAINTENANCE .......................................... 2-155

2.13.1 Tithtening torque values for main bolts .................................................................... 2-156
2.14 LIST OF OVERHAUL SPECIAL TOOLS ................................................................. 2-157

W190 EVOLUTION TRANSMISSION 2-1
2.1 GENERAL CHARACTERISTICS

TORQUE CONVERTER
- Name ZF - F&S 340
- Type 3 elements, single stage, single phase
- Radiator Water cooling, with multiple radiating fins
- Minimum operating pressure 4,3 bar
TRANSMISSION PUMP
- Name
TRANSMISSION
- Name ZF WG 210
- Control Manual or automatic
- Type Controlled by solenoid valves, Integral Power-Shift, with constant
mesh gears with controlled modulation
- Speeds 4 forward and 3 reverse
CLUTCHES (TRANSMISSION)
- Type Oil-bath, multiple disc
- Actuation Hydraulic
- Pressure setting 16 + 2 bar
- Oil capacity 26 l
- Weight (torque converter-transmission) 470 kg
2.2 GENERAL DESCRIPTION

The W190 transmission is composed of a torque The axles include a bevel gear set with proportional
converter group and 7 speed transmission, 4 forward torque differential (limited slip on request).
and 3 reverse (with automatic and manual control)
transfers the power to the two axles through three
propeller shafts, respectively two for the front one and
one for the rear.
Front Front
Engine Torque Transmission
Rear Rear
Torque converter cover
Transmission ZF 4WG210
Hydraulic pumps
Front axle Support
Front shaft Intermediate shaft Rear shaft Rear axle
Fig. 2-1 Composition of the transmission
2-2 TRANSMISSION W190 EVOLUTION
POWERSHIFT TRANSMISSION
The multi-speed reversible countershaft transmission The 9 bar pressure controlling the mobile element is
is hydraulically controlled by multiple disc clutches. regulated by the pressure regulation valve. The oil
pressure (16 + 2 bar) is directed through the mobile
Al the gears are constant mesh and are supported by element to the relevant clutch.
anti-friction bearings.
The gears, bearings and clutches are cooled and lu- Due to the direct proportional selection with separate
bricated by oil. pressure modulation for each clutch the clutch pres-
The 4-speed reversible transmission is equipped with sures of the transmission clutches involved are con-
6 multiple disc clutches. trolled. In this manner, the engagement and release
When shifting gear, the clutch pack involved is com- of the clutches by a hydraulic intersection becomes
pressed by the mobile piston in an axial direction, possible.
under the effect of pressurised oil. This causes a smooth gearshifting, without cutting-
off power.
A reaction spring controls the return of the piston,
releasing the clutch pack. During the gearshifting, the following criteria must be
considered:
- Speed of engine, turbine, central and output gear

Transmission control train.
- Transmission temperature.
The transmission pump required to supply oil to the - Gearshifting mode (upshifting, downshifting revers-
torque converter and to control the transmission is ing and shifting from Neutral).
mounted on the input shaft of the transmission itself. - Load conditions (full or partial load, traction, over-
speeding, considering the loading cycles during the
The pump delivery is Q = 105 lt/min at 2000 engine gearshifting).
rpm.
The pressure relief valve limits the maximum control
The pump sucks oil through a mesh filter from the oil pressure at 16 + 2 bar and directs the main flow to the
sump and forwards it through a delivery filter to the converter and lubrication circuit.
pressure relief valve. At the inlet of the torque converter a safety valve is
installed, protecting the converter from internal
In case of clogging of the delivery filter, the flow is overpressures (it opens at 11 bar).
diverted by the by-pass valve ∆p = 5.5 bar to ensure The oil in the torque converter transfers the power
lubrication. following the well-known hydrodynamic principle.
If this occurs, the indicator on the display is activated. To prevent cavitation, the torque converter is con-
stantly filled by oil.
This is obtained by a pressure retaining valve, installed
on the rear of the torque converter, set at least 4.5
Delivery filter
bar.
The oil discharged by the torque converter is directed
Filtering ratio in accordance with ISO 4572:
to the heat exchanger.
β30 ≥ 75 β15 = 25 β10 = 5.0
From the heat exchanger, the oil is directed to the
Filtering surface, at least: 6700 sq. cm
transmission and the lubrication circuit, so that all lube
points are supplied by cooled oil.
Collecting capacity in accordance with ISO 4572 at
Six pressure regulators are installed in the Electro-
least: 17 g
Hydraulic control valve - see Fig. 2-7.
The six transmission clutches are selected through pro-
The correspondence of the pressure regulators to the
portional valves from P1 through P6 (Fig. 2 - 6).
single speeds can be seen in Fig.s 2-5, 2-6.
The proportional valve (pressure regulating unit) is com-
posed of pressure regulator (Y6) mobile element and
vibration damper.
2.3 TRANSMISSION ASSEMBLY
1 2
14 16 2
13
13
12
3
11
6 6
10
4
5
9
6 6
15
6 6 17
8 7 18 19
Fig. 2-2
1. Lifting eyes - 2. P.T.O - 3. Electro-hydraulic control valve - 4. Connection of return line from parking brake M26x1.5 - 5. Hydraulically actuated parking brake - 6. Transmission mounting holes M20 - 7. Connection for oil filler neck and dipstick - 8. Brake disc - 9. Output
flange - 10. Delivery filter (fine) - 11. Filter head - 12. Pressure system connection M16 x 1.5 - 13. P.T.O. 1 - 14. Torque converter - 15. Steering emergency pump -16. Breather - 17. Transmission output front shaft - 18. Oil draining plug - 19. I.D. plate
2.3.1 INTERNAL CONFIGURATION OF THE TRANSMISSION
12
1
11
10
9
4
GEAR DIAGRAM
5
KR
KV AN
K4
K2 8
K3 K1
AB
6
13
14
15
Fig. 2-3
1. "KR" clutch shaft - 2. P.T.O. coaxial with engine - 3. "KV" clutch shaft - 4. "K2" clutch shaft - 5. "K3" clutch shaft - 6. Rear
output flange - 7. Converter side output flange - 8. Output shaft - 9. Transmission pump - 10. Input flange - Input through
universal joint - 11. Torque converter - 12. Engine speed induction sender - 13. "K4" clutch shaft - 14. Torque converter
pressure relief valve - 15. "K1" clutch shaft
2.3.2 TRANSMISSION POWER DIAGRAM
1st speed forward 2nd speed forward 3rd speed forward 4th speed forward
KR KR KR KR
KV AN KV AN KV AN KV AN
Turning direction
106 K4 K4 K4 K4
K2 K2 K2 K2
Z=51
113
Z=23
K1
K3 K1 K3 K1 K3 K1 K3 K1
104 112
Z=32 Z=36
K4
AB AB AB AB
Engine speed 204
Z=63
induction sensor
108
Z=58 Legenda:
115
KR KV = Forward clutch
Z=52
KR = Reverse clutch
101
Z=54 201
Z=55
K1 = 1st speed clutch
AN K2 = 2nd speed clutch
K3 = 3rd speed clutch
102
Z=55 110
Z=52
K4 = 4th speed clutch
KV AN = Input
AB = Output 1st speed reverse 2nd speed reverse 3rd speed reverse
Gear set speed
induction sensor 103
Z=56 111
Z=23 KR
K2 KR
KV AN
KR
Turbine speed KV AN KV AN
induction sensor
114 105
Z=55 Z=44 Clutch diagram K4
K3 K4 K2 K4
K2 K2
Travel direction Speed Clutch Ratio
Forward 1 KV/K1 3,745
Transmission output 2 KV/K2 2,089 K1
107 K3 K1 K3 K3 K1
speed sensor Z=49
3 KV/K3 1,072
AB AB
4 K4/K3 0,636
Reverse 1 KR/K1 3,551
AB AB AB
Legenda: 2 KR/K2 1,981
Power flow
Idle gears 3 KR/K3 1,017
Fig. 2-4
2.3.3 PRESSURE PICK-UP POINTS 48 47 21

AND CONNECTIONS
The locations indicated (53) correspond to the posi- VIEW X
tions of Fig. 2-6.
The measurements are performed with hot transmis-
65 51 68
sion (about 80 ÷ 95 °C) (176 ÷ 203 °F).
69 49
H J
K
G
57
A F
54
X 60
B E
53
55
34 C D
58 56
16 VIEW Y
Y 15
No. DESIGNATION OF POSITION CONNECTION INDICATION ON 52/63

VALVE BLOCK
HYDRAULIC OIL AND TEMPERATURE MEASURING POINTS:
51 = Front side of converter - opening pressure 11 bar M10x1 H
52 = Rear side of converter - opening pressure 4.3 bar M14x1.5 16
70
53 = Forward clutch 16 + 2 bar KV M10x1 B
D
55 = Reverse clutch 16 + 2 bar KR M10x1 E
56 = Clutch 16 + 2 bar K1 M10x1 D S 15
71
57 = Clutch 16 + 2 bar K2 M10x1 A
58 = Clutch 16 + 2 bar K3 M10x1 C
60 = Clutch 16 + 2 bar K4 M10x1 F 52/63
63 = Rear side of converter M14x1.5
temperature 100 °C (212 °F) for short time 120 °C - 248 °F)
65 = System pressure 16 + 2 bar M10x1 K
Flow measuring points: CODES
15 = Connection to heat exchanger 1 5/16"-12 UN-2B
16 = Connection from heat exchanger 1 5/16"-12 UN-2B • Pressure regulator active Clutch engaged
Travel direction Speed Y1 Y2 Y3 Y4 Y5 Y6
INDUCTION SENDERS, SPEED SENSOR AND SWITCHES:
FORWARD 1 • • K1 KV
21 = Induction sender n Turbine M18x1.5
34 = Speed sensor n Output and tachometer 2 • • KV K2
47 = Induction sender n Central gear train M18x1.5 3 • • K3 KV
4 • • K4 K3
48 = Induction sender n Engine M14x1.5 REVERSE
54 = Filter contanimation switch M14x1.5 1 • • KR K1
2 • • KR K2
CONNECTIONS: 3 • • KR K3
49 = Connection plugs on electric-hydraulic control NEUTRAL
68 = Pressure system (Optional) M16x1.5 J Clutches engaged K4 KR K1 K3 KV K2
69 = Control (Optional) M16x1.5 G Location on block F E D C B A
70 = Steering emergency pump - Pressure line M22x1.5 Number of measuring point 60 55 56 58 53 57
71 = Steering emergency pump - Pressure line M22x1.5 Fig. 2-5
2.3.4 TRANSMISSION HYDRAULIC DIAGRAM (1st speed forward)
The locations indicated (53) correspond to locations of Fig. 2-5.
Legenda:
WT = Heat exchanger
WGV = Torque converter rear pressure valve 4.3 bar K4 KR K1 K3 KV K2
WSV = Torque converter safety valve 11 bar
HDV = Main pressure relief valve 16 + 2 bar
RV-9 = Pressure reduction valve 9 bar
NFS = Mobile element F 60 E 55 D 56 C 58 B 53 A 57
D = Vibration damper P1 P2 P3 P4 P5 P6
B = Orifice B D B D B D B D B D B D
P1 = Proportional valve K4
P2 = Proportional valve KR
P3 = Proportional valve K1 Y1 Y2 Y3 Y4 Y5 Y6
P4 = Proportional valve K3 NFS NFS NFS NFS NFS NFS
P5 = Proportional valve KV
P6 = Proportional valve K2
Y1..Y6 = Pressure regulators
TEMP = Temperature sensor
RV-9
FDV = Filter differential pressure valve (by-pass valve)
TEMP
∆p = 5.5 bar
HDV
K 65
Hydraulic control valve
diagram
Torque converter
51
Fine filter
H FDV Filtering ratio in accordance with ISO 4572:
WSV β30 75 β15 25 β10 5
Legenda: 63 52 Collecting capacity in accordance with
ISO 4572 at least: 17 g
Filtering surface, at least:
= Main pressure 6700 sq. cm
= Main regulated pressure WGV
= Piloting pressure By-pass Transmission pump
15
= Converter inlet pressure valve p=1.5 p = 16 + 2 bar
= Converter outlet pressure bar Qp 0 105 lt/min
16 n = Engine at 2000 rpm
= Lubrication
= Oil return to sump
CODES Oil sump
Main hydraulic
Lubrication diagram
• Pressure regulator active Clutch engaged
Travel direction Speed Y1 Y2 Y3 Y4 Y5 Y6
FORWARD 1 • • K1 KV
2 • • KV K2
3 • • K3 KV
4 • • K4 K3
REVERSE 1 • • KR K1
2 • • KR K2
3 • • KR K3
NEUTRAL
Clutches engaged K4 KR K1 K3 KV K2
Location on block F E D C B A
Number of measuring point 60 55 56 58 53 57 Fig. 2-6
2.3.5 TRANSMISSION CONTROL VALVE

Main pressure relief valve 16 + 2 bar
Pressure reduction valve 9 bar
Housing
A A
Connector/harness
Cover Cover
Cover Control valve body
SECTION A - A
Main pressure relief valve Control valve body Pressure reduction valve 9 bar
16 + 2 bar
Connector/
harness
Oil ducts plate Intermediate plate
Power socket
SECTION B - B
PROPORTIONAL VALVE P5
Vibration
Pressure damper
regulator
Follow-up
plunger
Discharge
line
Operating
pressure
Fig. 2-7 Pressure
reduction
TRANSMISSION CLUTCH ENGAGEMENT PRESSURE VARIATION GRAPHS
Clutch 1 beginning of
disengagement
Clutch 2 End
Pressure
of engagement
= f
G ra d ie n t
(nEng)
Clutch 2 Beginning
of engagement
Clutch disc slipping phase
Fast filling Time
Modulation
Fig. 2-8 Gearshifting
The fast filling time depends upon:

- dimension of clutch
- play of clutch
Clutch filling
The modulating pressure depends
Pressure
Clutch
upon:
filling - pressure regulator
- flow amplification valve
- clutch spring
Fast filling time Modulating time - clutch ring
The piston moves

against the discs
Pressione
Pressure
Veloce
Compen-
sazione
Time
Fig. 2-9 Clutch filling
2 - 10 TRANSMISSION W190 EVOLUTION
W190 EVOLUTION TRANSMISSION 2 - 11
2.4 AUTOMATIC TRANSMISSION CONTROL SYSTEM
Kick-down + down shift

button
Direction reverser
auxiliary switch
Transmission
gearshift lever
Automatic transmission
selector switch
A
"EDC" engine
controller
"est-37" transmission
"Brown Box" controller Auxiliary direction
controller inversion actuation
"LTS" switch switch
Multi function
display
Transmission sensors
C H C H
1 2 3 4
E
COOLANT TEMP
F
10
20 30
T\M OIL TEMP
"LTS" solenoid valve

40 1\10 h
FUEL 50 HOURMETER
HOUR
km\h
Dashboard
Fig. 2-10
2.4.1 "EST-37" ELECTRONIC

CONTROLLER
The transmission control unit consists of a control elec- A continuous regulation of the parameters constantly
tronic unit EST-37 and a hydraulic control unit. ensures a high quality of the gearshifting.
The EST-37 electronic control unit, connected to a
32-bit microprocessor, controls the gearshifting se- Also, the software includes extended functions to en-
quence of the transmission. The optimised modulat- sure the line of command and to support the diagnos-
ing pressure is calculated for each gearshifting as a tic system. The control electronic unit has a CAN in-
function of the load and the speed for the clutch interface for the exchange of data with the vehicle and
volved. engine electronic system.
Technical specifications:
Nominal voltage: 24 Volt
Max. current absorbed: 10 Amp
Operating temperature: -40 °C (- 40 °F)
through + 70 °C (158 °F)
Protection class: IP54
Weight: 0.9 kg
Identification
plate
Protections:
▲
The controller is protected against Connection

- short-circuits
- voltage jumps
- wrong connections
Fig. 2-11
2.4.2 START-UP PROCEDURE OF

TRANSMISSION ELECTRONIC
CONTROLLER
In order to optimise the operational parameters of the The determination of the filling parameters, in fact, pro-
transmission it is necessary to start-up the controller vides the optimisation of the tolerances, the disc play,
every time one of the following conditions occur: the pressure level inside the clutches and the filling speed
- disassembly/assembly of the transmission; of the clutches during the gearshifting.
- replacement of an electronic component or a trans- The start-up of the controller is possible using the fol-
mission component. lowing tooling:
The same procedure should be performed when the
modulation of the gearshifting is insufficient. AEB Starter (tool No. 75301796)
In fact, the clutch packs, after a certain use, have differ- DISPLAY (tool No. 75301847)
ent plays from the original values.
DISPLAY
75301847
AEB-STARTER
75301796
Fig. 2-12 Connection of the transmission start-up tooling.
The display and the AEB must be connected to the sockets indicated, located behind the plastic panel
of the cab, behind the operator's seat.
1. Introduction
The AEB starter is a tool for the start-up of Ergopower
transmissions.
It is especially useful when used together with the ZF-
Display, since it provides all the messages on the
conditions of the AEB.
The AEB "per se" does not provide any information.
2. List of abbreviations
AEB: setting of automatic filling parameter
TCU: transmission control unit
3. Procedure for the start-up of the AEB

Note — The AEB does not start when any trouble
code is present on the display, except trouble "F6".
Step to do Display message Remarks

1 Transmission heating normal operating messages
2 Disengage starting none
3 Connect the AEB-Starter
4 • move gearshift lever into N
• engage parking brake
5 Start the engine "PL" TCU must identify PL for at least 2
sec.s before it is possible to press the
button
6 Bring the engine speed "PL" if starting conditions
to 800 rpm OK
7 Press the AEB-Starter "ST" if starting conditions The button must not be released
button OK before the TCU has started the AEB
or an error code is shown
8 Keep the button until "K1"… TUC started the AEB and moves to
AEB starts (Information about regulate K1, K2,… KR.
the AEB conditions) (the button can be released)
9 Wait until the AEB finishes "OK"
(AEB successful)
10 Disengage the starting and none
disconnect the AEB-Starter
4. Display
Symbol Meaning Remarks

PL AEB-Starter is connected to diagnostic
pick-up
ST The AEB-Starter is pressed
K1,..K4,KV,KR Calibration of clutches K1, …K4,KV,KR
e Kx Wait for starting, start-up of
clutch Kx
= e Kx Fast filling time determination
clutch Kx
= e Kx Determination of compensation
pressure of clutch Kx
OK Calibration of all clutches terminated The transmission stays in neutral, the TCU must be
restarted (starting on/off) after removing the AEB
STOP AEB cancelled (activation stopped) The transmission stays in neutral, the TCU must
be restarted (starting on/off)
STOP e Kx AEP stopped, clutch Kx cannot be The transmission stays in neutral, the TCU must
calibrated be restarted (starting on/off)
Wrench e Kx Kx cannot be calibrated, The transmission stays in neutral, the TCU must
AEB terminated be restarted (starting on/off)
ñE Engine speed too low
➝ increase engine speed
òE Engine speed too high
➝ reduce engine speed
ñT Transmission oil temperature too low
➝ warm-up transmission
òT Transmission oil temperature too high
➝ cool-down transmission
FT Transmission temperature not in the The transmission stays in neutral, the TCU must
range defined during the calibration be restarted (starting on/off)
FB ABNORMAL operating mode or The transmission stays in neutral, the TCU must
transmission temperature sensor be restarted (starting on/off)
defective or recording of values
calibrated by EEPROM failed
FO Output speed is not zero The transmission stays in neutral, the TCU must
FN Gearshift lever not in position Neutral The transmission stays in neutral, the TCU must
FP Parking brake not engaged The transmission stays in neutral, the TCU must
STOP AEB-Starter used in incorrect manner The transmission stays in neutral, the TCU must
or defective be restarted (starting on/off)
2.4.3 TRANSMISSION PILOT VALVE
4
3 N-LOCK
ND
IN N (NEUTRAL) POSITION F.
R. CANNOT BE SELECTED
A BC D A BC D
Y E L -
GREEN
GREEN
VIOLET
BLACK
BLUE
PINK
LOW
RED
A B C D A B C D
▲ ▲
X2 X1
F F = FORWARD
N = NEUTRAL
F R = REVERSE
D = NEUTRAL MECHANICAL LOCKING
N 2
1 N ZF
1 = 1st SPEED
3
R
2 = 2nd SPEED
3 = 3rd SPEED
R 4 = 4th SPEED
ZF
TECHNICAL SPECIFICATIONS
CONNECTION DIAGRAM OF RANGE SELECTOR
NOMINAL VOLTAGE UN =12 Volt
UN =24 Volt (+)
OPERATING VOLTAGE UDIR =9 - 15 Volt X2,A
UDIR =19 - 23 Volt X1,D
X1,C
X1,B
TESTING VOLTAGE UPR =14 ± o.5 Volt A2 X1,A
X2,B A1
28 ± 0.5 Volt X2,C
X2,D
OUTPUT CURRENT AD1 … AD7

(INDUCTIVE LOAD) ILmin = 10 mAmp K1 K2
ILPR = 0.6 Amox

OUTPUT LEVEL (ACTIVE) UA = US - 0.3 Volt (-)
OPERATING TEMPERATURE - 30 °C .. + 70 °C
PROTECTION CLASS DIN 40050 BL.9 K1 = STARING BLOCK RELAY
K2 = BACK-UP LIGHT RELAY
ELECTRIC COMPONET PARTS IP 65 A1 = CONTROLLER EST-2/EST-17
IN THE ELECTRIC IP 20 A2 = GERASHIFT SELECTOR
CONNECTION BOX
Fig. 2-13
VALVE ENERGISING TABLE
OUTPUT SIGNAL
OUTPUT SIGNAL KD
SPEED
GEAR FORWARD
FORW. REVERSE
REV. NEUTRAL
NEUTRAL.
1 2 3 4 1 2 3 4 1 2 3 4
AD1 B1
AD2 B2
AD3 B3
AD4 V
AD5 R
AD6 AS
AD7
PILOT VALVE ELECTRIC DIAGRAM

CONNECTION
DIAGRAM
SW
A AD3 (B3)
1 1 1
S6 S4 S5 X1 X2
2 2 2 GN CONTACT CONTACT
B AD2 (B2) PATTERN PATTERN
BL
C AD1 (B1)
VI
D AD7 (KD) A B C D A B C D
XI
RT
A ED1 (+/VP) CABLE COLOUR CODE
S1 1 WS WHITE
3 2 GR BR BROWN
D AD6 (N) GN GREEN
S2 1
GE YELLOW
3 2 GE GR GREY
B AD4 (AVANTI)
RS PINK
S3 1 BL BLUE
RT RED
3 2 RS SW BLACK
C AD5 (RETROMARCIA)
X2 VI VIOLET
Fig. 2-14
2.5 AUTOMATIC TRANSMISSION ELECTRIC DIAGRAM

F1
K1.38
K1.15
F2
# S35 1 1 1
1
S38
P P XX XX 2
no with 2 2 2
# S35 not
FNRI
with push
button FNR !
S35# S2 S31 S3 H1 K2 XX K5 XX
5
button 45 23 68 66 21 29 52 7
3
pressed VP1 VPE1VPE2 ED3 ED18 ED11 ADM1 ADM2 ADM4 36 1
2 62
EF4 SD4
A9
A
B4 1 4
VMG2 15 2
1
SDDK
VP (+) F
R
B
C
44
31
ED9
3ED13 EUPR
18 4 A5 4
A2.2 N
SignalC-Signal
C
D
E
20
30
ED3
ED12 14
3
1
X3:A
A6
function F SD1
function button
VP (+) button
X3:B 43 3
F ED4 56 1
N X3:D 67
ED6 AIP1 Y1
X3:C 10 2
A2 R
B1 X2:C
64
63
ED5
ED1 A1
AIP2
AIP3
32
33
3
4
Y2
Y3
B2 X2:B 65
ED2 AIP4 Y4
X2:A 9 5
AIP5 Y5
Function B3
function button
button
X2:D 22
ED7 AIP6
VPS1
51
12
6
7
Y6
VPS1(+)
A3
13
VPS1
1 19 39 8
ER1 TEMP
XX
86
B1 2 3
EF1
VMG1 VMGR2
46 9
TEMP
K1 XX
85
B2
1
2
41
EF2
ER2
49 1 2
ϑ
1 42
B3 2
EF3
VCS CANF_H CANF_L CANF_T VM1 VM2 B15
28 25 26 27 1 2
1 2
A7
Recommended screening
K1.31
Twisted pair (38 rev/min)

for L > 2 m
Fig. 2-15
POS. LEGENDA
A1 EST-37 CONTROLLER
A2.1 DM-3 CONTROL LEVER
A2.2 SWITCH - FNR
A3 TRANSM. HYDRAULIC LOCK
A5 DIAGN. INTERFACE (CONNECTOR)
A6 DISPLAY
A7 INTERFACE-CAN (CONNECTOR)
A9 TACHOMETER WITH FREQUECY DIVIDER
(CLIENT SCOPE)
B1 ENGINE SPEED PICK-UP
B2 TRBINE PICK-UP
B3 INNER SPEED PICK-UP
B4 OUTPUT SPEED SENSOR
B15 SENSOR - CONVERTER TEMPERATURE POS. LEGENDA
F1 FUSE 7.5 Amp
F2 FUSE 7.5 Amp S2 CLUTCH CUT-OFF SWITCH
H1 INDICATOR LIGHT S3 AUTO7MANUAL MODE SELECTION SWITCH
K1 STARTING SAFETY REALY S31 PARKING BRAKE RETURN SWITCH
K2 INVERTER CONTROL RELAY S35 GEARSHIFT LEVER SWITCH
K5 SPEED SIGNAL RELAY S38 SPEED SIGNAL SWITCH
2.6 TROUBLESHOOTING GUIDE
The diagnosis of possible operating malfunctions on The error codes are composed of two decimal digits.
the transmission group can be performed using the The first one indicates the type of signal, the second
display indicated here below tool 75301847. Under the signal and the type of error
engine operating conditions and gearshift selector in
neutral position, the troubles are displayed by symbol
"g" and the showing of an alpha-numerical code iden-
tifying the type of failure. Definition of error codes
First digit Meaning of digit
1 hex Input digital signal
2 hex Input analogical signal
h f ed left right
3 hex Speed signal
digit digit
4 hex CAN error signal
7 hex Output current analogical signal
8 hex Output current analogical signal
9 hex Output analogical signal
A hex Output analogical signal
a bc g B hex Transmission error. Clutch error
C hex Logic error
Fig. 2-16 D hex Power supply
E hex High speed signal
F hex General error
The display must be connected through harness Please find here below some symbols relative to dif-
75301847 provided to the socket indicated located ferent operating conditions of the machine and the
behind the plastic panel in the cab, behind the opera- list of trouble codes with their meaning and the possi-
tor's seat. ble repair intervention.
Fig. 2-17
2.6.1 DISPLAY DURING THE OPERATION OF THE MACHINE

1F, 1R Effective speed and direction
2F, 2R the left digit indicates the speed
3F, 3R the right digit indicates the direction
4F
5F
6F
LF, LR recovery speed
F or R no speed clutch disengagement
F or R F or R direction selected while the WARNING — The speed engages if the turbine
flashing turbine speed is too high speed decreases
NN No neutral, wait for neutral after To engage speed, move gearshift lever into neutral
supply or serious trouble at first then into position F or R
** Oil temperature too low, no speed Warm-up engine/transmission
available
*N Oil temperature too low, one speed Warm-up engine/transmission
only available
1 bar (special Manual mode 1st speed
symbol)
2 bars Manual mode 2nd speed
3 bars Manual mode 3rd speed
4 bars Manual mode 4th speed
4 bars and 2 Automatic mode
arrows
Flashing 4 WG: downshifting mode activated Engine and turbine speed differential exceeds a
lbars certain limit and the clutch lock is not activated
Wrench At least one defect activated Select neutral to read trouble code
Defect code See trouble code list
WS Alarm, sump temperature Shifting between speeds/direction while moving, in neutral
only indicated if no defects monitored (wrench)
WR Alarm delay temperature Shifting between speeds/direction while moving, in neutral
only indicated if no defects monitored (wrench)
WT Alarm, torque converter Shifting between speeds/direction while moving, in
temperature neutral only indicated if no defects monitored (wrench)
WE Alarm, high engine speed Shifting between speeds/direction while moving, in
neutral only indicated if no defects monitored (wrench)
PN Direction F or R selected with Transmission in neutral until the parking brake
parking brake engaged is released
WARNING — The machine starts moving after
releasing the parking brake
F or R Selection of forward or reverse Speed selected if engine speed is decreased
flashing direction while the turbine speed is
too high
WARNING — The rotor is
engaged when the turbine
speed decreases
EE No communication with Check connections between TCU and display
flashing display
2.6.2 DISPLAY, DURING THE START-UP PROCEDURE WITH AB INSTRUMENT

PL AEB-Starter is connected to
diagnostic pick-up
ST AEB-Starter button pressed
K1,..K4,KV,KR Calibration clutch K1 …K4, KV,KR
- e Kx Wait for starting, start-up
clutch Kx
= e Kx Fast filling time determination
clutch Kx
= e Kx Determination compensation
pressure of clutch Kx
OK Calibration of all clutches The transmission stays in neutral, TCU must be
determined restarted (starting off/on) after removing AEB
STOP AEB cancelled The transmission stays in neutral, TCU must be
(attivazione arrestata) restarted (starting off/on)
STOP and Kx AEB stopped, clutch Kx cannot be The transmission stays in neutral, TCU must be
calibrated restarted (starting off/on)
Chiave and Kx Kx cannot be calibrated, AEB The transmission stays in neutral, TCU must be
terminated restarted (starting off/on)
∆E Engine speed too low
⇒ increase engine speed
∇E Engine speed too high
⇒ decrease engine speed
∆T Transmission oil temperature
too low
⇒ warm-up transmission
∇T transmission oil temperature
too high
⇒ cool down transmission
FT Transmission temperature not within The transmission stays in neutral, TCU must be
the range defined during the calibration restarted (starting off/on)
FB Operating mode ABNORMAL or La trasmissione rimane in neutro, si deve riavviare il
transmission temperature sensor TCU (avviamento off/on)
defective or recording of values
calibrated by EPROM failed
FO Output speed not at zero The transmission stays in neutral, TCU must be
restarted (starting off/on)
FN Control lever not in neutral The transmission stays in neutral, TCU must be
FP Parking brake not engaged The transmission stays in neutral, TCU must be
STOP AEB-Starter used in incorrect or The transmission stays in neutral, TCU must be
defective manner. Device wrong or restarted (starting off/on)
wrong cable.
2.6.3 TABLE OF TROUBLE CODES
2 - 22
Abbreviations:
o.c. open circuit TCU transmission control unit
s.c. short circuit EEC Electronic control unit
OP-Mode mode of operation PTP power take-off
Trouble MEANING OF TROUBLE CODE Reaction TCU Possible step or intervention Remarks
Code Possible cause identification of trouble
(hex)
12 LOGIC ERROR AT DIRECTION SELECTION TCU moves transmis- • check cables between TCU to The defect is identified if TCU moni-
SIGNAL sion into neutral gearshift lever tors a valid signal for the direction
• wire from gearshift lever to TCU OP mode: • check combination of signals at the gearshift lever
cut-off transmission cut-off of gearshift lever in positions
• wire defective and connected to battery volt- F-N-R
age or ground of vehicle
• gearshift lever defective
14 LOGIC ERROR IN THE PARKING BRAKE STA- TCU moves the trans- • check the cables from elec-
TUS mission into DCO sta- tronic boxes to status
Parking brake status signal monitored by TCU tus switches
TRANSMISSION
and signal forwarded to CAN do not coincide OP-Mode: normal • check signals of the status
• one of the wires from status switch to elec- switches
tronic box defective
• one of the status switches is defective
15 LOGIC ERROR AT SIGNAL 2 GEARSHIFT LE- TCU shifts transmis- • check the cables from TCU to The defect is identified if TCU moni-
VER DIRECTION SELECTION sion into neutral when shift lever 2 tors a valid signal for the direction
TCU detected a wrong signal combination for the selector is activated • check signal combinations of at the gearshift lever
direction OP-Mode: shift lever positions F-N-R
• wire from gearshift lever 2 to TCU cut-off transmission inactive
• wire defective and connected to battery volt- when selector acti-
age or ground of vehicle vated
W190
• gearshift lever defective

EVOLUTION
W190

(hex)
22 S. C. TO GROUND OR O.C. IN CLUTCH CUT- The clutch cut-off func- • check wire between TCU and
EVOLUTION
OFF INPUT tion is inoperative sensor

• voltage measure is too low: OP-Mode: normal • check connectors
• wire defective contacting ground of vehicle • check clutch cut-off sensor
• wire not connected to TCU
• clutch cut-off sensor defective
• connection terminal connected to battery
voltage
23 S. C. VOLTAGE BATTERY AT LOAD SENSOR The delay function is • check wire between TCU and Availability of retarder depends on
INPUT in trouble TCU uses sensor default load
• the voltage measured is too high: lack of load • check connectors
• wire defective and connected to battery voltage OP-Mode: normal • check load sensor
• load sensor defective • check mounting tolerance of
• the terminal is connected to battery voltage load sensor
24 S. C. TO GROUND OR O.C AT CONVERTER No reaction TCU use • check wire between TCU and
TRANSMISSION
OUTPUT TEMPERATURE SENSOR lack of temperature sensor

• the voltage measured is too high: OP-Mode: normal • check connectors
• wire defective and connected to battery voltage • check temperature sensor
• temperature sensor defective
• the terminal is connected to battery voltage or
is broken
25 S. C. TO GROUND OR O.C. AT CONVERTER No reaction TCU use • check wire between TCU and
OUTPUT TEMPERATURE SENSOR lack of temperature sensor
• the voltage measured is too low: OP-Mode: V • check connectors
• wire defective contacting ground of vehicle normal • check temperature sensor
• connection terminal connected to ground
2 - 23
2 - 24

(hex)
26 S. C. TO GROUND TO TRANSMISSION DIS- No reaction TCU use • check wire between TCU and
CHARGE LINE TEMPERATURE INPUT lack of temperature sensor
the voltage measured is too low: OP-Mode: normal • check connectors
• wire defective contacting ground of vehicle • check temperature sensor
27 S. C. TO BATTERY VOLTAGE OR O. C. TO No reaction TCU use • check wire between TCU and
MODULATOR TEMPERATURE SENSOR INPUT lack of temperature sensor
the voltage measured is too high: OP-Mode: normal • check connectors
• connection terminal connected to battery or bro-
ken
28 S. C. TO GROUND ON MODULATOR TEMPERA- No reaction TCU use • check wire between TCU and
TRANSMISSION
TURE SENSOR lack of temperature sensor

27 S.C. ON BATTERY VOLTAGE OR O. C. AT CON- No reaction TCU use • check wire between TCU and
VERTER OUTPUT TEMPERATURE SENSOR lack of temperature sensor
INPUT OP-Mode: normal • check connectors
the voltage measured is too high: • check temperature sensor
• wire defective and connected to battery voltage
W190

• connection terminal connected to battery or bro-
ken
EVOLUTION
W190

(hex)
28 S. C. TO GROUND AT CONVERTER OUTPUT No reaction TCU use • check wire between TCU and
EVOLUTION
TEMPERATURE SENSOR INPUT lack of temperature sensor

31 S.C. BATTERY VOLTAGE OR O. C. ENGINE No reaction TCU use • check wire between TCU and
SPPED INPUT lack of temperature sensor
TUC monitors a voltage exceeding 7.00 Volt at OP-Mode: normal • check connectors
speed input terminal • check temperature sensor
• speed sensor defective
32 S. C. TO GROUND AT ENGINE SPEED INPUT No reaction TCU use • check wire between TCU and
TRANSMISSION
TCU measures a voltage lower than 0.45 volt at lack of temperature sensor
speed input terminal OP-Mode: normal • check connectors
• wire/connection defective and grounding on ve- • check temperature sensor
hicle
33 LOGIC ERROR AT ENGINE SPEED INPUT No reaction TCU use • check wire between TCU and This trouble is reset after powering
TCU monitors an engine speed higher than lack of temperature sensor TCU
threshold and immediately after it monitors zero OP-Mode: normal • check connectors
speed • check temperature sensor
• wire/connection defective and grounding on ve-
hicle
• sensor gap wrong
2 - 25
2 - 26

(hex)
34 S. C. TO BATTERY VOLTAGE OR O. C. AT TUR- OP-Mode: replaces • check wire between TCU and
BINE SPEED INPUT clutch controlIf trouble sensor
TCU monitors a voltage exceeding 7.00 Volt at occurs at output • check connectors
speed input terminal speed, TCU moves to • check speed sensor
• wire defective and connected to battery voltage Neutral
• wire not connected to TCU OP-Mode: recovery
• terminal connected to battery voltage or broken
35 S. C. TO GROUND AT TURBINE SPEED IN- OP-Mode: replaces • check wire between TCU and
PUT clutch controlIf trouble sensor
TCU measures a voltage lower than 0.45 Volt at occurs at output • check connectors
speed input terminal speed, TCU moves to • check temperature sensor
• wire/connection defective and grounding on ve- Neutral
hicle OP-Mode: recovery
TRANSMISSION
36 OP-Mode: replaces • check wire between TCU and This trouble is reset after powering
LOGIC ERROR AT TURBINE SPEED INPUT clutch controlIf trouble sensor TCU
TCU monitors an engine speed higher than occurs at output • check connectors
threshold and immediately after it monitors zero speed, TCU moves to • check temperature sensor
speed Neutral • check sensor gap
• wire/connection defective and grounding on ve- OP-Mode: recovery
hicle
W190
EVOLUTION
W190

(hex)
37 S. C. TO BATTERY VOLTAGE OR O. C. AT OP-Mode: replaces • check wire between TCU and

EVOLUTION
INNER SPEED INPUT clutch control sensor

TCU monitors a voltage exceeding 7.00 Volt at • check connectors
speed input terminal • check engine speed sensor
• terminal connected to battery voltage or broken
38 S. C. TO GROUND AT INNER SPEED INPUT OP-Mode: replaces • check wire between TCU and
TCU measures a voltage lower than 0.45 Volt at clutch control sensor
speed input terminal • check connectors
• wire/connection defective and grounding on ve- • check engine speed sensor
hicle
39 LOGIC ERROR AT INNER SPEED INPUT OP-Mode: replaces • check wire between TCU and This trouble is reset after powering
TRANSMISSION
TCU monitors an engine speed higher than clutch control sensor TCU
threshold and immediately after it monitors zero • check connectors
speed • check engine speed sensor
• wire/connection defective and grounding on ve- • check sensor gap
hicle
2 - 27
Trouble MEANING OF TROUBLE CODE Reaction TUC Possible step or intervention Remarks
2 - 28

(hex)
3A S. C. TO BATTERY VOLTAGE OR O. C. AT Special mode for • check wire between TCU and
OUTPUT SPEED INPUT speed selection sensor
TCU monitors a voltage exceeding 12.5 Volt at OP-Mode: replaces • check connectors
speed input terminal clutch controlI trouble • check speed sensor
• wire defective and connected to battery voltage occurs at turbine
• wire not connected to TCU level, TCU moves to
• speed sensor defective neutral
• terminal connected to battery voltage or fails to OP-Mode: recovery
make contact
S. C. TO GROUND AT OUTPUT SPEED Special mode for • check wire between TCU and
3B TCU measures a voltage lower than 1 Volt at speed selection sensor
speed input terminal OP-Mode: replaces • check connectors
• wire/connection defective and grounding on ve- clutch controlI trouble • check speed sensor
hicle occurs at turbine
• speed sensor defective level, TCU moves to
neutral
OP-Mode: recovery
TRANSMISSION
3C LOGIC ERROR AT OUTPUT SPEED INPUT Special mode for • check wire between TCU and This trouble is reset after powering
TCU monitors an engine speed higher than speed selection sensor TCU
threshold and immediately after it monitors zero OP-Mode: replaces • check connectors
speed clutch controlI trouble • check speed sensor
• wire/connection defective and grounding on ve- occurs at turbine • check sensor gap
hicle level, TCU moves to
• speed sensor defective neutral
• sensor gap wrong OP-Mode: recovery
W190
EVOLUTION
W190

(hex)
3E ZERO OTPUT SPEED DOES NOT MATCH ANY Special mode for • check signal of output speed This trouble is reset after powering
EVOLUTION
OTHER SPEED SIGNAL speed selection sensor TCU

TUC monitors zero output speed and turbine OP-Mode: replaces • check output speed sensor gap
speed or inner speed different from zero clutch controlI trouble • check wire between TCU and
• speed sensor defective occurs at turbine sensor
• sensor gap wrong level, TCU moves to
neutral
OP-Mode: recovery
59 MODE SIGNAL TEST No reaction • check cluster controller

CAN signal for test status mode is wrong • check CAN-bus wire
• cluster controller defective • check wire to cluster control-
• interference on Can-Bus ler
61 Signal request AEB No reaction • check I/O, Omron master

Signal CAN for AEB mode is wrong controller
• I/O controller defective • check CAN-bus wire
• interference on Can-Bus • check wire between I/O, Omron
TRANSMISSION
master controller
71 S. C. ON BATTERY VOLTAGE AT K1 CLUTCH TCU moves to neutral • check wire from TCU to con-
The value of the resistance monitored by the valve OP-Mode: recovery if troller
is off-limits, the voltage at valve K1 is too high. trouble is monitored • check connections between
• wire/connection defective and connected to bat- on other clutch TCU TCU and transmission
tery voltage moves to neutral • check resistance of regulator
• wire/connection defective and connected to an- OP-Mode: stop TCU • check inner harness of trans-
other regulator output of TCU mission
• regulator defective
2 - 29
2 - 30

(hex)
72 S. C. TO GROUND AT CLUTCH K1 TCU moves to neutral • check wire from TCU to con-
is off-limits, the voltage at valve K1 is too low. trouble is monitored • check connections between
• regulator defective OP-Mode: stop TCU • check inner harness of trans-
mission
73 O. C. ON CLUTCH K1 TCU moves to neutral • check wire from TCU to con-

The resistance value is off-limits. OP-Mode: recovery if troller
• wire/connection defective and connected to bat- trouble is monitored • check connections between
tery voltage on other clutchTCU TCU and transmission
• regulator defective moves to neutral • check resistance of regulator
OP-Mode: stop TCU • check inner harness of trans-
mission
TRANSMISSION
74 S. C. ON BATTERY VOLTAGE AT CLUTCH K2 TCU moves to neutral • check wire from TCU to con-
The value of the resistance monitored by the valve is OP-Mode: recovery if troller
off-limits; the voltage at valve K2 is too high. trouble is monitored • check connections between
75 S. C. TO GROUND AT K2 CLUTCH TCU moves to neutral • check wire from TCU to con-
is off-limits; the voltage at valve K2 is too low. trouble is monitored • check connections between
W190

mission
EVOLUTION
W190

(hex)

EVOLUTION
The value of the resistance is off-limits. OP-Mode: recovery if troller

mission
77 S. C. TO BATTERY VOLTAGE AT K3 CLUTCH TCU moves to neutral • check wire from TCU to con-
is off-limits; the voltage at valve K3 is too high. trouble is monitored • check connections between
• wire/connection defective and connected to bat- on other clutchTCU TCU and transmission
TRANSMISSION
mission
2 - 31
2 - 32

(hex)

mission
7A S. C. ON BATTERY VOLTAGE ON CONVERTER — — Not used

CLUTCH
7B S. C. TO GROUND ON CONVERTER CLUTCH — — Not used
7C O. C. AT CONVERTER CLUTCH — — Not used
81 S. C. TO BATTERY VOLTAGE AT K3 CLUTCH TCU moves to neutral • check wire from TCU to con-
TRANSMISSION
is off-limits; the voltage at valve K3 is too high. trouble is monitored • check connections between
W190
EVOLUTION
W190

(hex)
EVOLUTION
mission

mission
TRANSMISSION
84 S. C. TO BATTERY VOLTAGE AT KV CLUTCH TCU moves to neutral • check wire from TCU to con-
is off-limits; the voltage at valve KV is too high. trouble is monitored • check connections between
2 - 33
2 - 34

(hex)
85 S. C. TO GROUND AT KV CLUTCH TCU moves to neutral • check wire from TCU to con-
is off-limits, the voltage at valve KV is too low. trouble is monitored • check connections between
mission
86 O. C. ON CLUTCH KV TCU moves to neutral • check wire from TCU to con-

mission
TRANSMISSION
87 S. C. TO BATTERY VOLTAGE AT KR CLUTCH TCU moves to neutral • check wire from TCU to con-
is off-limits; the voltage at valve KR is too high. trouble is monitored • check connections between
W190
EVOLUTION
W190

(hex)
88 S. C. TO GROUND AT KR CLUTCH TCU moves to neutral • check wire from TCU to con-
EVOLUTION
is off-limits, the voltage at valve KR is too low. trouble is monitored • check connections between
mission
89 O. C. ON CLUTCH KR TCU moves to neutral • check wire from TCU to con-

tery voltage on other clutch TUC TCU and transmission
mission
TRANSMISSION
BB CONVERTER LOCKING CLUTCH SLIPPING • check pressure at converter

TCU monitors a different speed on the converter lockup clutch
locking clutch. If the value monitored is off-lim- • check main pressure in the
its, TCU interprets it as a clutch slipping. system
• low pressure at converter locking clutch • check sensor gap at engine
• low main pressure speed sensor
• wrong signal at engine speed sensor • check sensor gap at turbine
• wrong signal at turbine speed sensor speed sensor
• wrong sensor gap • check signal at engine speed
• clutch defective sensor
• check signal at turbine speed
sensor
• replace clutch
C3 CONVERTER OUTPUT OVERHEATING No reaction • cool down machine

TCU measures a temperature at the converter OP: normal • check oil level
output higher than allowable value. • check temperature sensor
2 - 35
2 - 36

(hex)
D1 S. C. VOLTAGE BATTERY TO SENSOR • check wires and connectors to

POWERING sensors powered by AU1
TCU monitors more than 6 Volts at terminal AU1 • check power to terminal AU1
(5 Volt sensor power) (it must be about 5 Volt)
D2 S.C. TO GROUND AT SENSOR POWERING • check wires and connectors to

TCU monitors less than 4 Volt at terminal AU1 sensors powered by AU1
(5 Volt sensor power) • check power to terminal AU1
(it must be about 5 Volt)
D3 LOW BATTERY VOLTAGE It moves to neutral • check powering battery

the voltage monitored at powering is lower than OP-Mode: Stops TCU • check wires between batteries
10 Volt (12 Volt device)lower than 18 Volt and TCU
(24 Volt device) • check connections between
batteries and TCU
TRANSMISSION
D4 HIGH BATTERY VOLTAGE It moves to neutral • check powering battery

the voltage monitored at powering is higher than OP-Mode: Stops TCU • check wires between batteries
18 Volt (12 Volt device)higher than 32.5 Volt (24 and TCU
Volt device) • check connections between
batteries and TCU
D5 ERROR IN POWER VPS1 It moves to neutral • check fuses

TCU switched on VPS1 monitoring VPS1 OFF or OP-Mode: Stops TCU • check wires between batteries
TCU switched on VPS1 monitoring VPS1 still ON and TCU
• wire/connection defective and connected to bat- • check connections between
tery voltage batteries and TCU
W190
• wire/connection defective and connected to ve- • replace TCU

hicle ground
• lack of permanent power at KL30
• TCU defective
EVOLUTION
W190

(hex)
D6 ERROR IN POWER VPS2 It moves to neutral • check fuse

EVOLUTION
TCU switched on VPS2 monitoring VPS2 OFF or OP-Mode: Stops TCU • check wires from transmission
TCU switched on VPS2 monitoring VPS2 still ON to TCU
• wire/connection defective and connected to bat- • check connectors from gear-
tery voltage box to TCU
• wire/connection defective and connected to ve- • replace TCU
hicle ground
• lack of permanent power at KL30
• TUC defective
E3 S. C. BATTERY VOLTAGE AT DISPALY OUTPUT No reaction • check wire between TCU and
TCU forwards data to the display and monitors OP-Mode: normal display
always a high voltage on connectors • check connections at display
• wire/connection defective and connected to ve- • replace display
hicle ground
• display defective
E4 S. C. TO GROUND AT DISPALY OUTPUT No reaction • check wire between TCU and

TRANSMISSION
TCU forwards data to the display and monitors OP-Mode: normal display
always a high voltage on connectors • check connections at display
• wire/connection defective and connected to ve- • replace display
hicle ground
• display defective
E5 COMUNICATIONS TROUBLE ON NET DEVICE It moves to neutral • check Omron Master

OP-Mode: Stops TCU • check cable of Device Net-Bus
• check cable of Omron Master
2 - 37
2 - 38

(hex)
E5 DISPID1-OUT-OF-TIME TCU selects param- • Check display controller

Out of time of message DISPID1 from display eter defined by ID0 • Check CAN-Bus cable
controller OP-Mode: recovery • Check cable of display control-
• interference on CAN-Bus ler
• CAN cable/connector broken
• CAN cable/connector defective or connected to
vehicle ground or battery voltage
E5 CL1 OUT OF TIME TCU keeps the old in- • Check display controller
CAN CL1 message from cluster controller out of formation for: • Check CAN-Bus cable
time test status modeplock • Check cable of display control-
• interference on CAN-Bus statusgearshifting ler
• CAN cable/connector broken quality selection
• CAN cable/connector defective or connected to OP-Mode: normal
vehicle ground or battery voltage
E6 ILLEGAL ID REQUEST TRHOUGH CAN Transmission stays in

TRANSMISSION
neutral
F1 GENERAL DEFECT EEPROM OP-Mode: TCU stop • Replace TCU Often indicated by trouble code F2
TCU unable to read a volatile memory No reaction
• TCU defective OP-Mode: normal
F2 LOSS OF CONFIGURATION Transmission stays in • Reprogram the correct configu-

TCU lost the correct configuration and is unable neutral ration for vehicle (ex. With clus-
to control the transmission OP-Mode: TCU stop ter controller etc.)
• interference during saving of data or on a vola-
tile memory
• new TCU or from another machine
W190
EVOLUTION
W190

(hex)
F2 LOSS OF CONFIGURATION fwd Speed range regulated • re-configure with TCU configu-
EVOLUTION
TUC lost the FWD configuration from 1st through 4th ration command (IDPC)
• interference during saving of data or on a vola-
tile memory
F4 REQUEST FOR RECOVERY It moves to neutral • the outer controller cancelled

No fault! Indicates that another computer re- the request
quested the recovery via CAN
F5 CLUTCH FAILURE The transmission • check clutch TCU indicates the clutch involved
AEB was unable to regulate the correct clutch stays in neutral on the display
load parameters OP-Mode: stop TCU
• one of the AEB values off limits
F6 LOSS OF CLUTCH REGULATION DATA No reaction • perform AEB

TCU was unable to monitor the correct clutch default values = 0 for
regulation parameters AEB
TRANSMISSION
• interference during saving of data or on a vola- offset used

tile memory OP-Mode: normal
2 - 39
2.6.4 TROUBLESHOOTING USING THE "TESTMAN" DEVICE
A complete instrument for the troubleshooting and repair of ZF transmissions is represented by the
2TESTMAN"standard set:
Windows 95/98 ≥ 90 Mhz

Pentium ≥ Windows 95/98 16
MB/NT ≥ 32 MB
SYTEM RAM ≥ 20 MB
REQUISITES Free Hard disk capacity 3 1/2"
Floppy disk drive COM 1 or COM2
Serial interface
Basic - Software
▲
❙
▼
Diagnostic set
75301814
STANDARD
▲
❙
❙ ZF Diagnostic adapter DPA - 03
❙
❙
▼
Ad
Adapter 602
cable EST - 37
+
EST - 37
Diagnosis
Software
75301846
Fig. 2-17
2.6.4.1 CONNECTIONS AND SETTINGS OF THE DPA - 03
"
T-37
-tuhepE"SA
-n ckto
ctio pbile
onC onne loestitcoca
cti agbn
ia
nne icDc C
Co nost le P
g o rtab OM2
Dia p top r CM 2
Onn Lap1 o O
OOM 1 or C
CCOM
The DPA-03 adapter must be connected by the cable

provided to the pick-up indicated located behind the
plastic panel in the cab, behind the operator's seat.
A
A
Fig. 2-19
For
Fortroubleshooting
Diagnostic -
always
always in position
positio = OFF
= “ OFF”
Diagnose- und Programmier-Adapter

DPA 03
L-Ltg.
SAE J 1708
Data
V-24
AUS UPRG EIN

ISO 9141
No U Batt
L-Ltg. unbenutz
connections
KL30 KL15 KL15
DATA ECU Fzg.
DATA
0501 211 102
flashes at operation
Flashing during .
the operation
Diagnosis - ERGOPOWER
Troubleshooting -
Fig. 2-20 Lighted during always on
ERGOPOWERposiitionalways
“KL 30”in
the operation position "KL 30"
2.6.4.2 CONFIGURATION OF TESTMAN SOFTWARE MENU
MAIN MENU
Repair assistance
Maintenance
➞ To sub-programs
Tightening limit
➞ To sub-programs
Setting values
➞ To sub-programs
Special tools/Testers
➞ To sub-programs
Repair
➞ To sub-programs
Harnesses and connections diagrams
➞ To sub-programs
Pressure
➞ To sub-programs
Electric measurements values
➞ To sub-programs
Troubleshooting
Reading of accumulation of defects
Cancellation of accumulation of defects
Reading of identification block
Inputs and Outputs - test

Test of system inoperative
Test of system in operation
Test device
Analogical display, speed, current etc.
Vehicle configuration
Starting AEB - Recording of values
Display AEB - Values K1, K2, K3
Display AEB - Values K4, KV, KR
ZF service telephone list
2.7 TRANSMISSION OVERHAUL
2.7.1 DISASSEMBLY OF CONTROL VALVE
The figure on the left illustrates the transmission con-

trol valve assembly.
Fig. 2-21
Mark the disassembly location of the various covers,

housings and cable connector with respect to the con-
trol valve body.
Fig. 2-22
Remove the recessed head screws using tool

75301792.
Remove the oil ducts plate from the control valve body,
the first gasket, the intermediate plate and the sec-
ond gasket.
Fig. 2-23
Remove the retaining ring.
Fig. 2-24
75301792.
Remove the cover from the housing and from the ca-
ble/connector.
Fig. 2-25
Remove the cover on the opposite side.
Remove the pressure regulators and remove the ca-

ble and connector.
Fig. 2-26

75301792; remove the securing plates and pressure
regulators (x3).
Fig. 2-27
Remove the two recessed head screws and secure

temporarily the housing with setting screws 75301793.
(The housing is subject to the action of the springs)
Remove the remaining screws.
(S) setting screws
Fig. 2-28
Separate the housing from the control valve body, loos-
ening uniformly the setting screws.
(S) setting screws
Fig. 2-29
Remove the components (fig. 2-30).
Remove in the same manner from the opposite side,

the pressure regulators, the housing and the relevant
components (Fig. 2-31).
Fig. 2-30
Fig. 2-31
2.7.2 RE-ASSEMBLY
Note — Inspect all the components and replace them

as required. Prior to their re-installation, check that all
the moving parts are free to slide in the housing. The
spools are individually interchangeable. Prior to the
installation, lubricate all the components.
Insert fully the diaphragms with the concave side fac-
ing upward.
Note — Mounting positions indicated by arrows!
Fig. 2-32
The figure on the left illustrates the following compo-
nents:
1 = Vibration damper (3x Spool and spring)

2 = Follow-up slider (3x Spool and spring)
3 = Pressure relief valve (1x Spool and spring)
1 3
2 1 2
Fig. 2-33
Install the components as indicated in Fig. 2-33.
Note — Press the spring of the follow-up sliders and

install temporarily the spools using the 5.0 mm diam-
eter cylindrical pins as illustrated by the arrows in
Fig. 2-34.
Fig. 2-34
Install the two setting screws 75301793.

Install the gasket (arrow 1) and the housing cover
(Fig. 2-35). Install the cover tightening uniformly the
1 setting screws until it contacts the housing, then re-
2
move the cylindrical pins (mounting help) - See Fig.
2-36.
Note — Pay attention with the different housing cov-

ers.
Install the cover with the 15 mm diameter cavity (ar-
row 2) oriented toward the pressure relief valve spring.
Fig. 2-35
Fig. 2-36
Secure the hosing cover tightening the recessed hex
screws with tool 75301792.
Tightening torque ......................................... 5.5 Nm
Fig. 2-37
Install the pressure regulators and secure them using

the securing plates and the recessed hex head screws.
Note — Install the securing plates with the fork facing

downward.
Pay attention to the radial mounting position of the
pressure regulators, see Figure.
Fig. 2-38
Preliminary installation on the opposite side
The figure on the right illustrates the following compo-

nents:
1 = Main pressure relief valve (1x Spool and spring)

2 = Follow-up slider (3x Spool and spring)
3 = Vibration damper (3x Spool and spring)
1 3
2 3 2
Fig. 2-39
Install the components as illustrated in Figure 2-39.
Press the springs of the follow-up sliders and install

temporarily the spools using the 0.5 mm cylindrical
pins (mounting help) as illustrated by the arrows.
Install the two setting screws.
Install the gasket (Arrow 1) and the housing cover and

2 1 move them uniformly to contact the housing using the
setting screws.
Note — Pay attention with the different housing cov-

ers.
Install the cover with the 19 mm diameter cavity (Ar-
row 2) oriented toward the pressure main relief valve!
Secure the housing cover tightening the recessed hex

head screws.
Fig. 2-40 Tightening torque ......................................... 5.5 Nm
Remove the cylindrical pins (mounting help).
Install the pressure regulators and secure them using

the securing plates and tighten the recessed hex head
screws using tool 75301792.
Note — Install the securing plates with the fork facing

downward.
Pay attention to the radial mounting position of the
pressure regulators. see Figure.
Fig. 2-41
Install the connector and the harness and connect

the pressure regulators (x 6).
Note — pay attention to the mounting position of the

connector and harness, considering the marks as well
(Fig. 2-25).
Fig. 2-42
Insert the female connector into the housing with the
slide in correspondence with the guide in the cover.
Install the gasket (Arrow) and secure the cover with

the recessed hex head with tool 75301792.
Fig. 2-43
Secure the female connector using the retaining ring,

see Figure 2-44.
Install the opposite cover.
Fig. 2-44
Install the oil ducts plate and secure it uniformly using

the recessed hex head screws.
Fig. 2-45
Install the threaded plugs (8x) with new O-rings.
Tightening torque ............................................. 6 Nm
Note — The installation of the transmission control

valve is described at page 2-102.
Fig. 2-46
Tighten the two setting screws and install gasket (1).
Note — Pay attention to the different gaskets, see

figures 2-47 and 2-50.
1
Fig. 2-47
Intermediate plate - Version with mesh filter:
Insert the mesh filters (x6) into the relevant holes in

the intermediate plate, see arrows.
Note — Pay attention to the mounting position - The

meshes must be oriented upward (directed toward the
oil ducts plate).
Fig. 2-48
Install the intermediate plate with the mesh filters ori-

ented upward.
Fig. 2-49
Install gasket (2).
2
Fig. 2-50
2.8 DISASSEMBLY OF
THE TRANSMISSION
2.8.1 REMOVAL OF THE TRANSMISSION CON-

TROL VALVE AND THE OIL DUCTS PLATE
FROM THE TRANSMISSION HOUSING
Remove the two recessed head hex screws and in-

stall to setting screws 75301794 instead.
Remove the remaining screws and separate the con-

trol valve from the oil ducts plate.
Fig. 2-51
Remove both gaskets and the intermediate plate.
Remove the recessed head hex screws with tools

75301795 and hex nuts (fig. 2-52) and remove the oil
ducts plate from the transmission housing.
Remove the gasket.
Fig. 2-52
Extract the converter safety valve from the hole in
the housing.
Fig. 2-53
2.8.2 DISASSEMBLY
Remove the cover indicated from the side of the en-

gine and remove the two M10 Allen screws securing
the converter to the engine through the flex disc.
Use an appropriate tooling to turn the crankshaft so
that the said screws are visible through the hole indi-
cated.
Fig. 2-54
Hold the transmission-torque converter housing slinging

it in four points (two frontally and two in the rear).
Remove the screws indicated and separate the trans-
mission from the engine.
Note — Be careful to prevent the converter from falling

out its seat.
Fig. 2-55
Remove the four screws indicated and remove the

flex disc.
Install four hooks in lieu of the screws and extract the
converter using a lifting device.
Extract the torque converter wheel drive shaft from

the cover (ball bearing).
Fig. 2-56
Remove the induction sender (Engine).
Fig. 2-57
Remove the recessed head hex screws and separate

the converter bell.
Fig. 2-58
Hydraulic pump
Remove the recessed head hex screws.
Fig. 2-59
Place a puller separator on the stator shaft and use a
two-leg puller to pull carefully the pump assembly from
the housing holes.
Fig. 2-60
Remove the hydraulic pump from the stator shaft.
Remove the timing plate from the pump.
Note — In the event signs of wear are found on the pump

housing or the timing plate, the entire pump must be over-
hauled!
Reinstall the timing plate and secure it with the pins in the
slide (2x).
Fig. 2-61
Remove the recessed head hex screws with tool

75301795 and the two hex screws and remove the oil
supply housing.
Remove the seal.
Fig. 2-62
Torque converter pressure relief valve
Press the spring and remove the safety plant.
Then, remove the relevant components.
Fig. 2-63
Remove the recessed head hex screws.
Remove the cover and gasket.
Fig. 2-64
Disassembly of output and input shafts and clutches
Remove the safety plate, remove the recessed head

hex screws and extract the shaft, pushing with a pry
bar, the converter output flange.
Then, pushing again, extract the sealing ring from the

transmission housing hole.
Turn the transmission 180° and remove the rear out-

put flange in the same manner.
Fig. 2-65
Remove the speed sensor and the induction sensors

(Arrows).
Fig. 2-66
Remove the hex nuts and remove both covers (Ar-
rows).
Remove the screws securing the cover to the trans-
mission housing.
Fig. 2-67
Extract the two cylindrical pins (arrow).
Fig. 2-68
Note — The figures to follow illustrate the normal re-

moval procedure for all the clutches!
The removal of the single clutches without using the

special tool (Clutch locking tool 75301800) makes the
disassembly extremely difficult!
Hold all the clutches in their position with locking tools

(75301800) installed on the transmission housing
cover.
Install the lifting hooks and sling them to a lifting de-

vice.
Fig. 2-69
Use a lifting device to remove the transmission hous-
ing cover with the clutches from the housing.
Fig. 2-70
Install the transmission housing cover on a rotary stand.
Fig. 2-71
Remove the recessed head hex screws and extract

the output shaft with the two oil buffer plates.
Fig. 2-72
Extract the taper roller bearing.
Remove the opposite taper roller bearing in the same

manner.
Bush 75301810
Fig. 2-73
Turn the transmission housing cover 180°.
AN
KR KV The figure on the right illustrates the arrangement of
the single clutches and the output shaft in the trans-
K4 K2 mission housing cover.
K1 K3 AN = Input
KV = Forward clutch
KR = Reverse clutch
K2 = 2nd speed clutch
Fig. 2-74
Remove clutch locking tools (75301800).
Fig. 2-75
Slightly lift clutch K4 with a pry bar and remove

clutch K1.
Fig. 2-76
Remove clutch K2.
Fig. 2-77
Remove clutch K3.
Fig. 2-78
Lift clutches KV and KR with two pry bars and re-
move clutch K4.
Fig. 2-79
Lift and remove clutches KV and KR from the trans-

mission housing cover as well as the input shaft.
Extract the bearing outer races from their holes on

the transmission housing.
Note — in the event the taper roller bearings of the clutches

and the input and output shafts are not replaced, at least
maintain the original mating positions (outer races with in-
ner races) for each bearing!
Mark the outer and inner races respectively for each

bearing.
Fig. 2-80
Turn the transmission housing cover 90°.
Extract the retaining ring and remove the pump shaft

from the transmission housing cover.
Fig. 2-81
Remove the rectangular ring (arrow) and extract the

ball bearing from the shaft.
Fig. 2-82
Disassembly of KV and KR clutches
Note — The figures to follow illustrate the disassembly of

clutch KV. The disassembly of clutch KR is similar.
Remove the ring (arrow).
Fig. 2-83
Remove the taper roller bearing from the shaft.
Then remove the opposite taper roller bearing.
Bush 75301807
Bush 75301809
Fig. 2-84
Remove the retaining ring.
Fig. 2-85
Extract the disc drum from the shaft.
Fig. 2-86
Remove the retaining ring and the clutch discs.
Fig. 2-87
Press the spring with tool 75301808; remove the circlip
and the components.
Fig. 2-88
Use compressed air to pullout the piston from the
cylinder.
Fig. 2-89
Remove both O-Rings (arrows).
Fig. 2-90
Lift slightly the idle gear using two pry bars (fig. 2-91).
Fig. 2-91
Use a puller to separate the idle gear from the clutch

shaft (Fig. 2-92).
Fig. 2-92
Remove the circlip and extract the ball bearing.
Note — Clutch KR is disassembled in the same manner.
Fig. 2-93
Disassembly of clutches K1, K2 and K3
Note — The figures here below illustrate the disas-

sembly of clutch K3.
The disassembly of clutches K1 and K2 is similar.
Remove the rectangular ring.

Then remove the opposite taper roller bearing.
Bush 75301809
Bush 75301810
Fig. 2-94
Remove the sliding disc, the axial needle cage and
the axial thrust washer.
Fig. 2-95
Remove the idle gear.
Fig. 2-96
Remove both needle bearings and the axial bearing.
Fig. 2-97
Remove the retaining ring and extract the clutch pack.
Fig. 2-98
Press the cup spring using tool 75301808 and remove
the circlip.
Remove the components that are free.
Fig. 2-99
Insert retaining ring 75301811 in the slot of the clutch
drum.
Place the puller with the legs holding the retaining

ring and pullout the clutch drum from the relevant
shaft.
Fig. 2-100
Disassembly of clutch K4
Remove the ring (arrow).
Fig. 2-101
Then remove the opposite taper roller bearing in the

same manner.
Bush 75301807
Bush 75301809
Fig. 2-102
Remove the retaining ring and separate the disc drum
from the shaft.
Fig. 2-103
Remove the retaining ring and extract the clutch pack.
Fig. 2-104
Press the cup spring and remove the circlip.
Remove the components that are free.

Remove the piston.
Fig. 2-105
Use compressed air to push the piston out the cylin-

der.
Fig. 2-106
Remove the idle gear and remove the components
that are free.
Note — It is not possible to separate the shaft from

the gear (hot pressed).
Fig. 2-107
Disassembly of the drive shaft
Remove the rectangular ring.
Extract the taper roller bearing.

In the same manner, remove the opposite taper roller
bearing.
Bush 75301801
Fig. 2-108
If required, use a press to pullout the turbine shaft

from the drive shaft.
Note — The turbine shaft is secured axially by a retain-

ing ring that is broken during the extraction operation.
Fig. 2-109
2.8.3 ASSEMBLY
Reinstallation of oil pipes

2
WARNING
To ensure a correct reinstallation of the oil pipes
the use of the special tools indicated in this
manual is mandatory.
Install suction pipe (1), pressure pipes (2) and lube

1
pressure pipe (3) in the hole of the transmission hous-
ing.
Secure the suction and pressure pipes using recessed

head hex screws.
Maximum torque (M8/8.8) ............................. 23 Nm
Fig. 2-110
Turn the housing 180°.
Head the suction and pressure pipes (Arrows) in the

relevant holes of the housing, using special tools
75301805 - 75301806 - 75301807.
WARNING
The tips of the pipes must be perfectly flushed
with the face of the housing.
If required, correct the protrusion of the pipe to
make it flush.
Fig. 2-111
Install the O-Rings (2 x/pipe) in the slots of the two oil

pipes, lubricating them with clean oil.
Fig. 2-112
Install the two pipes (Arrows) until they bottom into

the housing.
Install e new O-Ring on the treaded plug and install it.
Tightening torque ........................................ 140 Nm
Fig. 2-113
Install the two oil pipes (Arrows) into the transmission
housing cover; turn the cover 180 ° and head the oil
pipes into the relevant holes.
WARNING
The tips of the pipes must be perfectly flushed
with the face of the housing.
If required, correct the protrusion of the pipe to
make it flush.
Fig. 2-114
Install the studs (M8 x 25).
Tightening torque (studs) .............................. 9.0 Nm
Note — Apply Loctite (type No. 262) on the thread.
Install new O-Rings on the plugs (Arrows) and install

them into the relevant holes.
Tightening torque .......................................... 40 Nm

Fig. 2-115
Press the sealing covers with the concave face up-
ward.
Note — Apply Loctite (type No. 262) on the thread.
Fig. 2-116
Assembly of clutches KV and KR
Note — The figures here below illustrate the reassembly

of clutch KV.
The disassembly of clutch K3 is similar.
Fig. 2-117
Preliminary reassembly of the clutch drum
Check the operation of the oil discharge centrifugal

valve.
Note — The ball must be free. Clean it with compressed

air, as required.
Install the two O-Rings (arrows) without twisting them,

into the relevant slots of the piston, lubricating them
with clean oil.
Insert the piston until it bottoms in the clutch drum.

Fig. 2-118
Note — Pay attention to the mounting position, see
the Figure.
Install the inner ring, the spring and the guide ring.
Fig. 2-119
Press the spring with tool 75301808 and secure it with
a retaining ring.
Fig. 2-120
Clutch pack KV - KR
Note — The arrangement of the clutch discs KV and

KR is the same.
The drawing shown here below illustrates the arrange-

ment of the components.
Drawing ref:
1 = Clutch drum
2 = Piston
3 = Outer disc - lined with friction material on one face
only (q.ty 1)
4 = Inner discs (q.ty 10)
5 = Outer discs - with lining on both faces (q.ty 10)
6 = Retaining ring (upon request s = 2.1 …. 4.2 mm)
7 = End spacer
Effective number of friction surfaces = 20.
2.7+0.2 mm
5
6 3
2
7
4 1
Fig. 2-121
WARNING
Install outer disc 3 with the unlined face directed
toward the piston.
Setting the play between the discs = 2.7+ 0.2 mm
Note — To set the play among the discs, retaining

rings with different thickness are available.
To ensure an error free measuring, install the discs
without oil at this stage.
Insert the clutch pack as indicated in the drawing at

page 69.
Fig. 2-122
Install the end spacer and insert the retaining ring
(ex. s = 2.55 mm).
Fig. 2-123
Press the end spacer with a force of 100 N (10 kg)
and place a dial gauge and zero it.
Then, push the end spacer with a screwdriver toward

the retaining ring until it contacts in (upward) and read
the play among the discs on the dial gauge
(Fig. 2-122).
Note — In the event the reading gives a value differ-

ent from the required one, correct it with a different
retaining ring (s = 2.1 …. 4.2 mm).
Fig. 2-124
After completing the setting of the play among the
discs, remove the clutch pack, lubricate the discs
with clean oil and reinstall them.
WARNING
Use oil complying with the specifications of the
list of lubricants (section 0 of the Manual).
Fig. 2-125
Insert the idle gear until all the inner discs are mounted
on the splined hub.
Note — This operation facilitates the later installation

of the idle gear.
Then remove the idle gear again.
Fig. 2-126
Install the stud (arrow).
Note — Apply Loctite (Type No. 241) on the threads.
Tightening torque (M10) ................................ 17 Nm
Fig. 2-127
Insert the ball bearing until it bottoms and secure it
with the retaining ring.
Fig. 2-128
Install the needle bearing.
Fig. 2-129
Move the idle gear until it bottoms against the stop.
Note — Support it on the inner race of the bearing.
Fig. 2-130
Warm-up the inner part of the clutch drum (to about
120 °C - 248 °F).
Fig. 2-131
Install the clutch drum previously assembled until it

bottoms.
Fig. 2-132
Secure the clutch drum axially using the circlip.
Fig. 2-133
Check with compressed air the operation of the clutch.
Note — If the components are installed correctly, the

opening and closing of the clutch can be heard dis-
tinctly.
Fig. 2-134
Press the taper roller bearing against the stop.
Install the opposite taper roller bearing in the same

manner.
Fig. 2-135
Install the rings (arrows).
Fig. 2-136
Reassembly of clutches K1, K2 and K3
Note — The figures here below illustrate the assembly

of clutch K3.
The assembly of clutches K1 and K2 is similar.
Fig. 2-137
Warm-up the inner part of the clutch drum (fig. 2-135)
and install the drum until it bottoms (Fig. 2-136).
Fig. 2-138
Fig. 2-139
valve.
Note — The ball must be free; clean with compressed

air as required.

with clean oil.
Fig. 2-140

the Figure.
Fig. 2-141
Install the cup spring pack and the guide ring.
Note — Pay attention to the arrangement of the cup

spring elements; see the drawing at page 2-76.
Fig. 2-142
Press the cup spring and secure it with the retaining

ring.
Fig. 2-143
WARNING
The arrangement of the discs of clutch K1 and K2
is different from the one of clutches K2 and K3.
Please refer to the drawings to follow.
Clutch pack K1
Drawing reference: 2.4+0.2 mm

5 6
1 = Clutch drum 3
2 = Piston
3 = Outer disc - lined with friction material on one 7
face only (q.ty 1) 2
4 = Inner discs (q.ty 9)
6 = Retaining ring (upon request s = 2.1 …. 4.2 mm) 1
7 = End spacer
4
Note — Install outer disc 3 with the unlined face di-

rected toward the piston.
Fig. 2-144
Clutch pack K2
Drawing reference:
1.8+0.2 mm 6
1 = Clutch drum 3 5
2 = Piston
3 = Outer disc - lined with friction material on one
face only (q.ty 1)
4 = Inner discs (q.ty 7) 2
7 = End spacer
1
Effective number of friction surfaces = 14. 4 7
Note — Install outer disc 3 with the unlined face di-
rected toward the piston.
Fig. 2-145
Setting of the disc play
Disc play of clutch K1 = 2.4+0.2 mm

Disc play of clutches K2 and K3 = 1.8+0.2 mm

Insert the clutch pack as indicated in the drawing at

page 2-76.
Fig. 2-146
(ex. s = 3.1 mm).
Fig. 2-147
Press the end spacer with a force of 100 N (10 kg) and
place a dial gauge and zero it (Fig. 2-148).

the play among the discs on the dial gauge (Fig. 2-149).
Note — In the event the reading gives a value differ-

ent from the required one, correct it with a different
retaining ring (s = 2.1 …. 4.2 mm).
Fig. 2-148
WARNING
Fig. 2-149
Install sliding disc (1) (55 x 78 x 5) needle axial cage

(2) and axial thrust ring (3) (55 x 78 x 1). 3
Note — Install sliding disc 1 with the bevel directed 2

toward the needle axial cage. 1
Fig. 2-150
Install both needle bearings.
Fig. 2-151
Insert the idle gear until all the inner discs are in-
serted into the splined hub.
Fig. 2-152
Install axial thrust ring (3) (55 x 78 x 1), needle axial

1 cage (2) and sliding disc (1) (55 x 78 x 5).
2 Note — Install sliding disc 1 with the bevel directed

toward the needle axial cage.
3
WARNING
To ensure that all the inner discs are inserted in
the splined hub, the sliding disc must coincide
with the shaft collar.
Fig. 2-153
Press the taper roller bearing against the shoulder.
Press the opposite taper roller bearing against the

shoulder.
Fig. 2-154
Check the operation of the clutch using compressed
air.
Note — If the components are installed correctly, the

opening and closing of the clutch can be heard dis-
tinctly.
Fig. 2-155
Install the ring (arrow) making sure that it is well

seated.
Install the opposite ring in the same manner.
Fig. 2-156
Reassembly of clutch K4
Cool-down the shaft (about - 80 °C) (- 110 °F), warm-

up the gear (about + 120 °C) (250 °F) and install the
shaft until they contact.
Fig. 2-157
Secure the gear axially using the circlip.
Fig. 2-158
Fig. 2-159
valve.
Note — The ball must be free; clean with compressed

air as required.

with clean oil.
Fig. 2-160

the Figure.
Fig. 2-161
Install the cup spring pack and the guide ring.
Note — Pay attention to the arrangement of the cup

spring elements; see drawing.
Fig. 2-162
Press the cup spring with tool 75301808 and secure it
with the retaining ring.
Fig. 2-163
Clutch pack K4
The drawing here below illustrates the arrangement of

the components.
Drawing reference:
1 = Clutch drum
2 = Piston 1.2+0.2 mm
3 = Outer disc - lined with friction material on one 5
face only (q.ty 1)
4 = Inner discs (q.ty 5) 6 3
7 = End spacer
7 2
4 1
WARNING
Install outer disc 3 with the unlined face directed
toward the piston.
Fig. 2-164
Setting of the disc play = 1.2+0.2 mm

Insert the clutch pack as indicated in the drawing.
Fig. 2-165
(ex. s = 3.4 mm).
Fig. 2-166
Press the end spacer with a force of 100 N (10 kg)

and place a dial gauge and zero it (Fig. 2-167).

the play among the discs on the dial gauge
(Fig. 2-168).
Note — In the event the reading gives a value different

from the required one, correct it with a different retaining
ring (s = 2.1 …. 4.2 mm).
Fig. 2-167
WARNING
Fig. 2-168
Insert the idle gear until all the inner discs are in-
serted on the splined hub.
Note — This operation facilitates the later installation

of the idle gear.
Then remove the idle gear again.
Fig. 2-169
Install the two axial shoulder rings and the needle
cage.
Note — The upper and lower axial shoulder rings have

the same thickness (55 x 78 x 1).
Fig. 2-170
Install the new needle bearings.
Fig. 2-171
Install the idle gear.
Fig. 2-172
Install axial thrust ring (3) (55 x 78 x 1), needle axial 1
cage (2) and sliding disc (1) (55 x 78 x 5).
2
Note — Install sliding disc 1 with the bevel directed
toward the needle axial cage. 3
Fig. 2-173
Warm-up the inner part of the clutch drum (about
120 °C 250 °F).
Install the clutch drum previously assembled until all
the inner discs are inserted on the splined hub.
WARNING
Wear protective gloves.
Fig. 2-174
Secure axially the clutch drum using the circlip.
Fig. 2-175
Check the operation of the clutch using compressed
air.
Note — When the components are installed correctly,

the opening and closing of the clutch is perceived per-
fectly.
Fig. 2-176
Install the opposite taper roller bearing.
Fig. 2-177
Install the ring (arrow) making sure that it is properly
seated.
Install the opposite rectangular ring.
Fig. 2-178
Pre-assembly of the drive shaft
Cool-down the shaft (about - 80 °C - 110 °F), warm-

up the gear (about + 120 °C 250 °F) and install the
shaft until they contact.
Fig. 2-179
Secure the gear axially using the circlip.
Fig. 2-180
Press the circlip in the appropriate slot of the turbine
shaft.
Fig. 2-181
Insert the turbine shaft and insert the circlip in the
slot of the drive shaft - thus the turbine shaft is axially
secured.
Fig. 2-182

Then install the rectangular ring in the slot of the drive
shaft.
Press the opposite taper roller bearing.
Fig. 2-183
Pre-assembly and reinstallation of output shaft
Position the oil buffer plate.
Fig. 2-184
Warm-up the taper roller bearing and install it against
the shoulder.
Install the opposite taper roller bearing in the same

manner.
Insert the bearing outer races of all the bearings in

their seats on the transmission housing.
Install the O-Rings (arrows).
Fig. 2-185
Note — When bearings that have many work hours are
KR
KV AN reused, pay attention that the initial location of the outer
races are respected.
AN = Input
KV = Forward clutch
K4
K2 KR = Reverse clutch
K3 K1 K2 = 2nd speed clutch
AB K4 = 4th speed clutch
AB = Output
Fig. 2-186
Position the oil buffer plate.
Fig. 2-187
Insert the output shaft previously assembled.
Secure the oil buffer plate with the recessed head

hex screws.
Tightening torque (M8/8.8) ............................ 23 Nm
Fig. 2-188
Reassembly of drive shaft and clutches
KR AN Insert the bearing outer races of all the bearings in

KV their seats on the transmission housing.
Note — When bearings that have many work hours are

reused, pay attention that the initial location of the outer
races are respected.
K4
K2
AN = Input
K1 KV = Forward clutch
K3 KR = Reverse clutch
K2 = 2nd speed clutch
AB K3 = 3rd speed clutch
AB = Output
Fig. 2-189
WARNING
Prior to reinstalling the clutches and drive shaft,
smear grease on the rectangular rings and cen-
tre them on the relevant shafts.
Insert clutch KR, drive shaft and clutch KV together

in the transmission housing cover.
Fig. 2-190
Lift the drive gear and position clutch K4.
Fig. 2-191
Reinstall clutch K3.
Fig. 2-192
Position clutch K2.
Fig. 2-193
Lift clutch K4 and position clutch K1.
Fig. 2-194
The figure on the left illustrates the reinstallation po-
sition of the single clutches in the transmission hous- KR
ing cover. KV
Smear grease on the rectangular rings (arrows) and K2

centre them on the relevant shafts.
K4
K3
K1
Fig. 2-195
Secure all the clutches using the appropriate tools

75301800.
Fig. 2-196
Turn the stand 180°.
Install lifting hooks (arrows).
Fig. 2-197
Smear grease on the O-Rings of the two oil pipes.
Smear the mating faces with sealing compound

Loctite (type No. 574).
Position carefully, using an appropriate lifting rig, the

cover previously pre-assembled on the transmission
housing until they contact.
Note — Make sure that the oil pipes coincide with the
relevant holes of the transmission housing cover.
Fig. 2-198
Remove the clutch locking tools 75301800.
Fig. 2-199
Insert the two dowels centrally on the front side of the

housing.
Fig. 2-200
Secure the transmission housing cover with the re-
cessed head hex screws.
Tightening torque (M10/8.8) ......................... 46 Nm
Note — Pay attention to the position of the lifting hook;

see the figure).
Fig. 2-201
Assembly of the pump shaft (P.T.O.)
Install the ball bearing.
Install the rectangular ring (arrow) in the relevant slot.
Fig. 2-202
Smear grease on the rectangular ring, centre it with
the shaft and insert the pump shaft until it shoulders.
Fig. 2-203
Secure the pump shaft using the circlip.
Fig. 2-204
Insert the O-Ring (arrow) in the ring slot of the oil
supply covers.
Fig. 2-205
Install the two covers (arrows) using hex nuts (use
flat washers).
Fig. 2-206
Reassembly of the output flanges
Install the seal with the lip directed toward the cavity
containing the oil.
Note — Use the appropriate punch 75301813 to ob-

tain the correct mounting position.
Wet the rubber lined outer diameter with alcohol.
Smear grease on the sealing lip.
Fig. 2-207
Install the output shaft.
Install the O-Ring (arrow) in the gap between flange

and shaft.
Fig. 2-208
Secure the output flange using the retaining plate and
the recessed head hex screws.
Fig. 2-209
Secure the recessed head hex screws using the safety
plates.
Punch 75301812
Punch handle 75301797
Install the converter side output flange in the same

manner.
Fig. 2-210
Torque converter pressure valve
The figure on the left illustrates the components of

the torque converter pressure valve.
1 = Plunger
2 = Spring
4 3 = Resting plate
4 = Retaining plate
1
2 Note — Install the resting plate with the point (6 mm
3 diam) directed toward the retaining plate.
Fig. 2-211 Insert the components in the sequence illustrated in
Fig. 2-211, press the spring and secure the valve with
the retaining plate.
Tighten the plug (arrow) equipped with a new O-Ring.
Tightening torque (M14x1.5)......................25 Nm
Fig. 2-212
Oil supply housing - Transmission pump
Install setting screws 75301799 (arrows) and install

the seal.
Fig. 2-213
Position the oil supply housing and secure it tempo-
rarily using the recessed head hex screws.
Note — Install only the screws required to obtain a

good contact – do not tighten.
Fig. 2-214
Install the two setting screws 75301798 and insert

the stator shaft until it shoulders.
Note — Pay attention that the holes coincide.
Fig. 2-215
Insert the O-Ring (arrow) in the slot and lubricate it
with oil.
Fig. 2-216
Install the transmission pump assembly and rest it
against the shoulder in a uniform manner, using the
recessed head hex screws (at this time without
O-rings).
Then remove the recessed head hex screws again.
Fig. 2-217
Install new O-Rings (figure) on the recessed head hex

screws.
Note — Smear grease on the O-Rings.
Fig. 2-218
Secure the pump the transmission using the recessed

head hex screws.
Fig. 2-219
Secure the oil supply housing using recessed head
hex screws and hex head screws (q.ty 2).
Tightening torque (Recessed head screw) ........23 Nm

Tightening torque (Hex head screw) ... .......... 46 Nm
Note — Pay attention to the position of the lifting hook;

see arrow.
Hex wrench 75301795.
Fig. 2-220
Installation on engine - Torque converter
Tighten the torque converter bell with hex head screws.
Fig. 2-221
Install the gasket and secure the cover with hex head
screws.
Tightening torque (M8/8.8) ........................... 23 Nm
Fig. 2-222
Insert the torque converter bringing it to contact.
Note — The impulse generating disc on the torque

converter must be located in a central position with
respect to the hole of the induction sender; see arrow/
figure 2-221.
This is the only way to make sure that the torque
converter is perfectly inserted into the bell.
Fig. 2-223
Secure the flex disc on the torque converter tighten-
ing the hex head screws to the prescribed torque.
Tightening torque (M12/10.9) ....................... 115 Nm
Note — Install the screws with Loctite (Type no. 262)
Fig. 2-224
Torque converter safety valve
Insert the safety valve (assembled) into the hole on

the transmission housing.
Fig. 2-225
Installation of the oil ducts plate and transmis-

sion control valve
Install the components as illustrated in the sketch

here below.
Tightening torque (M8) ................................. 23 Nm

(Hex nuts and recessed head hex screws)
Note — Pay attention to the mounting position of

the various gaskets.
Drawing ref.
1= Gasket
2= Oil ducts plate
3= Gasket
4= Intermediate plate
5= Gasket
Setting screws 75301794

Hex wrench 75301795
Fig. 2-226
Tighten the plug (arrow) with a new O-Ring.
Tightening torque (M16x1.5) ......................... 30 Nm
Fig. 2-227
Secure the transmission control valve with two set-

ting screws 75301794 then install the recessed head
hex screws with tool 75301792.
Tightening torque (M6) ................................ 9.5 Nm
Fig. 2-228
Installation of plugs and oil level pipe
Install the two plugs (arrows) with new O-Rings.
Tightening torque (M18 x 1.5) ....................... 50 Nm

Tightening torque (M26 x 1.5) ....................... 80 Nm
Fig. 2-229
Install the oil dipstick pipe (arrow)
Note — Install a new gasket.
Fig. 2-230
Install the cover (arrow 1)
Note — Install a new gasket.
Tightening torque (M8/8.8) ........................... 23 Nm
Install the plug (arrow 2) with a new O-Ring.
Tightening torque (M38x1.5) ....................... 140 Nm 1
Fig. 2-231
Speed sensor and induction senders
Figures 2-232 and 2-233 illustrate the mounting loca-

tion of each induction sender and the speed sensor.
34 = Speed sensor n – Tachometer output

21 = Induction sender n – Turbine
47 = Induction sender n – Central sender
48 = Induction sender n – Engine
34
Fig. 2-232
Apply grease on the O-Rings and install on the speed 47 21

sensor and induction senders. 48

(Recessed head hex screw/Speed sensor)

(Induction sensor)
Fig. 2-233
Install the breather (arrow).
Fig. 2-234
Secure the transmission torque converter group to
the engine block with four screws M10 of the flex disc
with Loctite 262 and tightening the screws to 68 Nm.
Then tighten the 12 securing screws to the engine to
a torque of 46 Nm after applying Loctite 262.
Fig. 2-235
2.9 PROPELLER SHAFTS
GENERAL CHARACTERISTICS
DISTANCE BETWEEN MAX TRANSMISSION

PINS (mm) TORQUE (STALL) (Nm)
Front shaft Universal joint 565.8 5855
Intermediate shaft Universal joint 1037.3 5855
Rear shaft Universal joint 105.6 5855
Propeller Intermediate
Front axle shaft shaft
Rear axle
1 1
Rear shaft
2 Support 2
Fig. 2-233 Propeller shaft group
Note - 1 149 - 163 Nm 2 88 - 102 Nm
Threaded part: LOCTITE 262 Threaded part: LOCTITE 262
4 5
6
1
3
2
10 1
2 7 4
1
2
2
5
9
10
Fig. 2-237 Front and intermediate prop-shafts
1. Spider - 2. Spider grease fitting - 3. Washer - 4. Front shaft - 5. Intermediate suppor t - 6. Bearing -
7. Seal - 8. Intermediate shaft - 9. Screw - 10. snap ring
3 4 2
Fig. 2-238 Rear prop-shaft
1. Screw 1/2"-20 - 2. Spring washer - 3. Spider - 4. Rear shaft - 5. Spider grease fitting
2.10 AXLES
Traction 4-wheel drive

Ratio at bevel
Front axle gear 1 : 4.625 Secured to frame
Ratio at wheels 1:5.2 Rigid type
Ratio at axle 1:24.05
Rear axle Pivot pin
Semi-swinging type
Reduction and differential

Type Common, 2 stage reduction
Differential housing Integral type
Differential limiter Torque proportional

differential
Final drive
Type Epicyclic
Weight
Rear 926 Kg (2041 lbs)
Front 900 Kg (1984 lbs)
2.10.1 GENERAL DESCRIPTION

The axle is composed of a differential, final reduction The front axle is mounted directly on the front axle by
units, oil-bath disc brakes and axle shafts connected screws.
to the wheels.
The power output from the transmission is driven by The rear axle is mounted with a pivot pin, using sup-
the prop shafts to the front and rear axles. Thus, the ports on both sides of the axle, secured by screws to
power is driven to the differential that splits it to the the rear frame. Consequently, the rear axle can pivot
axle right and left shafts driving the final drives, reach- around the axle of the differential with an amplitude
ing the wheels. depending upon the ground conditions travelled by the
The oil bath disc brake is mounted in front of the final loader. The drive axle mounted with a pivoting pin im-
drive and operates as service brake. As for the ope proves the driving conditions of the loader when trav-
"3 - BRAKES SYSTEM". elling on rough terrain.
1 2
2 1
3 4
5 6
Fig. 2-239 Installation of axles on frame
Note - 1 788 Nm
Threaded parts: LOCTITE 262
2 1150 Nm
1. Front pivoting support - 2. Rear pivoting support - 3. Tyre - 4. Rim - 5. Front axle - 6. Rear axle
1 3 2 1 3 3 4 3 5 6 7
1
8 4 5 4 9 2 10
Fig. 2-240 Assembly of rear axle and pivoting supports
Note - 1 227 Nm Threaded parts: LOCTITE 262
2 Install with the groove toward plate (6)
3 Install with lip outwards
4 Grease the inner surface of the bushes. Install the bevel towards the axle
5 Align the greasing holes with the grooves. Grease until it flows out the opposite side
1. Dust seal - 2. Front pivoting support - 3. Rear axle - 4. Dust seal - 5. Rear pivoting support - 6. Thrust plate - 7. Cover -
8. Bushing - 9. Bushing - 10. Spacer discs
4 1 2 3 4 5 8
6 7
1
9 10 3 3 11 12 3 13 5 A
5
A Brake piping connection 3 14 2
ports, 2 points
Fig. 2-241 Front axle
Note - 1 230 Nm Threaded part: LOCTITE 262
2 230 Nm
3 Threaded part: LOCTITE 572
4 Lip: Grease
5
Mating surfaces: LOCTITE FMD-127
1. Oil seal - 2. Axle shaft - 3. Final drive - 4. Differential housing - 5. Differential - 6. Crown gear hub - 7. Pin - 8. Dowel -
9. Axle shaft housing - 10. Dipstick - 11. Bleeding screw - 12. Bleeding screw - 13. Cover - 14. Draining plug
4 1 2 3 4 5 8
1
6 7
9 3 10 11 3 12 5 A 3 15
5
A Brake piping connection 3 13 3 14 2
ports, 2 points
Fig. 2-242 Rear axle
2
Threaded part: LOCTITE 262
230 Nm
3 Threaded parts: LOCTITE 572
4 Lip: Grease
5
Mating surfaces: LOCTITE FMD-127
1. Oil seal - 2. Axle shaft - 3. Final drive - 4. Housing - 5. Differential - 6. Pin - 7. Crown wheel - 8. Dowel - 9. Axle housing -
10. Bleeding screw - 11. Bleeding screw - 12. Cover - 13. Plug (level check) - 14. Draining - 15. Dipstick
2.10.2 DIFFERENTIAL DESCRIPTION Operation of the differential
The differential forms a single body with the reduction When the loader is moving straight, the bevel ring
unit. gear, the differential gear cage and the differential side
The power is driven from the prop shafts to the differ- gears rotating together; the idle pinions inside the gear
ential gear housing through the pinion/bevel gear group. cage do not rotate. Thus the right and left planetary
Thus, it is driven through the right and left gears, to gears transfer the motion to the wheels at the same
the final drives. The reduction of r.p.m. is obtained by speed, through the half-shafts. When the loader turns,
the pinion/bevel gear ratio. The turn reduction is ob- the right and left wheels turn at different speeds, the
tained by the bevel pinion/crown set. planetary gears in the differential housing turn around
their pin proportionally with the speed difference be-
tween the right and left side gears.
While travelling straight While making turns

1
2
High Low
speed speed
4 5
6 7
Fig. 2-243 Operation of differential
1. Idle gear - 2. Side gear - 3. Axle shaft - 4. Differential gear cage - 5. Idle pinion spider - 6. Bevel drive pinion - 7. Bevel drive
ring gear
Proportional torque differential
Wheel loaders often operate under severe terrain con- A proportional torque differential design is almost iden-
ditions, such as sandy or muddy grounds. Under such tical to a normal differential, with the exception of the
unfavourable terrain conditions, a loader equipped with idle pinions, having an odd number of teeth with a
a standard differential could experience a spinning of special profile. When the tyres start slipping in soft
the wheels, thus making difficult to exploit fully its ground, the planetary gears continue transferring
potential performance. Also, the tyres could wear power to both side gears, until the adhesion differ-
quickly. To avoid this, some models are equipped with ence on the ground of the right and left tyre reach a
a proportional torque type differential, limiting its func- low value; thus the tyres are prevented from slipping.
tion.
1 2 3 2 4 5 3 1
7 12
8 13
9 14
6 10 15
11 5 20 19 18 4 17 7 16
Fig. 2-244 Differential
Note -
1 90 daNm (65 ft-lbs)
2 150 daNm (110 ft-lbs) Threaded Part: LOCTITE 262
3 230 daNm (110 ft-lbs)
4 670 daNm (480 ft-lbs) ___
5
Outer diameter: LOCTITE 262 Lip: Grease
6 Bevel pinion/crown gear teeth backlash. 0.25 ÷ 0.36 mm
After reassembling the differential, set the spacer so that the rolling torque is
7 0.01 ÷ 0.04 daNm, without seal
1. Adjusting nut - 2. Bearing retainer - 3. Half-housing (B) - 4. Bevel crown gear - 5. Half-housing (A) - 6. Locking plate -
7. Thrust washer - 8. Thrust washer - 9. Spider - 10. Drive pinion - 11. Bearing holder housing - 12. Idle gear - 13. Pin -
14. Planet gear - 15. Shim - 16. Spacer - 17. Spacer - 18. Nut - 19. Flange - 20. Oil seal
2.10.3 "LSD" DIFFERENTIAL
2
10
11 4 1
1
1
3 6 7 5 9 8
Fig. 2-245 Limited Slip differential
1 270-300 Nm Threaded part: LOCTITE 262
1. Reaction disc - 2. Clutch disc - 3. Thrust washer - 4. Semi-housing connection screw - 5. Half housing - 6. Flange half-
housing - 7. Spider - 8. Side gear - 9. Planetary gear - 10. Spacer - 11. Shim.
2.10.4 FINAL DRIVES DESCRIPTION
The final drive units are of a planetary type and cre- The power driven by the differential to the sun gear
ate the final rpm reduction in the power train. shaft rotates the three planet gears inside the toothed
drum, thus driving the axle shaft through the planet
gear carrier.
6 5 4 3 2
8 7 A
Section A-A
(Operation of planet gears)
5
Power drive
Fig. 2-246 Drive of power
1. Pinion - 2. Differential - 3. Sun gear shaft - 4. Planet gear pin - 5. Planet gear - 6. Toothed drum - 7. Planet carrier - 8. Axle
shaft
1 2 2 3 4 5 6 7 8 9 10 11 12 1
13 14 15 16 17 18 19 20
Fig. 2-247 Final drive
2 Procedure for the setting of shims
1) Tighten screw (1) to a torque of 50 Nm and set inward the taper bearing, by rotating the axle shaft.
2) Loosen screw (1) without turning the shaft.
3) Measure the gap between thrust ring (3) and axle shaft. Value measured = Y.
4) Select the adjusting shims to form a stack no thicker than 0.03 to 0.10 mm than value Y.
5) Install the shim pack, the retaining ring and the screw.
1110 Nm Threaded part: LOCTITE 262
The rolling torque of the bearing must be included between 20 and 40 Nm
1. Screw - 2. Spacer - 3. Retaining plate - 4. Thrust ring - 5. Lock pin - 6. Brake disc (outer toothed) - 7. Brake disc (inner
toothed) - 8. Adapter - 9. O-ring - 10. Spring - 11. O-ring - 12. Piston - 13. Planet carrier - 14. Pin - 15. Ball - 16. Thrust ring -
17. Needle bearing - 18. Planet gear - 19. Disc hub - 20. Sun gear
2.10.5 DISASSEMBLY OF THE AXLE
Precautions to be implemented during the disassembly
• During the disassembly and reassembly of the axle, it is good practice to install it on an overhaul stand and to
• Weight of unit:
front: ........................................ 950 kg (2094 lbs)
rear: ......................................... 930 kg (2050 lbs)
1) Removal of the axle housing
1. Remove the draining plug and drain the gear oil.

Quantity of oil:
front ..................................... 30 l (7.92 US gal)
rear ...................................... 30 l (7.92 US gal)
Fig. 2-248
2. Remove the screws securing the axle housing.

Q.ty of screws: 20
Fig. 2-249
3. Sling and hold the axle housing with a hoist and

support it on the opposite side to prevent that it
lowers.
Fig. 2-250
4. Remove the axle tube from the differential body.

If they are joined, separate one from the other
using a screwdriver and soft mallet.
Fig. 2-251
5. Remove the sun gear and shaft from the differ-

ential.
Fig. 2-252
6. Remove the snap ring and disk hub from the

splines. Then, remove the snap ring.
7. Remove the axle tube and shaft at the opposite
side, using the same procedure as above.
Fig. 2-253
2) Disassembling axle tube
1. Put the axle tube with the differential mounting

side upward. Using a nut runner (special tool),
loosen the retainer plate mounting bolt and re-
move it from the axle shaft.
Fig. 2-254
2. Using a prying tool, separate the final reduction

gear assembly (planet carrier) from the shaft
splines, and remove it with a crane.
Remove any shim, if attached to the axle shaft.
Fig. 2-255
3. Lay the axle tube on the bench. Using a screw-

driver, remove the oil seal from the axle tube.
Fig. 2-256
4. Remove the bearing cone from the differential

side of the axle tube.
Fig. 2-257
5. Using a crane, lift the axle tube with its differen-

tial side upward to let the axle shaft drop from
opposite side.
Fig. 2-258
6. Using a gas burner, heat up the bearing cone at-

tached to the shaft, and remove the bearing come
from the shaft.
Note — Make sure to replace the bearings with a new

one.
7. Remove the oil seal from the axle shaft.
Fig. 2-259
8. Remove the bearing cups from the differential

and wheel sides of the axle tube by tapping their
outer diameter evenly.
Fig. 2-260
Thrust bolt 9. Using a portal jig, remove the ring gear from the
axle tube.
Portal jig Plate
Ring gear
Fig. 2-261
3) Disassembling final reduction gear assem-

bly
1. Remove the snap ring from the planet gear shaft.
Fig. 2-262
2. Drive the shaft from the gear.

Use caution not to lose the lock ball that the shaft
has.
Fig. 2-263
3. Remove the planet gear and the (2) thrust wash-

ers.
Note — Use caution not to lose the needle roller be-

cause they may come off with the planet gear.
Fig. 2-264
4. Remove the needle rollers and the spacer from

inside the gear.
Number of needle rollers: 50
5. Remove the (2) other planet gear shafts, using

the same procedure as above.
Fig. 2-265
6. Remove the retainer plate from inside the planet
carrier. Keep any shim, if attached.
Fig. 2-266
4) Removing brake unit
1. Remove the end plate, brake ring, brake disk,

brake ring, brake disk and brake ring in this order
from the differential body. Then, remove the 8
pins.
Fig. 2-267
2. Remove the bolt (3), adapter (2) and spring (1)

from the brake piston.
Remove the bolts, adapters and springs from
3 2 1
other five positions in the same way.
Fig. 2-268
3. Install a stopper (1) on the differential body tube

1 mounting surface, to prevent the piston from pop-
ping out.
4. Supply compressed air through the oil pressure
port to remove the piston from the differential
body.
Fig. 2-269
5. Remove the O-rings respectively from the larger
diameter and smaller diameter of the brake pis-
ton.
6. Remove the brake unit at the opposite side, us-
ing the same procedure.
Fig. 2-270
5) Removing drive pinion (bearing cage)
1. Remove the bolts securing the cover from the

differential body, and remove the cover.
Number of bolts: 28
Fig. 2-271
2. Check the ring gear for tooth surface contact pat-

tern and backlash. Refer to steps (5) and (6) in
"2. Reassembly".
3. Remove the bolts securing the bearing cage.
Number of bolts:
8 for front axle
10 for rear axle
Fig. 2-272
4. Install two of the bolts removed at step (3), into

the puller screw holes in the bearing cage. Tighten
both evenly to separate the seating surface. Hold-
ing the bolts, remove the bearing cage and the
drive pinion as a unit.
5. Remove the half shim from between the differen-
tial body and bearing cage.
Fig. 2-273
6) Disassembling drive pinion
1. Put the drive pinion with the flange side upward.

Using a nut runner (special tool), loosen the flange
lock nut.
Fig. 2-274
2. Remove the nut and detach the washer ring and

O-ring.
3. Remove the flange from the drive pinion.
Fig. 2-275
4. Using a press, push down the drive pinion and

remove it from the bearing cage.
Fig. 2-276
5. Remove the two spacers from the pinion shaft.

6. Using a separator, remove the bearing cone from
the pinion shaft.
Fig. 2-277
7. Break the oil seal on the bearing cage with a screw-

driver and remove it.
Fig. 2-278
8. Remove the other bearing cone.
Fig. 2-279
9. Remove the two bearing cups from inside the

bearing cage, tapping their outer diameter evenly.
10. Remove the O-ring from the outer diameter of
the bearing cage.
Fig. 2-280
7) Removing differential case
1. Lift the differential case with a crane temporarily.

2. Remove the bolts securing the bearing retainer,
along with the lock plate.
Number of bolts: 10
Fig. 2-281
3. Install two of the bolts removed at step 2, into

the puller screw holes in the bearing retainer and
tighten both evenly. Remove the bearing retainer,
holding the bolts.
Fig. 2-282
4. Remove the adjusting nut from the retainer. Then

turn the retainer upside down and remove the
bearing cup.
5. Remove the bearing retainer at the opposite side,
using the same procedure as above.
Fig. 2-283
6. Remove the ring gear and differential case as-

sembly from the differential body.
Fig. 2-284
8) Disassembling differential case
1. Loosen the bolts securing the ring gear and re-

move the ring gear.
Number of bolts: 20
Fig. 2-285
2. Turn the differential case upside down and re-

move the 12 bolts securing the case from the
plane half case side.
Fig. 2-286
3. Tap the center of the spider with a rod to separate

the case into two halves.
Fig. 2-287
4. Remove the 2 side gears, spider, 4 pinion gears

and 6 thrust washers from inside the differential
case.
Fig. 2-288
5. Using the bearing puller, remove the bearing cone

from the plane half case and flange half case.
Fig. 2-289
9) Disassembly of the "LSD" differential hous-

ing
1. Mark the two differential half-housings and re-

move the 12 connecting screws.
To separate the two halves of the differential, tap
the centre of the spider using a soft metal bar.
Fig. 2-290
A 2. Extract five discs (A) four clutch discs (B) and

the relevant pack.
B Remove side gear (C).
Fig. 2-291
3. Then extract the spider (D) complete with thrust

washers (E).
Fig. 2-292
4. Remove the other side gear and the relevant
clutch pack.
If required, remove the bearings from the half-
housings with a double jaw puller.
Fig. 2-293
2.10.6 AXLE REASSEMBLY
Precautions to be implemented during the re-assembly
• Wash disassembled parts with a clean washing oil and dry by blowing air.
• Handle the washed parts, with care not to damage or contaminate them.
• Check the disassembled parts for wear or damage and replace any worn or damaged part with a new one.
• Refer to "2.13 VALUES OF REFERENCE FOR THE MAINTENANCE".
• Replace all the seals with new ones.
1) Reassembling differential case
1. Place the flanged half case (differential case A)

on a work bench, and press the bearing cone
A
using a press or soft mallet.
Fig. 2-294
2. Make sure the 2 dowel pins in the differential case.

Align the 2 holes in the thrust washer with the
dowel pins and install the thrust washer into the
case.
Fig. 2-295
3. Install the side gear.
Fig. 2-296
4. Install the 4 pinion gears and 4 thrust washers

onto the spider, and install them as a unit on the
side gear, engaging the gears.
Fig. 2-297
5. Using a soft mallet, lock-up the spider to the

mounting holes in the case.
Fig. 2-298
6. Put the plane half case (differential case B) on

the work bench and press the bearing cone into
it using a press or soft mallet.
Fig. 2-299
7. Turn the plane half case upside down and align
the thrust washer with the pins and paste it with
grease.
Fig. 2-300
8. Engage the other side gear with the pinion gears

and install the plane half case, matching the
marks. Tap the case with a soft mallet to make
sure that the two case halves are closely fitted
to each other.
Fig. 2-301
9. Apply LOCTITE 262 to the threaded area of each

of 12 case bolts. Install the bolts and tighten them
in a diagonal order.
Fig. 2-302
10. Install the ring gear from upward. Using a soft

mallet, bring it into close contact with the flange
surface of the case. Tighten the mounting bolts
from downward temporarily.
Fig. 2-303
11. Turn the differential case upside down. Apply
LOCTITE 262 to the threaded area of each of the
ring gear mounting bolts and tighten them.
Number of bolts: 20
Fig. 2-304
3) Reinstallation of "LSD" differential housing
1. Place the flanged half housing on a workbench

and press the taper bearing with a press or a soft
metal mallet after warming-up the bearing inner
race.
Note — Clean accurately all the parts before assem-

bling them using non-flammable and non-toxic sol-
vents.
Fig. 2-305
2. Turn the flanged half-housing upside down and

insert, in sequence:
- an outer lobe counter-disc (A), a inner toothed
disc (B), an outer lobe counter-disc (A), and so
on, completing the clutch pack with spacer (C).
Fig. 2-306
B A clutch pack complete with:

q.ty 4 clutch discs (inner toothed)
q.ty 5 reaction discs (outer lobes)
q.ty 1 spacer
plus possible shim discs.
C
A
Fig. 2-307
3. Insert the shim/s on spacer (C) smearing a film
of grease between the contact faces before in-
stalling them.
D C
Fig. 2-308
4. Install side gear (P) making sure that the splines

engage the inner teeth of the discs.
Fig. 2-309
5. Install the 4 planetary gears and the 4 thrust

washers on the spider and install them on the
side gear, engaging the teeth.
Use a soft material mallet to set the spider in the
mounting seats of the half-housing.
Fig. 2-310
6. Engage the second side gear on the planetary

gears, then inset the second disc pack in a re-
versed sequence with respect to what described
in items "2" and "3". Insert shims, if any, smear-
ing some grease on the contact faces. Continue
inserting the spacer, then an outer lobe disc, an
inner toothed disc etc.
Fig. 2-311
7. Align carefully the lobes of the reaction discs.
8. Install the two differential half housings match-

ing the marks made before the disassembly and
tighten the screws indicated to a torque of 90
Nm.
Fig. 2-312
9. Check using a feeler gauge on both sides of the

differential in two points at spaced 180 ° that each
clutch pack has a play 0.05 to 0.15 mm (condi-
tion required for a correct operation of the L.S.D.
differential)
➤
➤ 0.05-0.15
Prior to measuring, make sure that the planetary
and side gears are well set.
Measure the tolerance through the holes on each
one of the two half-housing.
In the event the clutch pack play is different from
the prescribed value, disassemble the differen-
tial and rebuild the clutch packs using shims of
appropriate thickness.
Value of the shims available in mm:
0.1 - 0.2 - 0.25 - 0.5.
10. Close the differential and check again the cor-

rect operation.
Fig. 2-313
Fig. 2-314
3) Reassembling drive pinion (bearing cage)
1. Press the smaller-diameter bearing cup into the

bearing cage. Turn the bearing cage upside down
and using a press the larger-diameter bearing cup.
Fig. 2-315
2. Apply grease to the O-ring and install into the

groove at the outer diameter of the bearing cage.
Fig. 2-316
3. Press the bearing cone into the drive pinion.
Fig. 2-317
4. Install the longer spacer into the bearing cone
with the chamfered area at the inner periphery
pointed downward, and install the shorter spacer.
Fig. 2-318
5. Put the bearing cage on the drive pinion. Then

put the bearing cone on it.
Fig. 2-319
6. Press the bearing cone into the drive pinion.
Fig. 2-320
7. After pressing, give a load to the bearing cone

using a hydraulic press. Measure the rotational
resistance torque with a spring balancer.
The capacity of the press should be high enough
to give a load of about 9500 kg (21000 lbs).
Reference - Instead of giving a load using a press,

the rotational torque may be measured after installing
the companion flange temporarily; putting the washer
on it and tightening the flange nut to the specified
torque value.
8. If the rotational resistance torque is lower than

the standard value, remove the drive pinion and
grind the shorter spacer properly.
9. Apply a thin coat of LOCTITE on the outer diam-

eter of the oil seal.
Fig. 2-321
10. Using a jig, press the oil seal into the cage.
Fig. 2-322
11. Apply grease to the oil seal lip.
Fig. 2-323
12. Install the companion flange onto the drive pin-

ion splines. Slide the flange several times to elimi-
nate strain on the seal lip.
Fig. 2-324
13. Then put the O-ring into the groove between the
flange and pinion, and put the washer on it.
Fig. 2-325
14. Apply LOCTITE 262 to the threaded area of the

lock nut and tight the lock nut using a nut runner.
Make sure that the drive pinion turns smoothly
without binding.
Fig. 2-326
4) Installing differential case
1. Install the bearing cup to the 2 bearing retainers.
Fig. 2-327
2. Screw in the adjust nut until it comes in contact
with the cup.
Fig. 2-328
3. Lift the reassembled differential case with a crane

and put the case in the differential body, aligning
the ring gear with the notch in the differential body.
Fig. 2-329
4. Install the bearing retainers at the right and left

sides of the differential body to hold the differen-
tial case. Tighten the mounting bolts.
Number of bolts (at one side): 10
Fig. 2-330
5) Installing drive pinion (bearing cage)
1. Putting shims between the bearing cage and the

differential body, install the drive pinion (bearing
cage) to the differential body.
Fig. 2-331
2. Tighten the bearing cage with the mounting bolts.

Number of bolts: 8 for front axle
10 for rear axle
Fig. 2-332
3. Use special tool (1) and tighten the right and left
setting ring gears to 100 - 120 Nm (72 to 87
Ft.lbs).
1
Fig. 2-333
4. Carry out steps "(5) Adjusting backlash of ring

gear" and "(6) Adjusting the tooth surface con-
tact pattern of ring gear". After that, install the
lock plate and lock the adjusting nut.
Fig. 2-334
6) Adjusting backlash of ring gear
1. Set a dial gauge on the tooth profile outer edge

of the ring gear.
2. Fix the drive pinion, and turn the ring gear back
and forth to measure the backlash.
Fig. 2-335
3. If the backlash is too large, loosen the adjusting

nut on the plane half case, tighten the adjusting
nut on the flange half case and bring the ring
gear closer to the drive pinion.
Ring gear backlash If the backlash is too small, adjust it in the oppo-
site procedure as above.
Standard value: 0.25 - 0.36 mm
(0.0098 - 0.0142 in)
7) Adjusting the tooth surface contact pattern of

ring gear
1. Apply a thin coat of red lead to several ring gear

teeth and turn the ring gear back and forth with a
hand to check the tooth surface contact pattern.
Fig. 2-336
2. Adjust the tooth surface contact pattern, refer-

ring to the following steps a. to e.
3. After acquiring the normal tooth surface contact Toe (small end)
pattern, check the backlash again. Heel (big end)
Face
Frank
Fig. 2-337
a. Normal contact pattern (Fig. 2-338)
The normal contact pattern of the tooth surface

is from the toe to the heel and its length is approx.
80% of the total tooth length.
Note - The following adjustment items (b. to e.) show

the procedures for checking the convex surface side
of the tooth. Remember that the concave surface side
has opposite contact conditions. Ring gear
Fig. 2-338
b. Adjusting contact condition at toe (Fig. 2-339)
Loosen the adjusting nuts on the flange half case,

tighten the adjusting nuts on the plane half case
and shift the ring gear away from the drive pin-
ion. Then, reduce the shim thickness of the bear-
ing cage and bring the drive pinion closer to the Ring gear
ring gear.
Drive pinion
Fig. 2-339
c. Adjusting contact condition at heel (Fig. 2-340)
Loosen the adjusting nuts on the plane half case

side, tighten the adjusting nuts on the flange half
case, bring the ring gear closer to the drive pin-
ion. Then, increase the shim thickness of the
bearing cage and shift the drive pinion away from
Ring gear the drive gear.
Drive pinion
Fig. 2-340
d. Adjusting contact condition at face (Fig. 2-341)
Reduce the shim thickness of the bearing cage

and bring the drive pinion closer to the ring gear.
Then, loosen the adjusting nuts on the flange half
case, tighten the adjusting nuts on the plane half
case and shift the ring gear away from the drive
Ring gear pinion.
Drive pinion
Fig. 2-341
e. Adjusting contact condition at frank

(Fig. 2-342)
Increase the shim thickness of the bearing cage

and shift the drive pinion away from the ring gear.
Then, loosen the adjusting nuts on the plane half
case, tighten the adjusting nuts on the flange half
Ring gear case and bring the ring gear closer to the drive
Drive pinion pinion.
Fig. 2-342
8) Installing brake unit
1. Install O-rings at the 2 grooves at the outer di-

ameter of the brake piston. After that, apply
grease.
Fig. 2-343
2. Press the piston into the differential body using

an installing jig (refer to the illustration on the
right). Trust bolt
Plate
Block
Brake piston
Fig. 2-344
3. Install the spring (1), adapter (2) and bolt (3) of

the piston return mechanism onto the differential
body passing through each of the (6) piston holes.
2 1
3
Fig. 2-345
4. Install the snap ring, disk hub and snap ring onto
the sun gear and shaft.
Note — Direct the stepped area of the disk hub up-

ward.
Fig. 2-346
5. Install the sun gear and shaft which has the disk
hub, onto the side gear splines installed in the
differential case.
6. Install the 2 lock pins into the lower part of the
differential body. Install the brake ring aligning
them.
Fig. 2-347
7. Install the brake disk onto the disk hub splines,

and then install the brake ring.
Fig. 2-348
8. Install the second brake disk, aligning with the

first disk.
9. Then, install the brake ring and end plate in this
order.
Fig. 2-349
10. Install the other 6 lock pins using a soft mallet.

11. Install the brake unit at the opposite side, using
Fig. 2-350
9) Reassembling axle tube
1. If the ring gear was replaced with a new one,

press the ring gear onto the axle tube using a
press or soft mallet and secure with 4 pins.
Fig. 2-351
2. Turn the tube upside down, press the bearing cup

from the wheel side and install the bearing cone.
Fig. 2-352
3. Then press the oil seal and apply grease to the

lip.
Note — Install the inner sleeve to the oil seal.
Fig. 2-353
4. Turn the tube upside down and lift it by the differ-

ential side with a crane. Lower it onto the stand-
ing axle shaft.
Fig. 2-354
5. Place the tool (item 1 Fig. 2-354) on the axle shaft
and press the oil seal and the wheel bearing on
the shaft.
Fig. 2-355
6. Install the bearing (cup and cone) onto the axle

tube.
Fig. 2-356
7. Using a jig, press the bearing between the shaft

and tube.
Fig. 2-357
10) Adjusting the preload of axle shaft bearing

(shim adjustment)
1. Install the planet carrier without gear on the axle

shaft splines.
Fig. 2-358
2. Put the retainer plate in the planet carrier.

Turning the axle tube, tighten the retainer plate
mounting bolt to the torque of 50 Nm.
Fig. 2-359
3. Loosen the retainer plate mounting bolt and re-

move the retainer plate. Measure the difference
in height (Y in Fig. 2-361) between the axle shaft
end surface and the planet carrier.
Fig. 2-360
4. Select a shim which is 0.03 to 0.10 mm (0.0012

to 0.0039 in) thicker than the height difference
(Y).
(Y)
Note - The measurement position of the height differ-
ence (Y) is shown in Fig. 2-361.
Fig. 2-361
5. Install the selected shim on the axle shaft and

the retainer plate in this order. Tighten the bolt.
Fig. 2-362
6. Hook a spring balancer on the knock pin of the
axle tube, and measure the bearing's rotational
resistance torque by pulling it along the fitting
pitch circle.
7. If the measurement is not within the range 2 to 4
kg (4.4 to 8.8 lbs), readjust the shim. If the value
is smaller, reduce the shim thickness, and if it is
larger, increase the shim thickness.
Fig. 2-363
8. After the shim thickness is determined, loosen

the bolt securing the retainer plate and remove
the planet carrier which was temporarily installed.
Fig. 2-364
11) Reassembling and installing final reduction

gear assembly
1. Install the needle bearing on the planet gear. Nee-

dle rollers are arranged in two rows with (1) spacer
at the center. Apply grease properly to prevent
the rollers from dropping off.
Number of needle rollers: 50
Fig. 2-365
2. Install the 2 thrust washers in the planet carrier.
Note - Set the washer's torque in the groove of the

carrier.
Fig. 2-366
3. Insert the planet gear between the thrust wash-

ers.
Fig. 2-367
4. Install the lock ball on the planet shaft and press

the planet shaft into the planet carrier.
Fig. 2-368
5. Install the snap ring in the groove of the carrier to

lock the shaft.
Fig. 2-369
6. Put the retainer plate into the planet carrier.

7. Reassemble the other 2 planet gears and install
them in the planet carrier, using the same proce-
dure as above.
Fig. 2-370
8. Put the selected shim on the axle shaft and in-

stall the reassembled planet carrier on the shaft.
Fig. 2-371
9. Apply LOCTITE 262 to the threaded area of the

retainer plate mounting bolt and tighten the bolt
to the specified torque to secure the planet car-
rier. Fig. 2-374 shows the planet carrier being in-
stalled with the nut runner.
10. Reassemble the other axle tube, using the same
procedure as above. Refer to the (8) to (9).
Fig. 2-372
12) Installing axle tube
1. Apply LOCTITE FMD-127 to the differential body

surface which will mate with the axle tube.
Make sure that the beads of LOCTITE are ap-
plied, without a break, on the differential body
surface inside row of the bolt holes.
The bead width is 2 to 3 mm (0.08 to 0.12 in)
each.
Fig. 2-373
2. Lift axle tube horizontally and install it onto the

differential body, aligning with the sun gear and
mounting bolt holes. Apply LOCTITE 262 to the
threaded area of mounting bolts and tighten them.
Number of bolts: 20
3. Install the axle tube at the opposite side, using
Fig. 2-374
4. Apply LOCTITE FMD-127 to the cover mounting

area of the differential body. Make sure that the
beads of LOCTITE are applied, without a break,
on the body surface inside row of the bolt holes.
Fig. 2-375
5. Fill the differential with gear oil before mounting

the cover.
Oil capacity Unit: l (USgal.)
Axle (front): 30 (7.92)
Axle (rear): 30 (7.92)
Fig. 2-376
6. Install the differential body cover and tighten the

securing screws to 100 Nm.
Q.ty of screws: 28
Fig. 2-377
2.11 WHEELS/TYRES
Wheels Tyres
The wheel is composed of rim and disc. In a standard configuration, the loader is equipped
The wheel disc is bolted to the axle shaft. The tyre is with radial type tyres with tread type L3, having high
mounted on the rim forming a single body with it. Con- traction characteristics. It is recommended that the
sequently, it is of the utmost importance that the cor- most appropriate tyres are selected, since a large
rect rim is used, based upon the type of tyre to be variety of types is available, based upon the type of
mounted. The use os a inappropriate rim could shorten operation and working requirements.
the life of the tyre and, in the worst cases, cause
serious accidents. Example: 23.5 R 25 XHA TL
Also, the dimensions of the rim is provided in inches.
The first number indicates the width of the rim and 23.5 = Width of the tyre (~ 600 mm)
the second indicates the diameter. R = Radial
25 = Diameter of rim (~ 635 mm)
XHA = Type of tread
TL = Tubeless
F
A
Fig. 2-378 Rim for mod. W190 - Q.ty 5 pieces
Fig. 2-379 Thread of XHA tyre
Wheel securing screws tightening torque 788 nm
TYRE NORMAL INFLATING PRESSURE

WORK bar (psi) TRAVEL bar (psi)
TYRE FRONT REAR FRONT REAR

23.5 R25 GP-2B Good Year 3.75 2.50 2.75 7.75
23.5 R25 XHA Michelin 3.00 2.00 2.00 2.00
625/70 R25 XLD (*) Michelin 3.00 2.00 2.00 2.00
23.5 R25 XLD-D2 Michelin 3.00 2.00 2.00 3.00
650/65 R25 Michelin 3.00 2.00 2.00 2.00
(*) The pressure can be increased 0.5 bar (7.2 psi) when working conditions do not require particular floating features.
2.12 TROUBLESHOOTING
Trouble Problem Cause Remedy
Gear worn, damaged or broken. Replace.
Excessive backlash of each gear. Adjust or replace.
Bearing worn, damaged or broken. Replace bearing.
Noisy differential. Loose engagement of side gear and shaft splines. Replace.
Loose bolts. Retighten.
Low gear oil. Add oil to specified level.
Gear (final reduction gear) worn, damaged or broken. Replace.
Excessive backlash of each gear. Replace.
Bearing worn, damaged or broken. Replace bearing.
Noisy axle tube. Loose planet carrier holding bolt (retainer plate
mounting bolt). Retighten (Adjust shims).
Improper preload of axle shaft bearing. Adjust shims.
Low gear oil. Add oil to specified level.
Broken liquid packing of differential cover. Apply liquid packing.
Broken liquid packing of axle tube. Apply liquid packing.

Oil leakage from
differential Worn or damaged O-ring of bearing cage. Replace O-ring.
Oil seal worn or damaged. Replace oil seal.
Loose bolt. Retighten.
Oil seal worn or damaged. Replace oil seal.

Oil leakage from
axle shaft. Oil seal installed improperly. Repair or replace.
Trouble Problem Cause Remedy
Brake piston seal (O-ring) deteriorated or damaged.
Brake disk or brake ring worn or damaged.

Overhaul and replace.
Poor braking. Brake piston rusted.
Foreign matter caught on brake disk.
Loose or damaged bleeder screw of disk brake. Retighten or replace.
Brake disk or brake ring run-out or worn unevenly.

Erratic braking. Overhaul and replace.
Wornparallel pin of disk brake.
Rusted brake piston.

Dragging brake. Overhaul and replace.
Brake disk and brake ring seized.
2.13 VALUES OF REFERENCE FOR THE MAINTENANCE

Values in mm
Item Standard dimension Allowable Remarks

limit
Thickness of bearing cage 0.1 - 0.2 - 0.3 -
Inner diameter of differential 35.05 through 35.13

pinion gear Tolerance
0.2
Diameter of differential spider pin
Thickness of differential pinion gear 1.562 through 1.613 1.41

thrust washer
Thickness of differential side gear 2.31 through 2.36 2.24

thrust washer
Backlash between bevel pinion/crown gear teeth 0.25 through 0.36 - Set by nut
Turning resistance torque of bevel pinion 0.15 through 0.26 - Set by spacer
(without oil seal)
kg m
Outer diameter of mating flange in the oil seal 89.913 through 90.000 89.863
rotation area
Turning resistance torque of axle shaft bearing from 2.0 through 4.0 - Setting shims
bearing (pitch line housing securing screws)
kg m
Value of shaft shims 0.1 - 0.2 - 0.25 - 0.5 -
Values in mm
Item Standard Size Useful limit Remarks
Brake disk thickness 5.9 to 6.5 5.58

(0.232 to 0.256) (0.220)
Brake ring thickness 4.9 to 5.1 4.5
(0.193 to 0.201) (0.177)
Free height 33 (1.30) 31.7 (1.25)
Settings load
Brake piston riturn spring kg (lbs) 20.8 (45.9) 18.8 (41.4)
Setting
height 20.0 (0.787) –
2.13.1 TIGHTENING TORQUE VALUES FOR MAIN BOLTS
Item Tightening torque Remarks

Nm (lbs.ft)
Ring gear mounting bolt 230 (170) Apply LOCTITE 262
Differential case mounting bolt 150 (110) Apply LOCTITE 262
Differential bearing retainer mounting bolt 90 (66) Apply LOCTITE 262
Bearing cage mounting bolt 230 (170) Apply LOCTITE 262
Flange nut 670 (494) Apply LOCTITE 262
Brake piston return spring mounting bolt 50 (37) Apply LOCTITE 262
Planet carrier holding bolt 1110 (818) Apply LOCTITE 262

(Retainer plate mounting bolt)
Axle tube mounting bolt 230 (170) Apply LOCTITE 262
Differential cover mounting bolt 50 (37) –
2.14 LIST OF OVERHAUL SPECIAL TOOLS
Transmission electronic controller
Designation/use of special tools (S) Part No.
AEB-STARTER 75301796
To start-up the transmission controller
DISPLAY 75301847
To visualise the trouble codes and start-up the controller
TESTMAN 75301814
Kit for the troubleshooting
SOFTWARE PER TESTMAN 75301846

Specific software in English (3 ½"floppy)
Transmission control valve
HEX WRENCH (TX-27) 75301792

for M5 and M6 screws
SETTING SCREWS* 75301793

To facilitate the removal and installation of the side cover
to oppose the action of the springs, during the disassembly and assembly
SETTING SCREWS* 75301794

To facilitate the installation of the oil ducts plate on the control valve
* Very important special tools for partial repairs (repair of wear parts)
TRANSMISSION
SETTING SCREWS 75301794

Help for the overhaul of the control valve ass.ly
HEX WRENCH* 75301792

For M5 and M6 screws
HEX WRENCH* 75301795
For M8 screws
CLUTCH LOCKING TOOL (6 items required) 75301800
BUSH * 75301809 - 75301810

To pull the taper roller bearing (output shaft, Clutches K1, K2, K3)
BUSH * 75301807 - 75301809

To pull the taper roller bearing (output shaft, Clutches KV, KR, K4)
SPECIFIC TOOL* 75301808

To press the cup springs when removing and installing the piston
(multiple disc clutches)
RETAINING RING 75301811

To pull the drum of clutch K3 from its shaft
BUSH* 75301801
To pull the taper roller bearing (Drive shaft)
HEADING TOOL* 75301803 - 75301804 -

Heading of suction and pressure pipe 75301805
HEADING TOOL* 75301806

Heading of transmission housing cover pipes
PUNCH* 75301813
Installation of output shaft seal
PUNCH* 75301812
Installation of output shaft safety plate
COMBINED WITH:
PUNCH HANDLE 75301797
SETTING SCREWS (M8) (series of 2) 75301799

General use
SETTING SCREWS (M10) (series of 2) 75301798

General use
* Very important special tools for partial repairs (repair of wear parts)
W190 EVOLUTION BRAKE SYSTEM 3-1
SECTION 3
BRAKE SYSTEM
INDEX
3.2 OPERATION ........................................................................................................... 3-3

3.2.1 Generalities ............................................................................................................. 3-3
3.2.2 Operating conditions ............................................................................................... 3-3
3.3 DISC BRAKE .......................................................................................................... 3-5

3.3.1 Operation ................................................................................................................ 3-5
3.4 BRAKE PEDAL VALVE ........................................................................................... 3-6
3.5 BRAKES/POWER SYSTEM PUMP ....................................................................... 3-7
3.6 PARKING BRAKE CONTROL ................................................................................. 3-8

3.6.1 Checking the wear of the parking brake ................................................................... 3-9
3.6.2 Setting the parking brake ........................................................................................ 3-9
3.7 PARKING BRAKE .................................................................................................. 3-10

3.7.1 Releasing the parking brake .................................................................................... 3-10
3.7.2 Operation of the disc parking brake ......................................................................... 3-11
3.7.3 Brake disengagement ............................................................................................. 3-11
3.8 OTHER COMPONENTS ......................................................................................... 3-12

3.8.1 Service brakes accumulator .................................................................................... 3-12
3.9 BRAKE PEDAL VALVE HYDRAULIC CONNECTIONS .......................................... 3-13
3.10 DIAGNOSTICS AND TESTING .............................................................................. 3-14

3.10.1 Brake control pressure testing ................................................................................. 3-14
3.10.2 Minimum and maximum accumulator recharge pressure adjustment ....................... 3-15
3.10.3 Accumulator pre-charge test ................................................................................... 3-16
3.10.4 Instructions for the restoration of the service brakes accumulators pre-charge ....... 3-17
3.10.5 Bleeding the brake system ...................................................................................... 3-18
3.10.6 Brake disc wear check ............................................................................................ 3-19
The braking system includes: The parking brake circuit is composed of:
- a two stage gear type powering pump (8) flanged on - solenoid valve (14) controlling the engagement and
the torque converter cover; disengagement of parking brake (6);
- filter (7) on the pump delivery; - the parking brake group (6) is composed of a few
springs and a reaction hydraulic cylinder. The
- brake pedal valve (15) controlling simultaneously springs provide the force locking the discs of the
front (1) and rear (9) brakes located inside the ax- parking brake when, through the solenoid valve,
les; pressurised oil in the cylinder is discharged. The
hydraulic cylinder, when activated by pressurised
- two accumulators (4 and 13) that during normal oil, (by the solenoid valve) neutralises the action of
operation stabilise the pressure in the circuit and, in the springs, thus disengaging the brake;
case of emergency, with engine inoperative, allow
the actuation of the brakes for a certain number of - accumulator (11) installed on the parking brake power
times; line, during normal operation stabilises the pressure
in the circuit and, with engine inoperative, allows the
- the oil used by the circuit is the same of the equip- disengagement of the parking brake, a few times.
ment hydraulic system and it is taken from hydrau-
lic tank (S).
4 13
R R1 R2
15
T2
9 1
M
TO PILOTED SYSTEM CIRCUIT
T1
7
14
TO STEERING/EQUIPMENT
CIRCUIT
11
8
6
S
Fig. 3-1
3-2 BRAKE SYSTEM W190 EVOLUTION
1 1
2
16 3
15 4
14
5
13 6
12
M
7
11 S
17
10 9 9
Fig. 3-2 Brake system
S. Tank - M. Pilot system circuit - 1. Front brakes - 2. Stop light pressure switch - 3. Accumulators control pressure switch -
4 and 13. Brake system accumulators - 5 and 12. Quick release pressure pick-ups - 6. Parking brake - 7. Oil delivery filter -
8. Brake oil pump - 9. Rear brakes - 10. Parking brake pressure switch - 11. Parking brake accumulator - 14. Parking brake
control solenoid switch - 15. Brake pedal valve - 16. Transmission cut-off pressure switch - 17. Quick release pressure
pick-up point.
3.2 OPERATION 4 13
3.2.1 GENERALITIES 3.2.2 OPERATING CONDITIONS

3 5 12
Brake system Conditions of: R R1 R2
P
The brake system is powered by pump (8) sucking oil - engine running
from oil tank (S) and forwards it to flow regulation valve, - service brakes disengaged 22 15
filtered by filter (7) located inside brake pedal valve - parking brake engaged
(15). - accumulators during recharging phase
Two hydraulic accumulators (4 and 13) and two check 19
The delivery of pump (8) reaches flow regulation valve 21
valves provide the accumulation of a quantity of oil
(18). The oil flow opens and passes main check valve
under pressure sufficient to actuate the brakes a lim- (19) then opens and passes check valves (22 and 23) 18
ited amount of times, even with the engine inopera- charging the accumulators of service brakes (4 and
T2
9 1
tive, thus when the flow of pump (8) is nil. 14) and parking brake accumulator (11).
Controlling spools (20 and 21) when brake pedal (P)
is released, block the flow of the oil coming from the P
16
M
pump and keep the brake disc actuating pistons
Parking brake (1 and 9) in discharge. Thus the service brakes are T1
Parking brake (6) is composed of a disc brake operat- disengaged.

ing on the output shaft of the transmission. Solenoid valve (14) controlling parking brake (6) is 20
The equipment receives oil under pressure from the positioned so that the oil flowing from the parking brake
2
regulation valve. chamber is discharged thus parking brake (6) is actu- 7
Pressure switch (10) closes the "parking brake en- ated by the action of the springs. 23
gaged" signal electric circuit when the pressure drops 14
below the value of 15 bar, with the consequent en- Conditions of:
N
gagement of the parking brake. - engine running
10
- service brakes engaged
- parking brake disengaged 17
- accumulators charged. V = 0,71 11
Service brakes Po = 19 bar
This condition occurs when braking while the machine

Of an oil-bath, disc type, they are located inside the is operating.
final drives of the axles (1 and 9). When pressing the The parking brake is disengaged since solenoid valve
brake pedal, valve (15) supplies the braking circuit TO ENGINE 6
(14) forwarding oil under pressure to the brake piston V = 1,41
with a controlling pressure (thus a braking force) pro- HYDRAULIC FAN
neutralises the action of the springs. M Po = 70 bar
portional to the stroke of the brake pedal (Pf Max = Brake pedal (P), when pressed, presses the springs 30 bar
T
45 bar). actuating controlling spools (20 and 21) determining PV

When releasing the pedal, valve (15) discharges the the opening of the delivery gaps to the brakes (1 and
brake circuit oil zeroing the braking action on discs 9).
(1 and 9). In the lower part of controlling spool (21) the barking
During the braking phase pressure switch (2) activates pressure starts operating, pushing the disc pack of Fig. 3-3 Brakes hydraulic system circuit
the electric circuit of the stoplights. Pressure switch brakes (1 and 9). In this manner, while the pressure Steering/Equipment
(16) controls the transmission cut-off device. on the discs increases, controlling spools (20 and 21) P. Brakes pedal - S. Tank - M. Pilot system circuit - 1. Front
are pushed upward and close the delivery gaps. In Q=162 l/min Brakes/Pilot valves brakes - 2. Stop light pressure switch - 3. Accumulators
this manner a pressure is obtained on brake discs control pressure switch - 4. and 13. Brake system accu-
Q=32 l/min mulators - 5. and 12. Quick release pressure pick-ups -
(1 and 9) thus a braking force proportional to the pres-
sure on pedal (P). 6. Parking brake - 7. Oil delivery filter - 8. Brake oil pump -
9. Rear brakes - 10. Parking brake pressure switch -
The presence of two accumulators (4 and 13) and two
11. Parking brake accumulator - 14. Parking brake con-
controlling spools (20 and 21) allow the operation of 8 trol solenoid switch - 15. Brake pedal valve - 16. Trans-
two separate circuits for the front and rear brakes. mission cut-off pressure switch - 17. Quick release pres-
63 cc/rev. 13 cc/rev.
The failure of one circuit does not influence the op- sure pick-up point - 18. Flow regulation valve - 19. Main
eration of the other one. check valve - 20. Front axle brakes control spool -
21. Rear brake control spool - 22. and 23. Check valves.
3.3 DISC BRAKE
The disc brake is composed of two oil-bath, discs The inner circumference of the discs is splined
and it is mounted inside the axle housing. On this and it is keyed to the axle shaft. The outer circum-
loader, four brake groups are mounted in the axles, ferences of the pressure plate and reaction plate
one on each axle shaft. are secured to the axle housing by dowels, so that,
The structure of the disc brake is described in the the locking of the brake discs causes the stop-
“TRANSMISSION” section. ping of the axle, thus braking.
3.3.1 OPERATION 2) Releasing the brakes

When oil pressure is relieved from the brake pis-
1) Actuation of the brake ton, this moves slightly rearwards to release the
The pressure of the brake oil acts on the rear face brake disc and the the braking action stops.
of the brake piston and locks the brake discs be-
tween the disc pressure plate and the reaction plate.
6 7 8
5
4 11
Brake
pressure oil
9
10
3
2
1
12
13
14
Fig. 3-4 Operation of disc brake
1. Axle shaft - 2. Planetary carrier - 3. Solar shaft - 4. Disc hub - 5. Reaction plate - 6. Pin - 7. Disc brake - 8. Disc pressure
plate - 9. Piston - 10 and 11. Sealing ring - 12. Spring - 13. Piston guide - 14. Screw.
3.4 BRAKE PEDAL VALVE
max 19°
To dump
To other users
or dump
T1
Rear brake feed
port (45 bar)
T2
Accumulator pressure Front brake feed port
adjustment (45 bar)
Fig. 3-5 Brake pedal valve
Angle adjustment with pedal

released 40° to 60°
3°
Min. angle from released position

to start sending pressure oil to
the brakes
Max working angle 16°
Pedal angle adjust

screw
Backlash
take-up screw Brake oil delivery
spools
Brake feed ports
Brake pressure adjustment stop

screw = Pf Max.
Fig. 3-6 Section view of oil delivery spools to users
3.5 BRAKES/POWER SYSTEM PUMP
The brakes circuit is powered by the hydraulic oil de-

livered by the pump keyed on the transmission hous-
ing, together with the steering pump. The same pump
powers the power system.
BRAKES PUMP (AND POWER SYSTEM)
Designation: ........................................................................................................... Kajaba KP1013ABGH

Type: ........................................................................................................................................ Gear type
Drive: .............................................................................................................. mounted on steering pump
Delivery ............................................................................................................ 32 lt/min (7.03 USG/min.)
Maximum pressure: ..................................................................................................... 170 bar (2465 psi)
5 4 3 2 1
10 9 8 7 6
Item "C"
13 12 11
Fig. 3-7 Brakes/power steering pump sections
1. Driven gear - 2. Mounting flange - 3. Gear plate - 4. Centering dowel - 5. Closing plate - 6. Oil seal - 7. Driving gear -
8. Side plate - 9. Side plate - 10. O-Ring - 11. Sealing device - 12. Gasket B - 13. Gasket A
3.6 PARKING BRAKE CONTROL
WARNING
To prevent possible damages to mechanical
components, do not engage the parking brake
while the machine is moving.
The parking brake (button B) operates on the

transmission output shaft blocking the machine when
parking.
Every time the machine is parked, move the gearshift
C lever into neutral and engage the parking brake.
B Brake engaged = ON
Brake disengaged = OFF
Note – When the engine is cut-off the parking brake is

Fig. 3-8 automatically engaged.
If during a stoppage the engine has been cut-off and

ON OFF the switch was left in position "OFF", it is necessary
to move the switch into position "ON" first and then into
"OFF" to re-start the machine.
P
P
Hazard light switch
Fig. 3-9 In the event of a failure or a forced stoppage, actuate
hazard light switch "C" as well as the parking brake.
3.6.1 CHECKING THE WEAR OF THE

PARKING BRAKE
Check that the minimum thickness of the friction
material is not less than 2 mm (0.07 in) for each braking
element “F”.
If not, replace the braking elements following this B
procedure:
1. Block the wheels of the loader with wedges;
T
2. After cleaning the surrounding area, remove piping
“T”;
3. Remove cover “C” and unlock locknut “D”;
C
4. Turn screw “E” anticlockwise until pressure
cylinder “P” is fully retracted. Under this condition,
the brakes can be replaced; A
5. Install the oil piping previously disconnected and
apply the pressure required to pre-charge spring
“M” (about 85 bar - 1232 psi);
6. Turn screw “E” clockwise until the braking Fig. 3-10
elements touch disc “G” then unscrew screw “E”
4/5 turn. Under this condition, the play between P S
disc and braking elements is 2 mm (0.07 in). M
7. Tighten locknut “D” holding screw “E” in its position.
8. Reinstall cover “C” tightening manually with a
filter wrench as much as possible;
9. If required, bleed the air through valve “S”.
3.6.2 SETTING THE PARKING BRAKE

To set the parking brake, follow points 1 through 3 and
6 through 8 of the procedure described here above. F
G C
E D
Fig. 3-11
3 - 10 BRAKE SYSTEM W190 EVOLUTION
3.7 PARKING BRAKE
Parking brake manual disengagement (in case of

emergency).
B
WARNING
T
Disengage the parking brake manually only if it is
C absolutely necessary. Namely, this should be done
only when towing a failed loader to traffic-free ar-
eas. If the loader is on an incline, check that the
wheels are securely blocked with wedges or
stones prior to releasing the parking brake.
A
Fig. 3-12
3.7.1 RELEASING THE PARKING BRAKE
Parking brake "A" operates on disc "B" keyed on the
P S transmission output shaft.
M In the event the engine fails to start or the hydraulic
pumps fail, or other troubles occur blocking the machine,
proceed as follows:
– Block the wheels of the loader with wedges.
– After cleaning the surrounding area, loosen cover
"C".
– Unlock locknut "D" and loosen setting screw "E"
anticlockwise, until the brake is released.
– Reinstall nut "D" and cover "C" tightening manually
as far as possible with a filter tool.
F D C
G E
The parking brake is of an oil-bath, multiple disc type
and it is mounted on the intermediate shaft of the
Fig. 3-13 transmission.
The brake is actuated by a series of inner springs and
it is disengaged by the oil pressure controlled by the
parking brake valve.
Its structure is described in the section “2 TORQUE
CONVERTER - TRANSMISSION”.
Fig. 3-14
W190 EVOLUTION BRAKE SYSTEM 3 - 11
3.7.2 OPERATION OF THE DISC PARKING

BRAKE
When the oil under pressure actuating brake piston

(1) is discharged, this is pushed by the force of spring
(2) closing the brake rotary discs against transmis-
sion output disc (4).
1 2
Fig. 3-15 Parking brake
1. Brake piston - 2. Springs - 3. Support plate - 4. Transmission output shaft disc - 5. Brake discs.
3.7.3 BRAKE DISENGAGEMENT
1. When pressure oil is sent to the rear surface of

the brake piston, this overcomes the spring action
and moves.
2. A clearance is established between each brake

disc and fixed plate, the brake discs are released
and the brake is disengaged.
3.8 OTHER COMPONENTS
3.8.1 SERVICE BRAKES ACCUMULATOR
The membrane accumulator is used to store pres- valve to the accumulator which maintains the pres-
sure oil to release the parking brake. sure at a certain value.
Oil from the charge pump is diverted by the check
CAPACITY ...................................................................... 1.4 l (0.36 gal)

MAX. WORKING PRESSURE FOR
ACCUMULATOR .................................................... 210 bar (3045 psi)
3 GAS TO BE USED ............................................................ NITROGEN

GAS PRE-CHARGE PRESSURE .............................. 45 bar (652 psi)
WEIGHT ............................................................. 5.4 kg abt (11.90 lbs)
Fig. 3-16 Accumulator
1. Gas filling plug - 2. Accumulator body - 3. Oil inlet connection.
3.9 BRAKE PEDAL VALVE HYDRAULIC CONNECTIONS
max 19°
N
M
T1
F R2 R1
R3
T2
TI2
P
T1
R1 F
P
B
R2
T2
TI1
X M
Fig. 3-17 Brake pedal valve hydraulic connections
F. Accumulator control pressure switch - M. Other users or to dump - N. Dump - P. Inlet - R1-2. Accumulator - T1-2. To the
brakes - TI1-2. Brake control pressure switch.
3.10 DIAGNOSTICS AND TESTING
3.10.1 BRAKE CONTROL PRESSURE TESTING
Connect two pressure gauges (end of scale 100 bar Release the lock-nut (E, Fig. 3-18) and turn the screw
(1450 psi)) to the pressure ports shown in Fig. 3-18. in or out if pressure values are not within the rated
range.
Apply the parking brake.
Such a pressure must be measured after a pedal stroke
Start machine engine and wait until it settles to maxi- of about 70 mm (2.79 in).
mum torque speed.
Seal the screw after adjustment.
With the engine idling, press the brake pedal and check
that pressure reading on the gauges is approximately
45 bar (652 psi).
Rear axle
pressure port
Front axle
pressure port
Fig. 3-18 Braking pressure adjustment
3.10.2 MINIMUM AND MAXIMUM ACCUMU-

LATOR RECHARGE PRESSURE AD-
JUSTMENT
Connect two pressure gauges (end of scale 200 bar different from the rated value, remove the plug (1),
(2900 psi)) to the quick coupling pressure ports release the lock-nut (5) and turn the screw (4) with
(7 and 8, Fig. 3-19) on the accumulators. micrometric variations until obtaining correct value.
Start machine engine and bring oil temperature to Check pressure again before tightening the lock-nut
approximately 40 to 50 °C (104 to 122 °F) by means (5).
of the attachment control lever. Cycle the brake pedal
several times to make oil temperature even. Maximum recharge value
With the engine idling and the parking brake applied,
Minimum recharge value observe maximum recharge pressure on pressure
With the engine idling and machine at a standstill, gauges M1 and M2.
brake slowly 4 or 5 times. Pressure should be 130 ± 5 bar (188 ± 72 psi).
Observe minimum pressure values on pressure If maximum recharge pressure is different from the
gauges M1 and M2 before recharge starts. rated value, remove the plug (1), release the lock-nut
The pressure gauges should momentarily read 80 ± 5 (3) and turn the screw (2) out to increase the accumu-
bars (1160 ± 72 psi). If minimum recharge pressure is lator maximum recharge pressure.
M1
M2
7
8
1 2 34
6
Fig. 3-19 Minimum and maximum accumulator recharge pressure adjustment
M1 & M2. Pressure gauges - 1. Plug - 2. Maximum pressure adjust screw - 3. Lock-nut - 4. Minimum pressure adjust screw -
5. Lock-nut - 6. Accumulators - 7 & 8. Pressure ports.
3.10.3 ACCUMULATOR PRE-CHARGE

TEST
Accumulators fitted to the braking system are mem- - disconnect tool (D) from the accumulator;
brane type, pre-charged using nitrogen.
- tighten the screw (2) to a torque of 1.1 daNm;
Normal minimum membrane porosity and continued
use reduce pre-charge pressure in time and limit ac- - test accumulator sealing using soapy water;
cumulator efficiency.
- screw on protective cover (1).
It is advised to check the nitrogen pre-charge every
six months and restore it, if necessary. Recharge the accumulator if the pressure is lower than
rated value.
Pre-charge pressure should never drop below approxi-
mately 90% of the rated value.
Check is to be carried out with the accumulators

drained of hydraulic oil. This condition is obtained as
follows:
- as regards accumulators (4 and 13, Fig. 3-3) by D1
pressing the brake pedal slowly several times;
- as regards the parking brake release accumulator
(11, Fig. 3-2) by operating repeatedly the diverter D
valve (14) with the engine stopped.
Check the pre-charge as follows:
- remove protection cover (1, Fig. 3-20);
- loosen the screw (2) by half turn using an hexago- M D1

nal Allen wrench;
- screw in tool D on the accumulator connection;
- ensure that tap (D2) is closed;
- turn the handwheel (D1) to loosen the screw (2);

D
- when the pointer of the pressure gauge (M) starts D2
moving, turn out the handwheel (D1) by one more
turn. 1
Now the pressure gauge shows the accumulator pre-

charge pressure, which should be 45 bar (652 psi). 2
If pressure is within the specified range of values,

proceed as follows:
Fig. 3-20 Accumulator pre-charge test
- close handwheel (D1);
D. Accumulator pre-charge test tool - D1. Plug control
- open tap (D2) to discharge nitrogen pressure from handwheel (2) - D2. Discharge tap - M. Pressure gauge -
within the tool (D); 1. Protective cover - 2. Threaded plug.
3.10.4 INSTRUCTIONS FOR THE RESTO-

RATION OF THE SERVICE BRAKES
ACCUMULATORS PRE-CHARGE
Using tool no. D (Fig. 3-21) screwed to the accumula- Close the nitrogen bottle tap.
tor connection (see 3.10.4. before) proceed as fol- Wait five minutes.
lows. Check on pressure gauge (M) that the inflation pres-
sure is 45 bar (652 psi) (for the parking brake the pres-
Loosen the plug and screw in the hose from a nitro- sure is 70 bar (1015 psi)). If lower, repeat the opera-
gen bottle complete with safety valve (V). tion).
If the pressure is higher, proceed as follows:
WARNING - DANGER - slowly turn the handwheel (D2) to let the nitrogen
out and close;
Use only nitrogen to recharge accumulators. Never
use oxygen or other gases for any reason what- - check on the pressure gauge (M) that pressure is
ever as explosion hazard may result. as required. If not, repeat the operation;
- turn the handwheel (D1) to screw in the accumula-

tor screw (2);
Slowly open the nitrogen bottle tap and check refill-
ing pressure as it increases on the pressure gauge
- remove tool (D);
(M).
- tighten the screw (2) to a torque of 1.1 daNm;
Important — Refilling pressure should be 10% at least - check accumulator sealing using soapy water;
higher than rated pressure considering that pressure in-
side the accumulator decreases when the compressed gas - screw on protection cover (1).
cools down.
D1
D
D1
V
M
D
1 D2
A
2
Fig. 3-21 Accumulator recharge device
D. Accumulator pre-charge test tool - D1. Plug control handwheel (2) - D2. Discharge tap - A. Nitrogen bottle - M. Pressure
gauge - V. Safety valve - 1. Protection cover - 2. Threaded plug.
3.10.5 BLEEDING THE BRAKE SYSTEM
It is necessary to bleed the brake system when any- Bleed the system as detailed below (this is a two-
one of the conditions here below occurs: man operation):
- position the machine on a level surface and start
- after replacing hydraulic oil in the attachment oil the engine;
reservoir;
- with the engine idling, one operator should release
- when air has entered the system because of poor the bleed screw (two on each axle) while the other
sealing of hoses or charge pump; is pressing the brake valve pedal. Tighten the bleed
screw before releasing the brake pedal;
- after disconnecting or replacing any of the system
parts. - repeat this operation until bleeding all air from the
system (fluid should come out of the bleed screw
free of bubbles);
- repeat for the other axle.
S S
Fig. 3-22 Brake oil bleed screw (S) locations on the axle (1 per brake)
3.10.6 BRAKE DISC WEAR CHECK
1 A 1 B
Fig. 3-23 Brake disc wear check hole locations
1 Threads: LOCTITE 572
The control of the wear on the 4 brake discs (for each Note — The check of the operation play must be per-
axle) is carried out after draining the oil from the group. formed using air pistols.
Remove inspection plugs (A) and (B);
The brake discs are to be replaced if a thickness gauge
blade of the 5.3 mm can be made to pass through the
steel discs.
SECTION 4
STEERING SYSTEM
INDEX

4.1.1 Description of the steering system operation ........................................................... 4-2
4.2 MAIN AND SECONDARY PRIORITY VALVES ...................................................... 4-6

4.2.1 Description of operation of main priority valve ......................................................... 4-6
4.2.2 Main priority valve diagram ..................................................................................... 4-8
4.2.3 Steering emergency circuit ...................................................................................... 4-9
4.2.4 Secondary priority valve .......................................................................................... 4-9
4.3 POWER STEERING ............................................................................................... 4-11

4.3.1 Power steering (removal) ......................................................................................... 4-11
4.3.2 Disassembly of power steering ............................................................................... 4-12
4.3.3 Assembly of the power steering .............................................................................. 4-14
4.3.4 Disassembly of the valve block .............................................................................. 4-16
4.4 TEST OF THE STEERING SYSTEM ..................................................................... 4-17
4.5 EMERGENCY STEERING PUMP .......................................................................... 4-20
4.6 STEERING CYLINDERS ........................................................................................ 4-21

4.6.1 Removal ................................................................................................................. 4-21
4.6.2 Disassembly and reassembly ................................................................................. 4-22
4.6.3 Installation .............................................................................................................. 4-22
W190 EVOLUTION STEERING SYSTEM 4-1
Type: ............................................................. hydraulically controlled by orbitrol actuated by the steering wheel

Angle of articulation of the frames .............................................................................. 40° rightward and leftward
Number of turns of steering wheel: ................................................................................................................ 3.7
Setting of pressure relief valve ............................................................................................... 210 bar (3045 psi)
Setting of safety valve pressure ............................................................................................. 280 bar (4061 psi)
Steering pump: ..................................................................................................................................... gear type
Steering cylinder:
Type: ................................................................................................................Stantuffo a doppia azione
Q.ty: ...................................................................................................................................................... 2
Cylinder stroke: ...................................................................................................................... 422 mm (16.61 in)
Weight (each): ............................................................................................................................ 31 kg (68.4 lbs)
The loader is of an articulated frame type. The steering (orbitrol 5) complete with check valves and steering
force is applied between the front and rear modules by cylinders (4).
a couple of double stroke cylinders actuated by an The emergency steering system is composed of the
orbitrol, directly connected to the steering column. The following components:
loader is also equipped with an emergency steer- - emergency pump (14);
ing system. - secondary priority pump (12);
The steering system uses the same oil of the equip- - two check valves on main and secondary priority
ment system. The two systems are combined, since valve;
the oil in excess of the steering pump is forwarded to - one check valve (8) with pressure switch (7) installed
the equipment system. The system is made of hydrau- on the oil return pipe to the tank.
lic tank (S) pump (1) main priority valve (2) steering unit
To equipment control
valve
2 12
To brakes
1
circuit
14
Hydraulic tank (S)
Fig. 4-1 Steering system
1. Main pump - 2. Main priority valve - 4. Steering cylinders - 5. Orbitrol - 12. Secondary priority valve - 14. Emergency pump.
4-2 STEERING SYSTEM W190 EVOLUTION
4.1.1 DESCRIPTION OF THE STEERING

SYSTEM OPERATION
The oil in tank (S) is sucked by pump (1) composed Operation of the LOAD SENSING system
of two sections: one section powers the steering/ The load sensing system provides the powering of
equipment system, the other powers the brake sys- the orbitrol with a quantity of oil (taken from the main
tem. pump delivery) required by the steering action, letting
the residual flow of the pump into the equipment hy-
The oil is directed toward priority valve (2) contain- draulic system (equipment control valve).
ing a spool that, in case of steering, sends the oil
directly to orbitrol (5). As an example, when the steering wheel is in neutral
position, the majority of the pump oil flow is forwarded
The hydraulic oil pressure at input (P) of orbitrol (5) to the hydraulic control valve operating the equipment
is controlled by pressure relief valve (6) set at 210 hydraulic system, so that the oil delivered by the main
bar (3045 psi), that discharges the oil in case the pump is used in an efficient manner to achieve the
said value is exceeded. maximum saving of energy.
When required, the oil is directed to the steering When the operator actuates the steering wheel, the
system and the equipment system. With the steer- oil is directed to the steering control cylinders through
ing at rest, the oil at the end of the priority spool the orbitrol. Two safety and anti-cavitation valves (1)
upward, thus allowing the oil of the pump to flow to located inside valve block (10) operate in the event of
the equipment system. The steering system has shocks on the wheels, absorbing their effects.
priority and gets oil first. The priority valve together
with the orbitrol make the LOAD SENSING sys- The valve have also an anti cavitation function, en-
tem. suring that with the orbitrol in neutral, the cylinder
chambers are always filled with oil, thus preventing
oil vacuums in the circuit in case of intervention of
the safety (shockless) valves protecting against hard
shocks on the wheels.
Under normal operation conditions of supply pump (1)
the oil delivered by emergency steering pump (14)
flows through secondary priority valve (12) to hydrau-
lic tank (S) with a pressure exceeding 1.5 bar (21.75
psi).
On the tank check valve (8) set at 1.5 bar (21.75 psi)
and pressure switch (7) are installed, that under nor-
mal conditions keep the emergency steering indica-
tor light in the cab OFF.
In the event, while the wheels are moving, a sudden

cut-off of the engine or supply pump (1) (steering sec-
tion) occur, orbitrol (5) sends a signal (LS) to second-
ary priority valve (12) that positions itself so that the
oil flow delivered by steering emergency pump (14) to
the orbitrol circuit.
The oil directed to the orbitrol is sufficient to ensure

the steering, even with engine inoperative.
Under these conditions, since the oil is diverted to

the orbitrol, pressure switch (7) monitors a pressure
drop (lower than 1.5 bar (21.75 psi)) and signals to the
operator the intervention of the emergency steering
pump (14) activating the relevant indicator light in the
cab.
7
8
P R
L
T LS
5-6 S
4 10 11
4
2 3
D
F
12
13
14
Fig. 4-2 Emergency steering circuit
D. To equipment control valve - F. To brake pedal valve - L. To left cylinder (bottom side) - LS. Load Sensing signal -
P. Supply form pump - R. To right cylinder (bottom side) - T. Discharge to tank - 1. Dual supply pump (steering/brakes) -
2. Main priority valve - 3. Check valves - 4. Steering cylinders - 5. Orbitrol - 6. Pressure relief valve - 7. Pressure switch for
emergency steering pump low pressure - 8. Check valve on tank (from emergency steering pump) - 9. Check valve (from
orbitrol) - 10. Valve block - 11. Safety and anti-cavitation valve - 12. Secondary priority valve - 13. Check valves on LS (load
sensing) circuit - 14. Emergency steering pump
11
L R
10
T
P
5 bar
9
LS
13
3
3
CF EF EF CF
PP 0.8 0.8 PP
12
2
LS
0.8 1.0 1.0 0.8
F 7
14
1,5 bar
1
8
Fig. 4-3 Steering hydraulic system
LEGENDA OF STEERING HYDRAULIC SYSTEM
D - To control valve
F - To brake pedal valve
L - To left cylinder (bottom side)
LS - Load-Sensing signal
P - Supply from pump
R - To right cylinder (bottom side)
T - Discharge to tank
1 - Dual supply pump
- Steering/equipment section
(max flow Q = 162 lt/min) (35.63 USG/min)
- Brakes/pilot system section
(max flow Q = 32 lt/min) (7.03 USG/min)
2 - Main priority valve (stand-by setting 12 bar)
(174 psi)
3 - Check valves
4 - Steering cylinders
5 - Orbitrol
6 - Pressure relief valve (setting 210 bar) (3045 psi)
7 - Pressure switch for emergency steering pump
low pressure
8 - Check valve on tank (emergency steering circuit
- setting 1.5 bar) (21.75 psi)
9 - Check valve (orbitrol circuit - setting 5 bar)
(21.75 psi)
10 - Valve block
11 - Safety and anti-cavitation valve (setting 280 bar)
(4061 psi)
12 - Secondary priority valve (setting stand by 4 bar)
(58.01 psi)
13 - Check valves on LS (Load Sensing) circuit
4.2 MAIN AND SECONDARY PRIORITY VALVES
4.2.1 DESCRIPTION OF OPERATION OF

MAIN PRIORITY VALVE
Oil is sucked by the pump and forwarded directly to Item (g) represents the position of the spool under
the main priority valve. The oil powers the valve from the conditions of equipment (booms and bucket) op-
duct (P). eration only without intervention by the steering. Check
In the event the steering of the machine is required, valve (1) is closed due to the lack of flow toward the
spool (2) is positioned as in detail a. This position is orbitrol, keeping the latter under pressure. This condi-
maintained by the return spring and by the oil coming tion is maintained for a few instants, due to the dy-
from duct (LS). namic leakage inside the orbitrol, from which an alter-
Duct (LS) is connected to the orbitrol and the pres- nate closing and opening movement of supply duct
sure is directly proportional to the steering speed. If (CF) occurs.
the steering is gradually zeroed (item b) the pressure If the steering is continued to stroke-end and the cir-
in the orbitrol decreases thus it decreases in duct (LS) cuit pressure increases, the pressure relief valve in-
as well. side the orbitrol opens discharging excess pressure
Being the delivery pressure to the orbitrol (duct CF) directly to the hydraulic oil tank.
higher, under these conditions, spool (2) moves and Two orifices (S1 and S2) creating a pressure gradient
presses the return spring gradually uncovering the downstream, provide a gradual movement of spool
delivery to control valve (EF). (2) during the various phases of operation.
123456
123456 Static oil
Oil under pressure Oil to discharge 123456
S2 2 1 1 1
EF CF EF CF EF CF
LS LS LS
PP PP PP
S1
P P P
a b c
Fig. 4-4 Main priority valve operation phases
a. Full flow delivery phase to orbitrol - b. Simultaneous flow delivery to orbitrol and equipment control valve - c. Full cutting
-off to orbitrol and full delivery to control valve - S1 and S2. Orifices - 1. Check valve - LS. From orbitrol - CF. To orbitrol and
(upon request) to secondary priority valve - P. From hydraulic pump - 2. Spool.
Removal Disassembly
The valve is installed on the frame on the left side of To disassemble the priority valve proceed as follows:
the machine, under the cab.
1) remove plug (1) and relevant O-Ring (2) from port
Drain the hydraulic oil from the tank, tagging and dis- (PP);
connecting the oil hoses. Remove the securing screws
and remove the valve. 2) remove plug (6) and relevant O-Ring (2) from port
(LS) and extract spring (5);
3) extract spool (3) using a nylon rod pushing from

the opposite side of the valve.
1 1
2
3
5
2
6 1
4
Fig. 4-5 Main priority valve
1. Plug - 2. O-Ring - 3. Spool - 4. Valve body - 5. Spring - 6. Orifice plug
1 60 Nm
Reassembly and installation
The reassembly and installation are performed revers-

ing the operations above.
Tighten the components to the prescribed torque indi-
cated in Fig. 4-5.
4.2.2 MAIN PRIORITY VALVE DIAGRAM
The priority valve is combined with the orbitrol to make

the "load sensing" system that distributes the flow of
the main pump to the steering and equipment hydrau-
lic systems.
EF CF
EF CF
PP
LS PP LS
P
P
Fig. 4-6 Priority valve diagram
P: PUMP (from main pump)

LS: LOAD SENSING (from Orbitrol)
EF: MAIN CIRCUIT (to equipment control valve)
CF: STEERING CIRCUIT (to orbitrol)
PP: PILOTING CIRCUIT (by-passed inside the valve)
Setting = 12 bar (174.04 psi)
4.2.3 STEERING EMERGENCY CIRCUIT
General description
The emergency steering circuit has the purpose of The configuration of the device includes a gear pipe
allowing the steering of the machine, in the event of directly keyed on the transmission to ensure, when
accidental cutting-off of the engine or in case of fail- the machine is moving (forward or reverse) the flow of
ure of the main steering pump. oil to the emergency system. Oil sucked by the emer-
Its intervention is signalled by the activation of an gency pump reaches the secondary priority valve that,
indicator light located on the right of the dashboard. in case of operating failure of the steering pump, is
positioned in a manner to ensure the flow of oil toward
the orbitrol and the cylinders.
TO ORBITROL
TO EQUIPMENT
CONTROL VALVE
TO ORBITROL
TO SECONDARY
PRIORITY VAL-
VE
CF EF EF CF
PP 0.8 0.8 PP
TO MAIN
PRIORITY
VALVE
0.8 1.0 LS 1.0 0.8
1.5 bar
STEERING/ EMERGENCY
BRAKES POWER STEERING
PUMP PUMP
TANK
CAB DASHBOARD
C H
STEERING
EMERGENCY
INDICATOR LIGHT
Fig. 4-7 Emergency steering diagram
4.2.4 SECONDARY PRIORITY VALVE
The secondary priority valve is equal to the main pri- The removal/disassembly/reassembly and installation
ority valve, being the "stand-by" pressure different at are the same of the main priority valve.
4 bar 58 psi, is installed on the frame, on the right
side, under the cab.
4 - 10 STEERING SYSTEM W190 EVOLUTION
4.3 POWER STEERING
The power steering is composed of the controlling valve Its normal function is the one of a hydraulic motor to
and rotor group. The controlling valve is a rotary valve perform dosing operations. In case of emergency, it
that, with its rotation changes the oil passages, thus is made to operate as a manual pump for manual
actuating the steering cylinders. The rotor group is steering (without hydraulic power).
located under the controlling valve.
3 4 6
L
5 DANFOSS 7
LS
Fig. 4-8 Power steering
1. Valve block - 2. Power steering - 3. To main and secondary priority valves (unit with emergency steering) - 4. To tank - 5.
From pump - 6. To left steering cylinder - 7. To right steering cylinder.
PT L R
OVPL 28
OSPL 1000 LS
LS
Fig. 4-9 Hydraulic diagram
W190 EVOLUTION STEERING SYSTEM 4 - 11
4.3.1 POWER STEERING
Removal
Drain the hydraulic oil from the tank, steer fully right- The power steering is complete with valve block (2)
ward or leftward to reach the zone under the cab. Tag that is flanged on the steering.
and disconnect the oil pipes from valve block (2). From It is suggested to mark the sections of the steering,
the inside of the cab, remove the steering column so that the same position is ensured when reassem-
guard, until the steering securing screws are reached, bling.
then remove the four screws (5). Remove the securing screws and remove valve block
Remove the steering complete with valve block. (2) and power steering (1).
5 1
4 6
1
2
Fig. 4-10 Steering column complete
1. Power steering - 2. Valve block - 3. Steering column - 4. Steering wheel - 5. Power steering securing screws - 6. Valve
block securing screws.
Note - 1 65 Nm 3 20 Nm
2 35 - 45 Nm 4 65 Nm ± 0.5
4.3.2 DISASSEMBLY OF POWER STEERING
Remove securing screws (24) and remove cover (21).
Remove fixed ring (19) complete with inner rotor (17).
Pullout spacer (16) and O-Ring (13).
Remove intermediate plate (14) and O-Ring (13).
Recover spacers (26 - 27) and pullout rotor drive shaft

(12).
Remove threaded bush (4) and extract ball (3) from

the check valve.
To remove the springs, it is necessary to pullout

slightly the rotary valve from the sleeve, remove blade
springs (9), extract the valve pushing it out from the
sleeve, paying attention to rotate it slowly to facilitate
the operation.
Check carefully all the components.

Check that the sliding surfaces are free from scratches
and are not deformed.
Replace all damaged parts.
Replace all seals and possibly the blade springs as
well.
It is important that the assembly of the parts making

the power steering done with the maximum cleanli-
ness.
Lubricate freely the parts with hydraulic oil.
Check that all oil ducts are unclogged.
Extract sleeve (11) complete with rotary valve (8).

Extract thrust bearing (6) and the sleeve return spring
retaining ring.
Disassemble the rotary valve from the sleeve, remov-
ing drive pin (10).
5
25
6
7
3
4 8
2
10
11
12
13
27
14 9
15
16 26
17
18
19
21
20
22
23
24
Fig. 4-11 Power steering parts
1. Seal - 2. Power steering body - 3. Check valve ball - 4. Treaded bush - 5. Seal - 6. Thrust bearing parts - 7. Ring -
8. Rotary valve - 9. Sleeve (11) return springs - 10. Sleeve (11) and shaft (12) drive pin - 11. Valve (8) seat sleeve -
12. Rotor (17) drive shaft - 13. O-Ring - 14. Intermediate plate - 15. O-Ring - 16. Ring - 17. Rotor - 18. O-Ring -
19. Rotor (17) fixed ring - 20. O-Ring - 21. Cover - 22. Washers - 23. Screw with pin - 24. Cover (21) securing screws -
25. Pressure relief valve - 26. Spacer - 27. Spacer
4.3.3 ASSEMBLY OF POWER STEERINGL
Install the seal in the power steering body. Insert ball (3, Fig. 4-12) into its seat on the body and
install threaded bush (4).
Reinstall rotary valve (8) into sleeve (11) turning it
slowly while installing it. To facilitate the operations to follow, before installing
the drive shaft, mark it with a sign parallel to the pin
Align the spring passage cuts and insert the springs cutting.
inside the sleeve and rotary valve.
Install drive shaft (12) checking that the slot is in-
Note – In the event a tool is required to install the serted on the pin.
springs, make it from a recessed head screw wrench
of appropriate size. Note – Mark (B) on the shaft must be parallel (C) to
The long part of the wrench must be splined for a depth the drive pin and surface (D) securing the valves block.
of about 13 mm and a width of 3.2 mm.
Place intermediate plate (14, Fig. 4-12) and ring (16)
Centre correctly the springs installed so that they re- with the relevant O-Rings.
sult flush with the outer diameter of the sleeve. Insert spacers (26-27). Install fixed ring (19) complete
with rotor (17).
Insert ring (7) retaining the springs.
Note – Make sure that the two vanes of the rotor indi-
Install pin (10) driving the sleeve/rotary valve. cated in the figure are parallel (A) to mark (B) made
previously on the shaft, thus to drive pin (C) and sur-
Install thrust bearing (6). face (D) securing the valve block.
Insert the sleeve assembly into the orbitrol body, Install the cover checking that the marks made prior
making sure that all parts are free to turn. to the disassembly coincide.
Note – During the installation of sleeve (11) in Assemble the group tightening the screws to the torque
the orbitrol body, make sure that the drive pin of 35 Nm. following the sequence indicated in
remains horizontal. Fig. 4-12.
Note – Screw w/ pin (23) must be inserted in the hole

where threaded bush (4) is.
A
6 4
B
C
A D 1 2
C D 3 7
Fig. 4-12 Timing of power steering
A - B - C - D. Surfaces that must result parallel among them at the reassembly.
5
25
6
7
3
4 8
2
10
11
12
13
27
14 9
15
16 26
17
18
19
21
20
22
23
24
Fig. 4-13 Power steering parts
4.3.4 DISASSEMBLY OF THE VALVE

BLOCK
Remove plugs (8) from the valve block as well as the Replace the O-Rings.
multiple safety, shockless and anti-cavitation valves
(5). Lubricate all parts.
Extract from the block check valves (9). Reassemble the component parts reversing the dis-
assembly sequence.
Clean accurately all the components and check that
the sliding surfaces are free from scratches. Install the valve block assembly on the orbitrol tight-
ening the screws to a torque of 65 Nm.
C1
9 2
3
8
10 7
6
5
5
6
7
8
1
Fig. 4-14 Exploded view of the valve block
1 and 2. O-Rings - 3. Dowel - 4. Securing screws - 5. Multiple safety valves - 6. Springs - 7. O-Ring - 8. Plugs - 9. Check
valves - 10. Valve body.
Note - 1 37 - 43 Nm
4.4 TEST OF THE STEERING SYSTEM
The steering cylinder control circuit is powered by a The pump sucks oil from the hydraulic tank and for-
hydraulic pump in two sections. wards it, with the steering inoperative, to the equip-
One section of the pump powers, through a priority ment control valve. The oil flow in the delivery circuit
valve, the steering system. is proportional to the performance required.
The other section powers the brakes system and the A main pressure relief valve set at 210 bar (3045 psi)
pilot valve. regulates the maximum pressure of the system, dis-
charging the excess pressure.
1 1
Fig. 4-15 Installation of the steering pump on the transmission-torque converter group
1. Steering pump - 2. Brakes/pilot system pump - 3. Torque converter.
Note: 1 Mating surfaces:

LOCTITE 509
Steering section
Designation: Kayaba KFP5163

Type: gear
Drive: gear
Maximum delivery: 162 lt/min (35.63 USGgal)
Maximum pressure: 210 bar, 2300 rpm (3045 psi)
Engine/pump speed ratio: 0.894 : 1
Delivery side
Suction side
2 1
Suction Delivery
IN
Rotation direction
Fig. 4-16 Steering and brakes/pilot valve pump
1. Front pump (steering) - 2. Rear pump (brakes-power system)
7 6 5 4 3 2 1
B A
B A
12 10 11 10 9 8
15 14 13 13 14 15
Section B-B Section A-A
Fig. 4-17 Steering pump section
1. Mounting flange - 2. Driven gear - 3. Intermediate plate - 4. Centering dowel - 5. Covering plate - 6. Adapter - 7. Brakes/
power system pump (see fig. 4.11) - 8. Seals - 9. Washer- 10. Plate - 11. Driving gear - 12. Coupling sleeve - 13. Plate -
14. Back-up ring - 15. Seal.
4.5 EMERGENCY STEERING PUMP
Designation: ......................................................................................................... ZF driven by the transmission

Type: ............................................................................................................................. bi-directional, gear type
Drive: .......................................................................................................................................................... gear
Delivery: ...................................................................................................................................... 32 cu cm /turn
4
3
2
1
Fig. 4-18
Removal Reinstallation
Disconnect the hydraulic pipes from emergency steer- Position correctly spacer (4) and O-Ring (3) then in-
ing pump (2) remove securing screws (1) and remove stall steering emergency pump (2).
the pump. Tighten securing screws (1) and connect the hydrau-
Recover spacer (4) and O-Ring (3). lic pipes.
4.6 STEERING CYLINDERS
The two, double acting, steering cylinders, with rod 4.6.1 REMOVAL
and cylinder sleeve mounted, respectively, to the front
and rear module of the frame. Proceed as follows:
The loader is steered by extracting or retracting the - drain the oil from the equipment reservoir;
- disconnect the oil pipes;
rod.
- from the rod side, loosen the retaining plate secur-
ing screw and extract the pin;
Specifications: - disconnect the greasing pipe of the pivot pin from
Cylinder bore ................................... 80 mm (3.14 in) the left cylinder;
Rod diameter ................................... 45 mm (1.77 in) - from the bottom side, loosen the retaining plate se-
Piston stroke ............... 422 ± 2 mm (1661 ± 0.07 in) curing screw and extract the pin;
Weight ............................................... 31 kg (68 lbs) - remove the cylinder assembly.
1 1 2 3 4 8 9 10 11 12 2
13 3
5 6 7 Section 14
17 4 15
16
Fig. 4-19 Steering cylinder components
Notes - 1 46 daNm (330 ft-lbs) 4 Pressure pick-up (PT 1/8)
2 105 daNm (759 ft-lbs)

Threaded area: LOCTITE 767
3 1.65 daNm (11.9 ft-lbs)
1. Cylinder head - 2. O-Ring - 3. Back-up ring - 4. O-Ring - 5. Mud scraper - 6. Bushing - 7. Seal - 8. Cylinder rod -
9. Cylinder sleeve - 10. Piston seal - 11. O-Ring - 12. Piston - 13. Stop screw - 14. Steel ball - 15. Ball bushing - 16. Snap
ring - 17. Pressure pick-up plug.
4.6.2 DISASSEMBLY AND REASSEMBLY 4.6.3 INSTALLATION
Loosen cylinder head (1) and extract rod (8) complete Reinstall the cylinder on the machine, reversing the
with piston (12). removal sequence.
Loosen the piston securing screw (13), then loosen it After starting the engine, check, with repeated move-
from the cylinder rod (8). ments of the steering, that the cylinder rod does not
show signs of leakages.
In the event the ball bushing has an excessive play,
replace it as follows: Handle all components with great care.
Do not place hands and fingers between parts. Wear
- remove retaining snap rings (16); glasses, gloves and safety shoes.
- using a punch or a press, extract bushing (15) from
its seat, taking care to push on the outer side of the
bushing only.
Check that the rod is free from signs of denting, burr-

ing or wear.
Check, using a ruler or placing it on a flat surface,
that the rod is not bent.
Inspect the inside of the cylinder; in the case of
scratches or wear, it must be replaced.
Replace all damaged components.
Reassemble the cylinders, reversing the disassem-

bly phases considering the following:
- lubricate all parts appropriately;

- install new seals, ensuring the correct position and
direction;
- tighten the piston to torque 2;
- tighten screw (13) to torque 3 and stake;
- tighten front head (1) to torque 1 .
SECTION 5
BUCKET BOOMS AND FRAME

INDEX

5.1.1 Bucket .................................................................................................................... 5-5
5.1.2 Bucket automatic positioner .................................................................................... 5-6
5.1.3 Setting the boom maximum height .......................................................................... 5-7
5.2 FRAME ................................................................................................................... 5-8

5.2.1 Frame central pivot ................................................................................................. 5-9
5.3 BUCKET STOPS .................................................................................................... 5-11

W190 EVOLUTION BUCKET BOOMS AND FRAME 5-1
The load handling system is composed of: The bucket positioner device and the boom kick-out
- booms ensure an optimised efficiency of the equipment.
- strut All pivot pins of the handling system have dust seals
- link to prevent the entry of debris.
- bucket The three bucket pivot pins and the lower strut hing-
- bucket cylinder ing pin are equipped with O-rings. All pivot pins are
- boom cylinders mounted with securing screws.
- pins For the part relative to bucket and boom cylinders,
please refer to Section 6 (Hydraulic system).
Linkage Zed
Bucket shape DEB, general purpose
Bucket capacity:
Heaped 3.4 cum
Struck 3.1 cum
Bucket positioner Mounted (proximity type)
Boom kick-out Mounted (proximity type)
Weight:
Booms 1100 kg (2420 lbs)
Strut 275 kg (606 lbs)
Link 58 kg (128 lbs)
DEB bucket (without cutting edge) 1275 kg (2810 lbs)
5-2 BUCKET BOOMS AND FRAME W190 EVOLUTION
3 4
11 8 9
7
7 12
8 12
11
9
10
10
Detail of typical pin Bucket pins
Fig. 5-1 Booms, strut and bucket
Note – Apply grease to the inner surfaces of the bushings and dust seals, prior to inserting the pins. Apply rust
preventing oil to the inner surfaces of the bosses.
1. Bucket - 2. Strut - 3. Boom - 4. Bucket cylinder - 5. Link - 6. Boom cylinder - 7. Locking screw - 8. Dust seal - 9. Bushing -
10. Pin - 11. Grease fitting - 12. O-Ring.
Section A-A Section B-B Section C-C
1
1
1
Section D-D Section E-E Section F-F
Section G-G Section H-H Section I-I
Fig. 5-2 Booms, Strut and Bucket
Note - 1 Set a maximum play at 1.5 mm (0.059 in) or less.
The 5 mm. diam. hole of the bush

must be aligned with centre line
of the link and cylinder ringes.
D
D
Section D-D
Duter lube
groove
Bush installation diagram
8 mm
Immer lube
groove
Fig. 5-3 Installation of equipment central hinging bushes
Note – In the central hinging of the link (section D-D), the bushes must be oriented with the outer grooves directed
inword.
5.1.1 BUCKET
A standard bucket, with a screw-on reversible cutting The choice of the type of bucket, as a function of the
edge, is supplied as a standard. Upon request, a material and the work conditions, is essential, to en-
welded cutting edge and a bolted teeth version is avail- sure an efficient performance
able.
(Multiple purpose bucket with reversible cutting

edge, DEB)
Note - 1 1070 Nm (788 ft-lbs)
(Multiple purpose bucket with bolted teeth)
Note - 1 1940 Nm (1430 ft-lbs)
2 1070 Nm (788 ft-lbs)

2
1
Fig. 5-4 Bucket
Removal of the bucket

Rest the bucket on the ground on a flat surface.
Position some wooden shims under the booms so
that, when the booms are separated, the position
remains unchanged, facilitating the reinstallation.
Remove the screws securing the link and boom pins,
pullout pins (1 and 2) paying attention that the grease
fittings are not damaged, recovering eventual shims in
place.
Sling a hoist to the bucket, using the two existing eyes,

then disconnect it from the booms and lift it carefully.
Reverse the operations to re-install the bucket.
1 2
Fig. 5-5
5.1.2 BUCKET AUTOMATIC POSITIONER
WARNING
Before setting the bucket automatic positioner,
Mark engage the parking brake. Do not allow any by-
B
stander to linger near the loader.
The tilt circuit is equipped with a bucket automatic

A positioner.
This device has the purpose of returning automatically
the bucket to a horizontal position, every time, after
dumping the material, the machine is going to return to
a new work cycle.
Fig. 5-6
For this purpose, when the bucket is dumped forward,
move the bucket tilt lever backward, beyond stroke-
end (to the left in case of a single lever control). The
lever is held by an appropriate detent and returns by
itself into neutral position once the bucket reaches the
pre-established position, being when the two red mark
overlap (horizontal bucket). The horizontal positioning
of the bucket is set as follows:
– start the engine and position the bucket parallel to
the ground;
– cut-off the engine;
– loosen nut A;
C – slide the device in the slot until the final end of rod
B is aligned with sensor C.
– tighten nut A.
The maximum actuating distance of device C indicated
with respect to rod B is 5 mm (0.20 in). Comply with this
Fig. 5-7 tolerance, using nut A as required.
5.1.3 SETTING THE BOOM MAXIMUM

HEIGHT
Sensor "A" provides the automatic detent of the boom

raise control lever, with the subsequent return to
neutral of the same lever each time the booms reach
E
maximum height.
The maximum raise of the booms is set proceeding as
follows:
– Start the engine and raise the booms to the highest A
position desired;
– Cut-off the engine; C B
– Loosen securing screws "B" and move plate "C" as
required;
– Fasten the securing screws;
– Start the engine and operate the boom raising a few Fig. 5-8
times to verify the correct positioning.
The maximum actuating distance of the device with
respect to plate "E" is 5 mm (0.20 in). Comply with this
tolerance, positioning sensor "A" using the securing
nuts.
5.2 FRAME
The frame is of a type with welded steel plates with

two modules pivoting between them, and the equip- WARNING
ment mounted on the front module and the engine-
Do not attempt any modification on the ROPS (Roll
transmission on the rear one.
over protection structure) if mounted, without the
previous authorisation by the Manufacturer. In the
event the ROPS is damaged or deformed as a
consequence of a roll over or a collision, it is
recommended that it is replaced with a new one,
since a damaged or deformed ROPS has a low
structural strength.
20
21
19
6 22
4
2
5
1
15 14
18
22
5
3 23
4
32
13
11 24 29
9 25 31
17 30
12 26 26
28 27
8
14
12
10
11
Fig. 5-9 Frame
1. Bearing - 2. Plug - 3. Cover - 4. Seal - 5. Shim - 6. Valve - 7. Split pin - 8. Bearing - 9. Plug - 10. Plug - 11. Seal - 12. Shim-
13. Screw 16x120 - 14. Grease fitting - 15. Front frame - 16. Pin - 17. Shim - 18. Shim - 19. Pin - 20. Screw 16x25 - 21. Flat
washer - 22. Bush - 23. Pin - 24. Bush - 25. Bush - 26. Flat washer 16x30x3 - 27. Screw 16x55 - 28. Screw 16x100 - 29. Shim -
30. Flat washer - 31. Shim - 32. Rear frame
Fig. 5-10 Rear ballast installation
Note - 1 1510 Nm Ballast weight: 1965 kg (4332 lbs)
5.2.1 FRAME CENTRAL PIVOT
The loader is of an articulated frames type: the front

frame is connected to the rear frame by two hinging
pins around which the loader is pivoting, when steer-
ing.
WARNING
The steering action could crush the body between

the two modules (front and rear) of the frame.
Block the articulation with the safety bar, prior to
transporting the machine or performing repair
(With loader under repairs)
interventions. On the other hand, relocate the
safety bar in its original position, prior to starting
operating the machine. Fig. 5-11 Safety bar
5 - 10 BUCKET BOOMS AND FRAME W190 EVOLUTION
(Upper hinging)
3 1 4
1 7
4 2
3 8
(Lower hinging)
9 13
3 1 14
15
16
10 17 4
11 18
12
1 2
Fig. 5-12 Central hinging
Note - 1 90 Nm 3 Threaded area: LOCTITE 262
2 223 Nm 4 Ring outer area: LOCTITE 262
1. Cover - 2. Dust seal - 3. Bushing - 4. Cover - 5. Shim - 6. Grease fitting - 7. Bearing - 8. Pin - 9. Bushing - 10. Cover -
11. Shim - 12. Washer - 13. Pin - 14. Cover - 15. Shim - 16. Bearing - 17. Dust seal - 18. Bushing
W190 EVOLUTION BUCKET BOOMS AND FRAME 5 - 11
5.3 BUCKET STOPS
MAX LENGHTH -5 mm
A
30
580
Fig. 5-13
Set lower bucket hinging pin axis at 580 mm (22.82 in) from ground.
Extend bucket cylinder to its max. position and then retract it by 5 mm.
Weld the two upper abutting end plugs "A" to the bucket. Plug thickness shall be equal to the span between boom
and bucket.
5 - 12 BUCKET BOOMS AND FRAME W190 EVOLUTION
20
Fig. 5-14
Set booms to max. height.

Weld the two lower abutting end plugs "B" to the bucket so that with completely tilted bucket, "C" span is equal
to 2 mm (0.07 in) max.
SECTION 6
EQUIPMENT HYDRAULIC SYSTEM

INDEX

6.1.1 Hydraulic system diagram ....................................................................................... 6-3
6.2 HYDRAULIC SYSTEM PUMP ................................................................................ 6-5

6.2.1 Inspection and repair of equipment pump ................................................................ 6-7
6.3 EQUIPMENT CONTROL VALVE ............................................................................ 6-9

6.3.1 General description ................................................................................................. 6-9
6.3.2 Main pressure relief valve ....................................................................................... 6-11
6.3.3 Safety and anti-cavitation valves ............................................................................ 6-12
6.4 CONTROL VALVE CONTROLS .............................................................................. 6-13

6.4.1 Control valve hydraulic control ................................................................................ 6-15
6.4.2 Supplementary hydraulic function (variant) .............................................................. 6-18
6.5 HYDRAULIC OIL RESERVOIR ............................................................................... 6-20
6.6 CYLINDERS ........................................................................................................... 6-21

6.6.1 Booms cylinders ..................................................................................................... 6-21
6.6.2 Bucket tilt cylinder .................................................................................................. 6-22
6.7 L.T.S. ANTI-PITCHING SYSTEM (Variant) ............................................................. 6-23

6.7.1 Description .............................................................................................................. 6-23
6.7.2 Discharge of the accumulators ................................................................................ 6-23
6.7.3 L.T.S. hydraulic diagram .......................................................................................... 6-25
6.7.4 Functional tests of L.T.S. system ............................................................................ 6-26
6.7.5 Test of L.T.S. accumulator precharge ..................................................................... 6-27
6.7.6 Instruction for the resetting of accumulator precharge ............................................. 6-28

W190 EVOLUTION EQUIPMENT HYDRAULIC SYSTEM 6-1
Equipment pump
Hydraulic oil
tank
Main hydraulic
circuit
Bucket dumping
cylinder
Equipment
control valve
Right boom
Left boom cylinder
cylinder
Fig. 6-1 Equipment hydraulic system
6-2 EQUIPMENT HYDRAULIC SYSTEM W190 EVOLUTION
The configuration of the hydraulic system is as fol- The equipment control valve is connected the steer-
lows: A hydraulic oil tank with a 97 lt (25.62 US gal) ing circuit. The oil in excess coming from the steering
capacity (capacity of system 132 lt (38.87 US gal)) pump is directed, when the steering is inoperative, to
mounted centrally on the right of the loader, complete the equipment circuit by the main priority valve. Also,
with filter and by-pass valve set at 1 bar (14.50 psi), the circuit includes, upon request, a system reducing
located on the return circuit from the actuators. the stress caused by the travelling of the machine on
A hydraulic pump with discharge valve mounted on rough terrain with a loaded bucket, designated as L.T.S.
the transmission housing driven by the gear mounted (Load Travel Stabiliser).
on the torque converter pump wheel. I fact it is known that when travelling on rough ground,
An equipment monobloc control valve with two sec- the bucket load causes a disturbing pitching of the
tions receiving the oil from the pump, with a main machine, influencing the stability of the load and of
pressure relief valve set at 210 bar (3045 psi). the loader besides the discomfort of the operator.
The control valve has two sections in series, control- In this instance, a large hydraulic accumulator
ling two circuits respectively: bucket rollback/dump- preloaded with nitrogen, is capable of absorbing the
ing and boom raising/lowering. dynamic loads, is connected to the boom cylinders
Each one of the two circuits is equipped with safety through a valve block.
and anti-cavitation valves preventing dangerous pres- Once the speed of 7 kph (4.35 mph) is exceeded, a
sure peaks that could overload pipes and cylinders. solenoid valve automatically actuates the circuit, con-
Each section has a spool hydraulically piloted by a necting the cylinder chambers with the accumulator,
power assisted pilot valve. The control valve piloting providing the damping action.
system operates at a pressure of about 30 bar (435 A sequence valve set at 120 bar (1740 psi) protects
psi) and it is connected to the brakes system. The the accumulator from pressure peaks.
pilot valve can by hydraulically cut-off by a three-way
stop valve so that accidental movements of the le-
vers are not causing undesired movements of the
equipment.
ATTACHMENT BUCKET CYLINDER BOOM CYLINDERS 6.1.1 HYDRAULIC SYSTEM DIAGRAM

1 2 3
7
4 A
B
P T
6
Y
A1 8
B1
X2 B B3
5
A3 274 bar
X1 Pb3 Pa3 A2 M
B2 B2
186 bar
A Y T 230 bar
MX MA
A2
Pb2 Pa2
A3
P1 T1 B3 P 9
210 bar T
B1 V = 0,71 T
175 bar Po = 19 bar
175 bar
A1
Pb1 Pa1 30 bar
B
PV
P2 T2
10
VPP
Q = 162 1/ min
1. Auxiliary application
Implement
Brake / Manipulator / Orbitrol
2. Bucket cylinder
Steering / implement
3. Boom cylinder
Q = 162 1/ min
4. Load Travel Stabiliser (LTS) valve
Q = 32l / min.
5. Three-spool equipment control valve
12 6. Pilot valve
Engine rated speed : 2175 rpm 7. Pilot valve cut-off valve
Engine / Pump ratio : 0,894
Pump rated speed : 2300 rpm 8. Pilot valve - brakes filter
9. Pilot system pressure relief valve
172
10. Heat exchanger
63cc/rev. 13cc/rev.
bar 11. Hydraulic oil tank
12. Equipment pump
63cc/rev.
B. From Fan Drive system valve block
F. To brake pedal
1 bar M. From brake pedal
S. From steering main priority valve
Fig. 6-2 11 VP. To steering main priority valve inlet
6.2 HYDRAULIC SYSTEM PUMP
The hydraulic cylinder control is powered by a hy- This valve set at 210 bar (3045 psi) regulates the maxi-
draulic pump sucking oil from the hydraulic tank and mum pressure in the system, discharging the pres-
forwarding it to the equipment control valve. sure in excess through a quick discharge valve in-
The pressure to be established in the delivery sys- stalled at the output of the equipment pump.
tem is proportional to the performance required and it
is in any case, limited by the pressure relief valve.
Specifications of equipment pump
Designation: ................................................................................................... KayabaKFP5163AY-APNH

Type: ................................................................................................................ gear with discharge valve
Drive: ................................................................................................................................................ gear
Delivery at 2300 rpm: .................................................... 162 lt/min (35.62 USG/min) at 170 bar (2465 psi)
Maximum pressure at nominal speed: .......................................................................... 210 bar (3045 psi)
Engine/pump speed ratio: ...........................................................................................................0.894 : 1
Pump rotation ranges: ...................................................................................................... 600 ÷ 2500 rpm
Weight ........................................................................................................................ 28.7 kg (63.27 lbs)
5
4
2 3
B
Fig. 6-3 Installation of pump on transmission-torque converter group
A. From hydraulic oil tank (suction) - B. To equipment control valve (delivery) - 1. Equipment pump - 2. Quick discharge
pump - 3. Transmission - 4. Steering - brakes pump - 5. O-Ring.
36 35 37 38 14 9 5 1 3 4 13 11
B A
D C
B A
6 7 6 7 10 2 5 10 12
Detail C Detail D
6 7 8 7 6
26 30 29 28 27 24 30 25 30 8
32
23
20
22 22
31
17 19 21 34 33 15 16 18
Section B - B Section A - A
Longitudinal section of
discharge valve
172 Bar
Fig. 6-4 Equipment pump
1. Gear plate - 2. Drive gear - 3. Driven gear - 4. Mounting flange - 5. Plate - 6. Seal - 7. Retainer - 8. Plate - 9. Dowel -
10. O-Ring (high temperature) - 11. Seal (high temperature) - 12. Circlip - 13. Washer - 14. Pump cover - 15. Plunger -
16. Check valve - 17. Plug - 18. Circlip - 19. Spring - 20. Plug - 21. O-Ring - 22. O-Ring - 23. Nut - 24. Setting screw -
25. Nut - 26. Plug - 27. Spring guide - 28. Spring - 29. Push rod - 30. O-Ring - 31. Plug - 32. O-Ring - 33. Plug - 34. O-Ring -
35. Screw (L=85.8 mm (3.37 in)) - 36. Screw (L=132 mm (5.19)) - 37. Screw (L=188.5 mm (7.42 in)) - 38. Washer.
6.2.1 INSPECTION AND REPAIR OF EQUIP-

MENT PUMP Suction
chamber
When disassembling, mark all components so that
a
they can be re-installed in the correct position.
After cleaning each individual item, inspect all the parts
of the pump.
1) Gear plate
One of the methods to obtain a better volumetric
efficiency of a gear pump is the design allowing
the end of the teeth to stay in contact with the
inner wall of the chamber containing the gear it-
self.
Consequently, once the pump starts running, marks
left by the gear teeth are shown around the suc-
tion port (fig. 6-5).
The contact mark is normal as long as it is less
than 1/2 the inner circumference of the gear cav- Contact
ity. mark
Dimension a of the mark depth (fig. 6-6) is normal
if it as about 0.05 mm (0.00196 in). When dimen-
sion a exceeds 0.15 mm (0.00589 in) also the shaft Fig. 6-6 Dimension of mark depth
and bearings can wear out. Thus, these items as
well, must be thoroughly checked.
If a is ≥ 0.15 mm (0.00589 in), replace the pump
with a new one.
2) Driving and driven gear

In case the shaft or the gear surface shows rough-
ness felt by running a finger nail, or in case the
surface of the teeth shows excessive wear zones,
Suction it is necessary to replace the item.
chamber
d
Ø
Contact
mark
Fig. 6-5 Gear intermediate plate Fig. 6-7
3) Pressure plate
As shown in fig. 6-8, the pressure plate, under Sliding
normal conditions, shows smoothed irregularities bearing
on the copper alloy side of the surface touching
the gear.
If during the disassembly operation, the following
situation is found, replace the part with a new one:
– In case the level of roughness found shows

several scratches that can be felt by a finger
nail.
Suction side
Irregularities Discharge
side
Fig. 6-9 Irregularities on the bearings

Suction side
Irregularities
Fig. 6-8 Irregularities on the plate
4) Mounting flange (1) and covering plate (8)

(fig. 6-7)
Regarding the mounting flange and the cover plate,
check to find out it there is an eventual wear in the
bearing zone (fig. 6-9).
If the teflon film is worn-out and the red surface of
the copper base metal is showing for an arc larger
than 150° along the inner circumference of the
bearings, change the part.
6.3 EQUIPMENT CONTROL VALVE
6.3.1 GENERAL DESCRIPTION
The oil ducts inside it are of a series type, so that the When the pressure in the system exceeds the value
bucket function has priority over the booms function. of 210 bar (3045 psi), the main pressure relief valve
Thus, pressurised oil reaches the booms port only discharges oil to protect cylinders and pipes.
when the bucket spool is in neutral. The safety and anti-cavitation valves protect the rel-
The control valve is hydraulically actuated by the pi- evant circuits from sudden preassure peaks due to
lot valve located in the cab; it is equipped with a main mechanical loads on the equipment capable of caus-
pressure relief valve and three safety and anti-cavita- ing a pressure increase beyond the pre-set value, and
tion valves. they are mounted on the single spools of the control
valve.
SPECIFICATIONS OF EQUIPMENT 2-SPOOL CONTROL VALVE
Model Kayaba KVML-270-2

Type series, hydraulically piloted
Spool sequence P ⇒ BUCKET ⇒ BOOMS ⇒ T
Setting of main valve 210 bar ± 5 (3045 psi ± 72)
Setting of secondary valve (A1) 230 bar ± 5 (3336 psi ± 72)
Setting of secondary valve (B1) 186 bar ± 5 (2698 psi ± 72)
Setting of secondary valve (A2) 274 bar ± 5 (3974 psi ± 72)
Delivery 270 l/min (59.39 USG/min)
Weight 54 kg (119 lbs)
6 - 10 EQUIPMENT HYDRAULIC SYSTEM W190 EVOLUTION
View from C
3 4
Fig. 6-10 Equipment 2 spool control valve
1. SAFETY AND ANTI-CAVITATION VALVE A1 - B1 BUCKET SPOOL SECTION

(186 bar ± 5) (2698 psi ± 72) A2 - B2 BOOMS SPOOL SECTION
2. MAIN PRESSURE RELIEF VALVE P1. OIL INLET (FROM PUMP)
(210 bar ± 5) (3045 psi ± 72) P2. OIL INLET (FROM STEERING VALVE)
3. SAFETY AND ANTI-CAVITATION VALVE T1. DISCHARGE
(274 bar ± 5) (3974 psi ± 72) T2. DISCHARGE (FROM STEERING VALVE)
4. SAFETY AND ANTI-CAVITATION VALVE
(230 bar ± 5) (3336 psi ± 72)
W190 EVOLUTION EQUIPMENT HYDRAULIC SYSTEM 6 - 11
6.3.2 MAIN PRESSURE RELIEF VALVE
The main pressure relief valve is located in the inlet b) Operation (A)
section, between the neutral duct and the low pres-
sure duct (discharge duct). When the pressure in neutral duct (HP) increases
and exceeds the pressure setting of the main re-
lief valve piloted valve (5) opens. Pressurised oil,
discharged by the pilot valve, enters low pressure
duct (LP), flowing through sleeve (4) and valve
Operation seat (6).
a) At rest
Oil at the delivery pressure in neutral duct (HP)

flows through orifice (2) of main valve (1) filling
inner cavity (3). Because of the surface difference 4
on which the pressure actuates, main valve (1)
stays closed in its seat in sleeve (4). 6
LP
HP
4
LP
LP 5
HP
Fig. 6-12 Operation (A)
LP
1 2 3
Fig. 6-11 At rest
c) Operation (B) Operation
When pilot valve (5) opens, the pressure in inner a) At rest

cavity (3) decreases, moving main valve (1), so
that pressurized oil in neutral duct (HP) can dis- Pressurized oil, in the port connected to cylinder
charge directly into low pressure duct (LP). (HP), flows through the orifice in piston valve (1)
and acts on the opposite surfaces of make-up valve
(2) and safety valve (3). Due to the surface differ-
ence on which the pressure works, the two valves
are kept closed, one against the other.
LP
2
LP
HP
HP
LP
1 LP 3
1 3 5
Fig. 6-14 At rest
Fig. 6-13 Operation (B)
b) Operation (A)
6.3.3 SAFETY AND ANTI-CAVITATION When the pressure in the port connected to cylin-
VALVES der (HP) increases and exceeds the setting of the
safety pressure, pilot valve (4) opens.
The safety and anti-cavitation valves are mounted in Pressurized oil, discharged by the pilot valve, en-
the bucket and booms sections. ters low pressure duct (LP) flowing through make-
In the bucket section, a valve is located between port up valve (2) and valve seat (5).
(A1) connected with the cylinder (bottom side) and the
discharge duct, and a valve between port (B1) con-
nected with the cylinder (rod side) and the discharge
5
duct.
LP 2
The booms section is equipped with a single safety
valve, located between port (A2) connected with the
cylinders (bottom side) and the discharge duct.
The eventual auxiliary section is also equipped with
two valves configurated, respectively, between the HP
ports connected with the cylinder chambers and the
discharge.
4
LP
Fig. 6-15 Operation (A)
c) Operation (B) e) Operation in make-up
When pilot valve (4) opens, the pressure on the If the pressure at port (HP) connected to the cylin-
raer side of piston valve (1) decreases, moving der is lower than the value in low pressure duct
piston valve (1). Consequently, the orifice of pis- (LP), being a condition for potential cavitation,
ton valve (1) closes so that the pressure on the make-up valve (2) moves proportionally to the
rear side of safety valve (3) decreases further. surface difference on which a negative pressure
intervenes. Consequently, to avoid cavitations, oil
can flow from low pressure duct (LP) to port (HP)
connected to the cylinder.
LP
LP 2
HP
HP
1 LP 3 4
LP
Fig. 6-16 Operation (B)
Fig. 6-18 Operation in make-up
6.4 CONTROL VALVE CONTROLS
d) Operation (C) The control system of the control valve is of a power

assited type with different levers for the functions:
The pressure acting on the opposite surfaces of booms lowering/raising and bucket roll-back/dumping.
safety valve (3) are unbalanced. Due to this pres- The control valve spools are actuated by hydraulic
sure difference, the safety valve opens so that connections. The circuit pressure (30 bar) (435 psi) is
pressurized oil can be discharged directly from port ensured by a pressure relief valve equipped with an
(HP) connected to the cylinder, to low pressure hydraulic accumulator.
duct (LP). It is possible to install, upon request, a third lever
controlling a third spool of the control valve, in case it
becomes necessary to mount a special type of equip-
ment requiring a third hydraulic function. For this pur-
LP pose, the support in the cab is arranged for receiving
a third control spool.
HP
WARNING
The piloting system of the control valve is

LP 3 equipped with a safety device allowing its cutting-
off. Actuate the cut-off device to lock the control
levers in neutral position when the equipment is
Fig. 6-17 Operation (C) not in use.
3 functions hydraulic
pilot valve
Three way valve

pilot valve cut-off Radiator
Piloting/brakes
From brake pump
valve
To brake
valve Steering pump
Pilot system
pressure
regulating valve
accumulator
Brakes/pilot valve
high pressure filter Heat
exchanger
Implement
Control valve
Third hydraulic
function lever
To reservoir
To control valve To control valve
Feeding
(port PV)
Fig. 6-19 Equipment control valve assembly
6.4.1 CONTROL VALVE HYDRAULIC

CONTROL
Pilot valve
The pilot valve is of a modular type and is composed The plungers of the booms valve body and the bucket
of two valve assemblies connected by two screws. If roll-in plunger are equipped with solenoid type detents
the booms or the bucket lever is actuated, the plunger that hold them respectively in booms max. raise, float
of the pilot valve moves to direct pressurised oil to and bucket roll-in positions. The detent occurs when
the port of the equipment control valve selected, mov- the relevant control levers are forced full stroke. The
ing the corresponding spool. levers can be, in any case, disengaged at any mo-
ment.
20.5° 20.5°
Valve body
assembly
Valve body (for booms)
assembly
(for bucket)
Connecting
screw
(Code)
1: Port A1 - coil side (boom raise)

2: Port A2 - coil side (bucket roll-
in)
3: Port B1 - coil side (float)
[3]
P
A2 A1 P [1] [3]
T Booms
B2 B1
A1
[1] B1
[2]
[2]
Bucket
A2
B2
Bucket Booms T
Fig. 6-20 Pilot valve
17
16
1
2
3
4
12
13
5 14
15
6
7
8
9
19
10
18
11
T
B2 A2
View from A
Fig. 6-21 Bucket control valve body
1. Nut - 2. Rocker arm - 3. Adjusting screw - 4. Support flange - 5. Piston - 6. Spring - 7. Cup - 8. Split pin - 9. Spring -
10. Plunger - 11. Valve body - 12. Solenoid - 13. Plate - 14. Piston - 15. Guide - 16. Screw connecting upper and lower
bodies - 17. Dust boot - 18. O-Ring - 19. Electrical connection.
1 18
19
2
3
4
14
5 15
16
6 17
7
8
9
20
10
11 21
12
13
B1 A1
View from A
Fig. 6-22 Booms control valve body
1. Nut - 2. Rocker arm - 3. Adjusting screw - 4. Support flange - 5. Piston - 6. Spring guide - 7. Spring - 8. Cup - 9. Spring
support ring - 10. Split pin - 11. Spring - 12. Plunger - 13. Valve body - 14. Solenoid - 15. Plate - 16. Piston - 17. Guide -
18. Screw connec. Upper and lower bodies - 19. Dust boot - 20. O-ring - 21. Electrical connections
6.4.2 SUPPLEMENTARY HYDRAULIC

FUNCTION (VARIANT)
The variant allows the use of a multi-purpose bucket A three spool equipment control valve is arranged, a
(4 in 1) or other attachements requiring a third hydrau- third control lever in the cab besides the hydraulic
lic function. piping.
Supplementary hydraulic
function lever
Fig. 6-23 Configuration of supplementary hydraulic function
Safety and pressure relief valve set

B1 at 230 ± 10 bar (3336 ± 145 psi)
B3 B2
P Auxiliary section
A3 A2
A1
Safety and pressure relief valve set

at 230 ± 10 bar (3336 ± 145 psi)
Fig. 6-24 Arrangement of three section control valve for third hydraulic function
A3 A2 (3) A1
T P
B3 B2 (1) B1
(2)
“Aux.” valve section

BUCKET BOOMS AUX.
Fig. 6-25 Three levers pilot valve
6.5 HYDRAULIC OIL RESERVOIR
Type ................................................................................................................................................. Pressurised

Capacity of reservoir ................................................................................................................. 130 l (34.34 gal)
Setting of by-pass valve on oil filter .......................................................................................... 1 bar (14.50 psi)
Filters on return .................................................................................................................. filtering capacity 15µ
The reservoir contains the hydraulic oil for the main Inside the reservoir a filter is mounted, on the oil re-
hydraulic system, the steering system and the brakes turn line, equipped with a by-pass valve that, in case
system. of clogging of the filtering element, discharges the oil
directly into the reservoir.
2
3
4
5 6
B
H ➤
E ➤ C
D ➤
➤ A
B
➤
F ➤
E
13
12
11
Fig. 6-26 Hydraulic oil reservoir
1. Oil filter cover - 2. O-ring - 3. Spring - 4. Filter holder - 5. Oil return filter - 6. Plug - 7. Introduction filter- 8. Breather pipe -
9. Reservoir - 10. Oil level indicator - 11. Cover - 12. O-ring - 13. Inspection passage - A. From heat exchanger - B. From
equipment control valve - C. To steering pump - D. To equipment pump - E. To diverter valve (em.st.) - F. To emer. St. Pump
6.6 CYLINDERS
6.6.1 BOOMS CYLINDERS

Boom cylinder:
Kayaba
The two boom cylinders are double stroke type. The
Type double stroke
cylinders are extended and retracted, respectively to
Q.ty 2
raise or lower the booms. The boom cylinder is com-
Inner diameter of cylinder 140 mm (5.5 in)
posed of: cylinder sleeve, bottom, rod, piston and seal
Diameter of rod 75 mm (2.9 in)
pack.
Stroke of cylinder rod 960 mm (37.79 in)
Weight (single) 130 kg (286 lbs)
12
1 6 1 3 5 2 8 7 11 3
2 9-10
4
Fig. 6-27 Boom cylinders
Note 1 451 Nm
2 3450 Nm
3 57 Nm
1. Rod - 2. Sleeve - 3. Rod seal - 4. Front sleeve - 5. O-Ring - 6. Screw M20x2.5x55 - 7. Piston seals - 8. Piston - 9. Nut -
10. Washer - 11. Threaded dowel - 12. Ball
6.6.2 BUCKET TILT CYLINDER

Boom cylinder:
Kayaba
The bucket tilt cylinder is double stroke. Depending
Type double stroke
upon the extension or retraction of the cylinder, the
Q.ty 1
bucket rolls-back or is dumped by the linkage made
Inner diameter of cylinder 190 mm (7.48 in)
of a strut and rod. The bucket cylinder is composed
Diameter of rod 95 mm (3.74 in)
of: cylinder sleeve, bottom, rod, piston and seal pack.
Stroke of cylinder rod 505 mm (19.98 in)
Weight (single) 190 kg (419 lbs)
1
2 8 7 11 2 12
1 6 3 5 2 9-10
4
Fig. 6-28 Bucket cylinder
Note 1 1140 Nm
2 13900 Nm
3 57 Nm
1. Rod - 2. Sleeve - 3. Rod seal - 4. Front sleeve - 5. O-Ring - 6. Screw M27x3x70 - 7. Piston seals - 8. Piston - 9. Nut -
10. Washer - 11. Threaded dowel - 12. Ball
6.7 L.T.S. ANTI-PITCHING SYSTEM (VARIANT)
6.7.1 DESCRIPTION Positon 0 (L.T.S. OFF)
The L.T.S. (Load Travel Stabilizer) system, supplied Position 1 (L.T.S. ON)
as an optional, ensures a better driving comfort and a Automatic gearbox
reduction of dynamic loads on the components of the The transmission control unit automatically engages
machine (frame, axles etc.) when the unit travels with the L.T.S. system whenever the speed of the machine
or without load. exceeds 7 km/h (4.34 mph) and disengages it when
Without the L.T.S. system, the machine is subject, the speed drops, thus allowing the loading and dump-
as a result of irregular terrains, to unwanted pitching, ing of the bucket without unwanted movements of the
increasing with the travel speed. boom. The indicator comes on when the system is
With the L.T.S. system ON, the terrain irregularities ON and stays out when the system is OFF.
are absorbed by the equipment. In this manner, it is This position is recommended for normal use of the
possible to exploit completely the potential of the system.
machine, especially on uneven terrains, without
stressing mechanical components and providing max. Manual gearshifting
comfort for the operator. The L.T.S. is OFF when the gearshift lever is in first
speed.
The system includes, essentially:
- A switch (incorporating the indicator) located on the Position 2 (L.T.S. constantly ON)
dashboard, to activate or disactivate the system; This position is useful only to allow the discharge of
- A piston type accumulator (oil capacity = 5.5 Liters the accumulator in view of maintenance or repair in-
(1.45 gal); gas capacity = 6 Liters (1.58 gal) terventions (for this purpose, it is necessary to place
preloaded with nitrogen and connected to the boom the equipment control valve in float position).
raise/lowering cylinders; This position can be used for occasional operation
- A valve block controlled by a solenoid valve. only, to obtain the cushion effect at speeds below
7 km/h (4.34 mph).
WARNING
For an efficient performance of the L.T.S. system,
L.T.S. system ON the boom must be free to move.
Do not use the L.T.S. system when travelling on
The system is activated by a switch (with built-indi- open roads requires the locking of the boom.
cator) located on the switch panel.
WARNING - DANGER
Prior to any maintenance intervention on the
The L.T.S. switch has three positions:
equipment and the L.T.S. system it is required that
the accumulator is discharged to avoid the exit of
pressurised fluid.
6.7.2 DISCHARGE OF THE ACCUMULA-

TORS
To discharge the accumulator, proceed as follows:

- start the engine at idle speed;
0 1 2 - place the L.T.S. switch on position 2 (the indicator
must come ON);
- position the bucket flat on the ground;
- lock the equipment control lever in "Float" position;
Fig. 6-29 L.T.S. three position switch. - waiting a few seconds in this position the accumu-
lator is discharged.
To L.T.S. powering relay (cab)
"Brown box"
Transmission pilot valve controller
Transmission "Est-37"
controller
L.T.S. control switch
To transmission
"Est-37" controller
Steering valve
L.T.S. valve
Hydraulic accumulator
Fig. 6-30 Components of L.T.S. system
6.7.3 L.T.S. HYDRAULIC DIAGRAM
1
2
6 Y
X2 B
7 5
X1 4 EQUIPMENT
CONTROL VALVE
MX MA A Y T
T A LTS VALVE
TYPE MHRSM 25 B2X/EG26C 4 M
X2 B
Y
X1
MA
MX
Fig. 6-31 L.T.S. hydraulic system diagram
1. Accumulator - 2. Solenoid valve "1" - 3. Discharge - 4. Cylinder bottom side valve - 5. Cylinder rod side valve -
6. Sequence valve - 7. Pressure relief valve
6.7.4 FUNCTIONAL TESTS OF L.T.S. SYS-

TEM
Testing of electrical system
Start the engine. Raise the boom to max. height and insist in this posi-
tion (valve activation) for about five seconds.
Place the L.T.S. switch on position 2; the indicator
must come ON. Lower the bucket to the ground.
Bring the engine to medium/high speed and raise the Engage the L.T.S. system placing the L.T.S. switch
boom to max. height. into position 2 (the indicator must come ON).
Lower quickly the boom and stop it suddenly at The bucket should raise about 200 mm (7.87 in).
midlevel.
The boom must oscillate before stopping and no wav-

ing movements must be felt in the cab.
Test of hydraulic circuit between boom cylinders,
Bring the engine speed back to idle and move the bottom side, and accumulator
L.T.S. switch to position 1.
Start the engine and run it at idle speed.
The indicator must remain OFF.
With flat bucket, raise it about 30 cm (11.81 in) from
Engage second speed and start the machine. the ground.
When the speed of the machine reaches 5 km/h Lift the machine from the ground by tilting the bucket.
(3.1 mph), the indicator in the switch must come ON.
Move the equipment pilot valve to "Float" position so
Slow down the machine and stop it; the indicator must that the machine drops to the ground.
go OFF.
Engage the system positioning the L.T.S. switch on
position 2 (the indicator comes ON) so as to discharge
the accumulator.
Move the pilot valve back to neutral.

Valve opening test
Roll-back the bucket: the boom should drop until touch-
The scope of the test is to check the opening of valves ing the ground.
(4 and 5, fig. 6-48).
Start the engine and run it at idle speed.
Move the L.T.S. switch to position 2; the indicator

must come ON.
With bucket flat on the ground, move the equipment

pilot valve to "Float" position to discharge accumula-
tor (1).
Move the pilot valve to neutral.
Switch OFF the L.T.S. system moving the switch to

position 0.
6.7.5 TEST OF L.T.S. ACCUMULATOR

PRECHARGE
The accumulator installed on the L.T.S. anti-pitching

system is of a piston type preloaded with nitrogen.
The nominal precharge pressure is 18 bar (261 psi) at
15 °C (59 °F) with a 6 Ltr (1.6 gal) capacity.
D1
Important – A precharge of the accumulator lower
than the nominal value, can cause a defective opera-
D
tion of the L.T.S. anti-pitching system.
If could be useful to check yearly and when required

the nitrogen precharge. The checking operation must
be performed with the accumulator emptied of hydrau-
lic oil.
M
D1
M
WARNING
Prior to any maintenance intervention on the
equipment and the L.T.S. systems it is required
that the accumulator is discharged to avoid
pressurised fluid from escaping.
D
D2
For the accumulator discharge procedure, please re-

fer to point 6.7.2. 1
Check the pre-load, proceeding as follows: Accumulator

- remove protection cover (1, fig. 6-32);
- loosen 1/2 turn screw (2) with an Allen wrench;
- install tool (D) 75298472 on the accumulator con-
nection;
- ensure that valve (D2) is closed;
- rotate handle (D1) so as to loosen screw (2);
- when the pointer of pressure gauge (M) starts mov-
ing, unscrew handle (D1) a turn further.
At this point, the pressure gauge indicates the
precharge pressure of the accumulator, that must
result 18 bar (261 psi).
2
If the pressure is below the nominal value, recharge

the accumulator.
After re-closing screw (2) using handle (1) discharge Fig. 6-32
the nitrogen accumulated in block (D) opening cock
(D2). D. Tool - D1. Handle - D2. Discharge cock - M. Pressure
gauge - 1. Protection cap - 2. Threaded plug.
6.7.6 INSTRUCTIONS FOR THE RESET-

TING OF ACCUMULATOR PRE-
CHARGE
With tool applied to the accumulator connection pro- - Close the valve of the nitrogen bottle.
ceed as explained below: Wait for about five minutes.
- Remove the cap and install the hose of the nitrogen - Check on pressure gauge (M) that the filling pres-
bottle equipped with pressure reduction valve (V). sure is 18 bar (261 psi). If it is lower, repeat the
operation.
If the pressure is higher, proceed as follows:

WARNING - DANGER
- Rotate slowly handle (D2) so as to make the nitro-
To recharge accumulators use nitrogen only. Never gen flow and re-close it.
and for no reasons use oxygen or other gases,
since there is a great risk of explosions. - Check on pressure gauge (M) that the pressure is
at the desired value, otherwise repeat the opera-
tion.
- With valve (D2) closed, open slowly the valve of - Move handle (D1) so as to tighten screw (2) on the
the nitrogen bottle and check the filling pressure accumulator.
increment on the pressure gauge (M).
- Remove the filling rig.
Important — The filling pressure must be at least - Tighten screw (2) to a torque of 1.1 daNm.
10% higher than the nominal value, considering that
the pressure in the accumulator decreases when the - Check that the accumulator is not leaking, using
compressed gas cools. soapy water.
- Retighten the protective cap of the accumulator.
M D1
A
V
D
D2
Fig. 6-33
A. Nitrogen bottle - D. Tool 75298472 - D1. Handle - D2. Discharge valve - M. Pressure gauge.
6.8 TROUBLESHOOTING
A series of pressure pick-ups with J.I.C. 37° 7/16-20

joint is located under the panel indicated in the figure
on the side.
The pressure measurement is done on the following
circuits:
- front and rear service brakes
- boom cylinders circuit
- brakes piloting-pilot valve circuit
- oil outlet from torque converter
- forward (FWD) clutch transmission circuit
- reverse (REV) clutch transmission circuit
- 1st speed clutch transmission circuit
- 2nd speed clutch transmission circuit
- 3rd speed clutch transmission circuit
- 4th speed clutch transmission circuit
FRONT MAIN MAIN FWD -1- -3-
Note — For the pressure values, please refer to the BRAKES HYDR. TRANSM. TRANSM. TRANSM. TRANSM.
single sections of this Manual

REAR PILOT T. CONV. REV -2- -4-
SECTION 7
ELECTRICAL SYSTEM
INDEX
SAFETY RULES ................................................................................................... 7-1
7.1 GENERAL LAYOUT OF THE ELECTRICAL SYSTEM .......................................... 7-2
7.2 MAIN CONNECTORS ............................................................................................ 7-3
7.3 MAIN COMPONENT CONNECTIONS (CAB) ........................................................ 7-8

7.3.1 Fuses .................................................................................................................... 7-9
7.3.2 Cab instrument board ............................................................................................. 7-13
7.3.3 Indicators on instrument board ............................................................................... 7-16
7.3.4 Switch board .......................................................................................................... 7-16
7.3.5 Automatic transmission ......................................................................................... 7-17
7.4 LOCATION OF MAIN COMPONENTS ON ENGINE .............................................. 7-21

7.4.1 Main switch ........................................................................................................... 7-23
7.4.2 Starter switch ........................................................................................................ 7-23
7.4.3 Solenoid switches and diodes ................................................................................ 7-24
7.4.4 Pressure switches - sensors - switches ................................................................. 7-35
7.4.5 Alternator ............................................................................................................... 7-58
7.5 ACOUSTIC TRANSDUCERS ................................................................................. 7-60
7.6 CLIMATISATION SYSTEM ................................................................................... 7-61

W190 EVOLUTION ELECTRICAL SYSTEM 7-1
SAFETY RULES
WARNING
When working on the electrical system always
wear protective gloves and remove rings, wrist
watches and any other metallic jewel.
DISCONNECT
WARNING
Prior to proceeding with inspection or repair A C
interventions of electrical components DIS- B
CONNECT GROUND CABLE "A" from negative
terminal "B" of the battery. DISCONNECT THE
CABLE from positive terminal "D".
BATTERY 12Volt x 2
GROUND
WARNING
NEVER REST METALLIC ITEMS on the battery
to prevent the danger of short circuits.
WARNING
BATTERY GASES ARE FLAMMABLE.
Never place open flames or generate sparks near batteries. During the recharging, the emission of
gases is higher.
WARNING
BATTERY GASES ARE DANGEROUS if in contact with the skin or materials.
7-2 ELECTRICAL SYSTEM W190 EVOLUTION
7.1 GENERAL LAYOUT OF THE ELECTRICAL SYSTEM
The electric wires are divided into five main groups: WARNING
1. Cab wires
Always disconnect the battery cable prior to clean-
2. Front frame wires
ing, repairing, connecting or disconnecting any
3. Rear frame wires
cable of the electrical system to prevent the possi-
4. Engine wires
bility of personal injuries.
5. Transmission wires.
Always keep all the lights equipping the machine
efficient. Replace at once any burnt-out bulb.
The above mentioned groups are connected among them by five multiple connectors located under the cab, near
the front frame fixtures.
1
1 1
B
2
3 4 5
Fig. 7-1
A. Left side connectors - B. Right side connectors - 1. Cab wires - 2. Front frame cable - 3. Rear frame cable -
4. Transmission cable - 5. Engine cables.
7.2 MAIN CONNECTORS

CABLE CONNECTION ENGINE - CAB
24-31
31 20
30 6 21
19 9
18 2 10
29 7 3 22
17 1 11
28 8 4 23
16 6 12
LEFT SIDE VIEW 15 13
OF CAB 27
26
14
25
24
X18
GROUND CABLE (PLAIT)
Fig. 7-2
MACHINE - CAB INTERFACE (X18) 24-31 WAY CONNECTOR

CONTACT WIRE NUMBER WIRE SECTION WIRE NUMBER WIRE SECTION
LAYOUT
NUMBER (MACHINE) (MACHINE) (CAB) (CAB)
1 EMPTY
2 EMPTY
3 EMPTY
4 - - EMPTY - -
5 72 0.5 ACCELERAROR PEDAL SWITCH. 72 0.5
6 60 0.5 SWITCH 60 0.5
7 19 0.5 ACCELERAROR PEDAL SWITCH 19 0.5
8 81 0.5 ACCEL. PEDAL POTENTIOMETER - 81 0.5
9 83 0.5 ACCEL. PEDAL POTENTIOMETER OUT 83 0.5
10 55 0.5 ACCEL. PEDAL POTENTIOMETER + 55 0.5
11 28 0.5 EDC FAILURE INDICATOR (ENGINE CONTROLLER) 28 0.5
12 43 0.5 AXLE ARRANGEMENT 43 0.5
13 64 0.5 EDC FAILURE INDICATOR (ENGINE CONTROLLER) 64 0.5
14 8 0.5 EMPTY 8 1
15 - - EMPTY - -
16 - - EMPTY - -
17 - - EMPTY - -
18 - - EMPTY - -
19 27 0.5 TROUBLESHOOTING BUTTON 27 0.5
20 - - EMPTY - -
21 49 0.5 TROUBLESHOOTING CONNECTOR 49 0.5
22 22 0.5 ENGINE COOLANT TEMP. INDICATOR CONTROL RELAY (87) 22 0.5
23 23 0.5 ENGINE OIL PRESSURE INDICATOR CONTROL RELAY (87) 23 0.5
24 - - EMPTY - -
25 46 0.5 COLD STARTING ENGAGED INDIC. CONTROL 46 0.5
26 59 0.5 NEUTRAL RELAY CONTACT ARRANGEMENT 59 0.5
27 - 0.5 EMPTY - -
28 - 0.5 EMPTY - -
29 836 1 WATER IN FUEL SENSOR 836 1
30 19 1 GROUND 19 1
31 31 0.5 LINC K31 31 0.5
TRANSMISSION - CAB CABLE CONNECTION
24-23
X
W K
V J L
H B
U M
G A C
T N
F
LEFT SIDE VIEW E
D
S O
OF CAB
R P
Q
X21
GROUND CABLE (PLAIT)
Fig. 7-3
MACHINE - CAB INTERFACE (X21) 24 - 23 WAY COONECTOR

LAYOUT
NUMBER MACHINE MACHINE CAB CAB
A 430 1 SOLENOID Y1 56 1
B 434 1 SOLENOID Y2 10 1
C 438 1 SOLENOID Y3 32 1
D 442 1 SOLENOID Y4 55 1
E 446 1 SOLENOID Y5 9 1
F 450 1 SOLENOID Y6 51 1
G 454 1 VPSI (+) (TRANSM. HYDRAULIC CONTROLLER) 12 1
H - EMPTY - -
J 458 1 TEMP. 39 1
K 574 1 TEMPERATURE SENSOR 49 1
L 462 1 TEMP. 46 1
M GE 2 1 SPEED SENSOR B1 19 1
N BL2 1 SPEED SENSOR B1 3 1
O GN3 1 SPEED SENSOR B2 41 1
P SW3 1 SPEED SENSOR B2 3 1
Q RT4 1 SPEED SENSOR B3 42 1
R BL4 1 SPEED SENSOR B3 3 1
S 500 1 SPEED SENSOR B4 4 1
T 504 1 SPEED SENSOR B4 62 1
U 508 1 SPEED SENSOR B4 45 1
V - - EMPTY - -
W - - EMPTY - -
X 570 1 TEMPERATURE SENSOR 46 1
FRONT CABLE - CAB CONNECTION
24-31
31 20
30 6 21
19 9
18 2 10
29 7 3 22
17 1 11
28 8 4 23 RIGHT VIEW OF CAB
16 6 12
15 13
27 14 24
26 25
X20
Fig. 7-4
MACHINE - CAB INTERFACE (X20) 24 - 31 WAY CONNECTOR

LAYOUT
1 169 1 LTS SOL. VALVE 169 1
2 - - EMPTY - -
3 613 1 BRAKES ACCUMULATOR PRESS. SW 613 1
4 116 1 HORN PEDAL BUTTON 116 1
5 138 1 HORN 138 1
6 103 1 RIGHT FRONT TURNING LIGHT 103 1
7 109 1 LEFT FRONT TURNING LIGHT 109 1
8 - - EMPTY - -
9 - - EMPTY - -
10 330 1 RIGHT FRONT HEAD LIGHT 330 1
11 339 1 LEFT FRONT HEAD LIGHT 339 1
12 - - EMPTY - -
13 - - EMPTY - -
14 231 1 LEFT LOW BEAM LIGHT 231 1
15 223 1 RIGHT LOW BEAM LIGHT 223 1
16 219 1 LEFT HIGH BEAM LIGHT 219 1
17 221 1 RIGHT HIGH BEAM LIGHT 221 1
18 - - EMPTY 945 1
19 975 1 TRANS. CUT-OFF PRESSURE SW (+) 975 1
20 974 1 TRANS. CUT-OFF PRESSURE SW (OUT) 974 1
21 995 (M) 0.3 BOOM PROXIMITY SENSOR (+) 995 (980) 0.3
22 980 (N) 0.3 BOOM PROXIMITY SENSOR (OUT) 980 0.3
23 994 (M) 0.3 BUCKET PROXIMITY SENSOR (+) 994 (981) 0.3
24 981 (N) 0.3 BUCKET PROXIMITY SENSOR (OUT) 981 0.3
25 - - EMPTY - -
26 859 1 LTS BLOCK SOL. VALVE 859 1
27 956 1 LTS (+)SOL. VALVE (+) 956 1
28 954 1 LTS SOL. VALVE (-) 954 1
29 - - EMPTY - -
30 - - EMPTY - -
31 - - EMPTY - -
REAR CABLE - CAB CONNECTION
24-21
H
X J
W K
G B
V L
F A C
U
M RIGHT VIEW OF CAB
E D
T N
S P
R
X22
Fig. 7-5

LAYOUT
A 978 1 PARKING BRAKE PRESS. SWITCH (+) 978 1
B - - EMPTY - -
C 996 1 PARKING BRAKE PRESS. SW. (OUT) 996 1
D - - EMPTY - -
E - - EMPTY - -
F 331 1 RIGHT TAIL LIGHT + PLATE 331 1
G - - EMPTY - 1
H 332 1 LEFT TAIL LIGHT 332 1
J 120 1 LEFT REAR TURNING LIGHT 120 1
K 125 1 RIGHT REAR TURNING LIGHT 125 1
L 802 1 START. SAFETY (REAR RELAY BOX 87) 802 1
M 556 1 ALARM RELAY B (REAR RELAY BOX 85) 556 1
N 558 1 ALARM RELAY B (REAR RELAY BOX 85) 558 1
P 876 1 FDS FAN INVERSION (REAR RELAY BOX 86) 876 1
R 895 1 LINE "M" FROM 15 Amp FUSE (REAR RELAY) 895 1.5
S 801 1 LINE "ACC" FROM 15 Amp FUSE (REAR RELAY) 804 1.5
T - - EMPTY - -
U - - EMPTY - -
V - - EMPTY - -
W - - EMPTY - -
X - - EMPTY - -
REAR CABLE - CAB CONNECTION
24-18
6 7
8
18
9
1
17
10
5 2
16
RIGHT VIEW OF CAB
11
4 3
15
12
14 13
X23
Fig. 7-6

LAYOUT
1 772 10 DIVERTER BOX (30) R 10
2 809 1 AIR CONDITIONER PRESSURE SWITCH 809 1
3 - - EMPTY - -
4 - - EMPTY - -
5 844 1 EMERG. STEERING PUMP PRESS. SW. 844 1
6 000 2.5 GROUND N 2.5
7 000 2.5 GROUND N 2.5
8 225 2.5 RIGHT REAR WORK LIGHT 225 2.5
9 835 1 DIVIDER VALVE (STEERING OIL LOW PRESSURE) 835 1
10 637 1 ALTYERNATOR "L" (BATTERY CHARGE INDICATOR) 637 1
11 - - EMPTY - -
12 663 1 AIR CLEANER CLOGGING (SENSOR) 663 1
13 557 1 FUEL LEVEL SENSOR 557 1
14 555 1 INDICATOR " " 555 1
15 824 1 AIR CONDITIONER PRESSURE SWITCH 824 1
16 886 1 REAR WASHER PUMP 886 1
17 885 1 FRONT WASHER PUMP 885 1
18 - - EMPTY - -
7.3 MAIN COMPONENT CONNECTIONS (CAB)
1 2
3
4
16
15
5
6
10 9 8
13 12 14 11
Fig. 7-7
1. Right side cable - 2. Heater controller - 3. CFW/REV inverter controller - 4. Transmission controller - 5. Relay
10-20Amp - 6. Engine troubleshooting panel - 7. Fuse board - 8. Relay 90 Amp - 9. Timer K1 - 10. Timer K2 - 11. Cab rear
cable - 12. Buzzer - 13. Flasher - 14. ATC diode board - 15. Voltage reduction unit - 16. BROWN BOX controller.
The main connections in the cab can be reached removing the rear and right side plastic panel.
7.3.1 FUSES
WARNING
3
Always disconnect the battery cable prior to
cleaning, repairing, connecting or disconnecting
any cable of the electrical system to prevent the
possibility of personal injuries. 2
Always keep all the lights equipping the machine 1
efficient. Replace at once any burnt-out bulb.
Note – In the event a fuse is burnt out, it is necessary

to replace it at once. Search for the cause of the failure.
If the trouble persists, have the system inspected by
competent personnel.
The fuses in the cab can be reached by removing the

panel located behind the operator's seat on the left Fig. 7-8
side. The burning of a fuse is signalled by the activation
of the relevant indicator light.
TABLE OF CAB FUSES

FUSE DESCRIPTION VALUE
F1A CEIL. LIGHT/CLIMATE CONTR. 7.5Amp

F1B + 30 EMERGENCY LIGHTS 7.5Amp
F1C + 15 LIGHTS/FLASHING SW 7.5Amp
F2A ROTARY BEACON 7.5Amp

F2B CUMMINS ENG. INDIC. LIGHTS CONTROLLER ACTIVATION 5Amp
F2C FRONT WIPER7PUMP/TIMER 7.5Amp
F3A HEATER (FAN) 15Amp

F3B LIGHTING SW 5Amp
F3C BUCKET/FAN INVERT. S.V. BOOM AND RAISE SINGLE LEV. 5Amp
F4A TURNING LIGHTS 5Amp

F4B VOLT. REDUCT./RADIO/12V JACK/CB (OPT) 7.5Amp
F4C SEAT HEATER 5Amp
Fig. 7-9 Fuse group “1”
F5A “ACC” REAR RELAY BOX 15Amp
F5B REAR WORK LIGHT 10Amp
F5C FRONT WORK LIGHTS 10Amp Indicator light
F6A COND. COMP./AUT.LOAD. (OPT) 7.5Amp
F6B REAR WIPER/PUMP 5Amp
F6C LTS/BLOCK S. V. 5Amp
F1A F1B F1C F2A F2B F2C
F7A "M" REAR RELAY BOX 15Amp
F7B RH TAILIGHT/LH HEADLIGHT /TUV + CSI/INSTR/CIGAR
LIGHTER LIGHT 3Amp
F7C RH TAILLIGHT/LH HEAD/TUV + CSI/LHTAIL/LOW 3Amp
BEAM/LICENCE LIGHT F3A F3B F3C F4A F4B F4C
F8A SEAT COMPRESSOR 5Amp

F8B EMPTY 5Amp
F8C AUX. INV./ATC FILTERS/ ACC. PEDAL SENS./REVERSE
RELAY/TRANSM. SOL./BUZZER/MULTIPLE INSTR. 7.5Amp
F9A EMPTY 3Amp

F9B EMPTY 3Amp
F9C CENTRALISED LUBE (OPT) 7.5Amp F7A F7B F7C F8A F8B F8C
F10A CIGARETTE LIGHTER 7.5Amp

F10B “B” CUMMINS CONTROLLER 10Amp
F10C HIGH BEAM 10Amp
F11A HORN/HORN RELAY 7.5Amp

F11B STARTER BOARD 30Amp
F11C TROUBLESHOOTING SOCKET 3Amp
F12A "B" CUMMINS CONTROLLER 10Amp

F12B HEAD/TAIL LIGHT POWERING 7.5Amp
F12C LOW BEAMS 10Amp
7 - 10 ELECTRICAL SYSTEM W190 EVOLUTION
A couple of "link" fuses respectively for the machine

services (50 Amp) and alternator (80 Amp) are located
in the left side of the engine compartment.
50A
80A
Fig. 7-10 Fuse group "2"
The following fuses are located inside the relay box

accessible from the right side of the engine
compartment:
F1 E – Stop lights (4A)
F2 E – Moisture in fuel sensor (4A)
F3 E – Back-up alarm (7.5A)
F4 E – Alternator "S" (4A)
F5 E – Alternator "15" (4A)
F6 E – EDC controller (4A)
F1 D – EDC engine controller (20A)

F2 D – Fuel pre-heater resistor (20A)
F3 D – Amplifier + FDS solenoid valve (4A)
Fig. 7-11 Fuse group "3"
M – "MEGA" fuse 150 Amp engine cold starting
Fig. 7-12
W190 EVOLUTION ELECTRICAL SYSTEM 7 - 11
PROTECTION TREE ELECTRIC DIAGRAM
-
FUSE 80 Amp FUSE 150 Amp

COLD STARTING GRILL - W230 ONLY STARTER MOTOR
ALTERNATOR MEGA
LINK
FUSE 50 Amp
F1A-7.5A
RELAY "ACC" CAB LIGHTS
LINK
ELECTRIC CUT-OFF TRIGGER COIL - TW230 ONLY
CLIMATE CONTROLLER
F11B-20A CENTRALISED GREASE LUBRICATION - OPT. F1B-7.5A
EMERGENCY LIGHTS
F5D-4A
BOBINA RELE' ELETTROSTOP MOTORE-SOLO TW230 F10A-7.5A
STARTER KEY START CIGARETTE LIGHTER
ON
F3E-7.5A F10B-10A
ACC STARTER KEY BACKUP ALARM CUMMINS CONTROLLER
OFF
F10C-10A
H BACKUP LIGHTS HIGH BEAM LIGHTS
ST M ACC G2 G1 B
F9C-7.5A F11A-7.5A
STARTING SAFTY RELAY COIL HORN
CENTRALISED GREASE LUBRICATION - OPT.
F9B-3A HORN RELAY COIL
STARTER RELAY COIL EMPTY
F11C-3A
F7A-15A F9A-3A CUMMINS DIAGNOSTICK SOCKET
"M" REAR RELAY BOX EMPTY
F12A-10A
F4D-4A F8C-7.5A CUMMINS CONTROLLER
ENGINE CUT-OFF HOLDING COIL - W230 ONLY AUXILIARY INV. CONTROL
F12B-7.5A
TAIL/HEADLIGHTS POWERING
ENGINE ELECTRIC CUT-OFF TIMER - W230 ONLY ATC FILTERS
F7B-3A
F8B-5A RH TAIL LIGHT
EMPTY PEDAL PROXIMITY SENSOR
LH HEADLIGHT
"ACC" REALY COIL REVERSE RELAY COIL
F6D-4A LH HEADLIGHT TUV
COLD STARTING RELAY COIL - W230 ONLY
TRANSMISSION SOLENOIDS LUCE DI POSIZ. ANTER. SX C.S.I.
F1C-7.5A
LIGHTS CHANGE SWITCH
MULTIPLE INSTRUMENT INSTRUMENT LIGHT
F2A-7.5A
ROTARY BEACONS CIGARETTE LIGHTER LIGHT
BUZZER
F2B-5A F8A-5A F7C-3A
CUMM. ENGINE INDICATOR CONTROLLER SEAT COMRESSOR - OPT RH HEADLIGHT
F2C-7.5A F6C-5A
FRONT WIPER LH TAILIGHT
LTS SOLENOID VALVES
FRONT WASHER PUMP RH HEADLIGHT TUV
BLOCK SOLENOID VALVE
FRONT WIPER TIMER K4 RH HEADLIGHT CSI
F3A-15A LTS RELAY COIL
CAB HEATER FAN F6B-5A LICENCE PLATE LIGHT
REAR WIPER
F3B-5A F12C-10A
SWITCH LIGHTS LOW BEAM LIGHTS
REAR WASHER PUMP
F3C-5A
BUCKET/BOOM POSITIONER F6A-7.5A
ELECTRO MAGNETIC CLUTCH OPT
BOOM FLOAT DETENT SOLENOID
AUTOMATIC WEIGHTING - OPT
SINGLE LEVER RELAY SOLENOIDS
F5C-10A
FDS INVERTER SOLENOID VALVE FRONT WORL LIGHTS
F4A-5A F5B-10A
TURNING LIGHTS REAR WORK LIGHTS
FLASHER F5A-15A
"ACC" REAR RELAY BOX
F4B-7.5A
VOLTAGE REDUCTION F1E-4A
STOP LIGHTS
RADIO - OPT
F3D-4A
FDS ELECTRONIC AMPLIFIER
12Volt SOCKET
FDS SOLENOID VALVE
CB OPT F4C-5A
SEAT HEATER - OPT
Fig. 7-13
7 - 12
X7 X8
+ACC R6 +B R6
X27 ON HARNESS X27 ON HARNESS
M6 M5
F5C 10A
167
X1-1 FRONT WORK
F7A 15A F1A 7.5A
R15 D15 441
X4-1 + CEILING LIGHT
2.2K L/4W 5mm R19 D19 R1 D1
F5B 10A
168 2.2K L/4W 5mm 2.2K L/4W 5mm
X1-2 REAR WORK
F8B 5A F1B 7.5A
R14 D14 587 708
X2-1 + PARK. BRAKE SW X4-2 B+ EMERG. LIGHTS
2.2K L/4W 5mm R23 D23 D2

R2
F6C 5A
168 2.2K L/4W 5mm 2.2K L/4W 5mm
X1-3 + LTS SV SW
F8C 5A F11A 7.5A
R18 D18 983 925
X2-2 + HEATED SEAT X4-3 HORN RELAY
2.2K L/4W 5mm R22 D22 R31 D31
F3C 5A 2.2K L/4W 5mm

2.2K L/4W 5mm
171 X1-4 BUCKET LEVEL SV
995 + PROXIMITY F8C 7.5A F12B 7.5A
X1-5 153
994 ZF 45
R9 D9 X1-6 BOOM SV X2-11 + 15 X4-4 B+ LIGHTS SW
ZF 45 X2-4 + REAR. START.
D24 ZF 45 X2-5 + SPEED SENSOR D35
2.2K L/4W 5mm R24 R35
ZF 45 X2-6 + ZF + 2 CO. SW
F4A 5A ZF 45 X2-7 + ACC.
879 2.2K L/4W 5mm
X1-7 +15 EMERGENCY LIGHTS 2.2K L/4W 5mm
ZF 45 X2-12 + GEARSHIFT
ZF 45 X2-13 + F2 F10A 7.5A
R10 D10 721
X4-5 + CIG. LIGHTER
2.2K L/4W 5mm R28 D28
F2C 7.5A
889 2.2K L/4W 5mm

X1-8 + FRONT WIPER + PUMP
F10B 7.5A
ZF23-ZF68
R6 D6 X4-6 F1 EST37 +30
EST37 +30
2.2K L/4W 5mm R29 D29
F1C 7,5A
149 2.2K L/4W 5mm
X1-9 +15 LIGHTS SW
112
X1-10 +15 FLASHING F9A 3A F12A 3A
R3 D3 B.BOX+30
X3-1 N.C. X4-7 +30 B. BOX
2.2K L/4W 5mm R26 D26 R34 D34
F6A 7.5A 2.2K L/4W 5mm 2.2K L/4W 5mm

809 X1-11 CLIMATE PRESSURE SW
809 CONDITIONER F11C 3A
X1-12 F9C 7.5A B.BOX+15 EDC +30
R16 D16 DIAGNOSTIC SOCKET
X3-2 + 15 B. BOX X4-8
858
X2-8 + BUZZER
ELECTRICAL SYSTEM
D27 858 R33 D33
FUSE BOX DIAGRAM

2.2K L/4W 5mm R27 X2-9 FRONT INSTR. POWER
852 X4-9 N.C.
X2-10 + LCD
F6B 5A 2.2K L/4W 5mm X2-3 N.C. 2.2K L/4W 5mm
889
X1-13 + WIPER + PUMP
F11B 20A
F9B 3A
R17 D17 N.C.
X3-3
R32 D32
2.2K L/4W 5mm R26 D26
F3A 15A 2.2K L/4W 5mm

2.2K L/4W 5mm
F12C 3A
924
R7 D7 X4-10 + LOW BEAM RELAY
R36 D36
2.2K L/4W 5mm
F7C 3A 2.2K L/4W 5mm

F3B 15A 332
X3-4 RH TAIL LIGHT F10C 10A
921 X1-14 LAMP SW 339
X3-5 LH TAILLIGHT 923
921 X4-10 + HIGH BEAM RELAY
X1-15 LIGHT SW D21 334
R21 X3-6 RH TAIL LIGHT
R8 D8 X1-16 N.C. X3-7 N.C. R30 D30
2.2K L/4W 5mm X3-8 N.C.
2.2K L/4W 5mm X3-9 N.C. 2.2K L/4W 5mm
X3-10 N.C.
F4B 7.5A
188
X1-17 REDUCTION
F7B 3A
D11 331
R11 X3-11 RH TAIL LIGHT
330 X3-12 RH HEADLIGHT
D20 333 X3-13 LH HEADLIGHT
2.2K L/4W 5mm R20
X3-14 N.C.
F5A 15A
2.2K L/4W 5mm X3-15 N.C.
450 INSTR. BACK LIGHT
X3-16
450
X3-17 CIG.LIGHTER LIGHT
R13 D13
2.2K L/4W 5mm
F4C 5A 166
X3-18 +LIGHT FUSE FROM SW
922
X1-18 SEAT HEATER X3-19 N.C.
X3-20 N.C.
R12 D12
X3-21 N.C.
2.2K L/4W 5mm
F2A 7.5A
110
X1-19 + ROT.BEACON SW
D4
R4
2.2K L/4W 5mm
F2B 7.5A
X1-20 N.C.
X1-21 N.C.
R5 D5
2.2K L/4W 5mm
X5
M REAR CENTR 1 895

ACC. REAR CENTR. 2 804
3 711
+ HEATING
4 949
M FROM KEY
5 724
B+ FROM KEY
6
N.C.
MPC 2.8 6 VIE 90
X 1 = M A R K I I 2 1 WAY 9 0 ˚ G R E E N
X 2 = M A R K I I 1 3 WAY 9 0 ˚ N E U T R A L
W190
EVOLUTION
Fig. 7-14
7.3.2 CAB INSTRUMENT BOARD
The monitoring system monitors the operating condi- The instrument board is composed of instruments in-
tions of the loader through sensors and switches including the tachometer, control indicator lights sig-
stalled on the machine and provides information to nalling that all systems are operating correctly or not
the instrument board located in the operator's com- (alarm indicators) and signalling indicators.
partment indicating the current operational conditions
of the loader.
4-6-
13 22 12 25 2 3 8-15 5 7 16 21 26 1 23 11 18-19
10 17 27-28
CN1 CN3
CN2
Fig. 7-15
1 Acc. oil low press. Indic. light 18 Buzzer

2 Eng. coolant high temp. indic. light 19 General signal
3 Eng. coolant temp. indicator 20 Instrument board light
4 Instrument board light CONNECTION 21 Transm. oil temperat. Indicator
5 Left turning light CN2 22 Air cleaner clogging indic. light
6 Instrument board light 23 Emergency steering indic. light
7 High beam lights 24 Batteries
CONNECTION 8 Instrument board light 25 Engine oil low press. indic. light
CN1 9 Ground 26 Transm. oil high temp. ind. light
10 Fuel level CONNECTION 27 Hourmeter (ground)
11 Parking brake indic. light CN3 28 Hourmeter (battery)
12 Battery failure indic. light
13 Fuel reserve indic. light
14 Not connected
15 Instrument board light
16 Right turning light
17 Tachometer
Connection CN1
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16 17
Connection CN2
18 19 20 21
22 23 24 25 26
Connection CN3
28
27
Fig. 7-16 Instrument board electric diagram
FM : FUEL LEVEL INDICATOR

WTM : ENGINE COOLANT TEMPERATURE GAUGE
OTM : TRANSMISSION/TORQUE CONVERTER OIL TMPERATURE GAUGE
EHM : HOURMETER
SM : TACHOMETER
L1-L13 : INDICATOR LIGHTS
L14 - L21 : INTRUMENT LIGHTS
BUTTON - 0
BUTTON - 1
BUTTON - 2
BUTTON - 3
Fig. 7-17 Electric diagram of digital display
7.3.3 INDICATORS ON INSTRUMENT BOARD
Instrument Engine coolant Engine coolant Fuel level

temperature indicator temperat. indicator indicator
67 °C 135 °C 150 °C
102 °C 120 °C E F
50 °C 50 °C
▲ E F
C ▲
▲
H C ▲
▲
H
▲ ▲
Scale ▲ ▲
↑ ↑ ↑ ↑ ↑
↑
1st point of measurement 67 °C00 102 °C00 50 °C00 120 °C00 E00 F00
Nominal value
Ω
49.8Ω Ω
16.8Ω Ω
91.7Ω Ω
10.4Ω Ω
80Ω Ω
10Ω
of resistance
Fig. 7-18
7.3.4 SWITCH BOARD
a b c d
e f g h i l m
Fig. 7-19
a. Seat heater (opt.) - b. Transmission cut-off when braking - c. Transmission auto engagement - d. Boom raising detent
(3 pos.) - e. Pre-heater indicator light + fuel filter with moisture - f. Radiator fan inverter - g. LTS (opt.) - h. Block valve cut-
off (opt.) - i. Auxiliary direction reverser safety - l, m, n. Free.
7.3.5 AUTOMATIC TRANSMISSION
C H C H
1 2 3 4
COOLANT TEMP T\M OIL TEMP
E F
10
20 30
40 1\10 h
44
55 66
FUEL 50 HOURMETER
km\h
88
A
11
99 77
10
10
12
12
11
11
Fig. 7-20 Configuration of automatic transmission
1. Automatic transmission controller ATC - 2. Forward-Reverse control unit - 3. Monitoring board - 4. Gearshift pilot valve -
5. Kick-down/shift-down functions button - 6. Forward-reverse diverter - 7. Forward-Reverse diverter safety switch -
8. Automatic transmission engagement switch - 9. LTS device switch (opt.) - 10. Transmission - 11. Transmission sensors -
12. LTS accumulator control group (opt.).
GEARSHIFT SELECTOR
2
3
4
ND
A
B
X2
X2
C
D
A
B
X1
X1
C
D
Fig. 7-21
SPEED SELECTION
1 = 1st speed
2 = 2nd speed
3 = 3rd speed
4 = 4th speed
SPEED SELECTION
F = FORWARD
R = REVERSE
N = NEUTRAL
Fig. 7-22 Gearshift selector electric diagram
ZF ELECTRONIC CONTROLLER
Fig. 7-23
WARNING
IT IS ESSENTILA THAT DURING THE CONNECTING AND SICONNECTING PHASES OF THE ZF CONTROL-
LER THE ELECTRICAL SYSTEM IS DISCONNECTED (BATTERY MAIN SWITCH AND STARTER SWITCH IN
POSITION "OFF") TO PREVENT POSSIBLE DAMAGES TO THE UNIT.
Connection Connections Wire Connection Connections Wire

1 Ground ZF1 35 - -
2 Ground ZF2 36 - -
3 Speed sensor B1 ZF3 37 - -
5 LTS solenoid ZF5 39 Hydraulic transmission ZF39
6 - - 40 - -
7 Back-up alarm relay ZF7 41 Speed sensor B2 ZF41
8 - - 42 Speed sensor B3 ZF42
9 Hydraulic transmission ZF9 43 Transmission control ZF43
10 Hydraulic transmission ZF10 44 Transmission control ZF44
11 - - 45 Fuse 6C (7.5 Amp) ZF45
12 Hydraulic transmission ZF12 46 Hydraulic transmission ZF46
13 Hydraulic transmission ZF13 47 - -
14 Display connector ZF14 48 - -
15 Display connector ZF15 49 Temperature sensor B15 ZF49
16 - - 50 - -
17 - - 51 Hydraulic transmission ZF51
18 Diagnostic connector ZF18 52 - -
20 Transmission control ZF20 54 Hydraulic transmission ZF54
21 Parking brake relay ZF21 55 - -
22 Transmission control ZF22 56 Hydraulic transmission ZF56
23 Fuse 10B (7.5 Amp) ZF23 57 - -
24 - - 58 - -
25 Line CAN H B 59 - -
26 Line CAN L V 60 - -
27 Line CAN l V 61 - -
28 - - 62 Speed sensor B4 ZF62
29 Man./Auto SW ZF29 63 Gearshift selector ZF63
30 Transmission control ZF30 64 Gearshift selector ZF64
31 Transmission control ZF31 65 Gearshift selector ZF65
32 Hydraulic transmission ZF32 66 Clutch cut-off sw ZF66
33 - - 67 Gearshift selector ZF67
34 - - 68 Fuse 10B (7.5 Amp) ZF68
V
V
TRANSM. CONTROL
AUXILIARY CONNECTION
WITH SINGLE LEVER
CAN H
CAN L
X19-26 ZF5
ZF30
X19-27 X19-25
X19-5 LTS
ZF31
ZF45
ZF22
ZF44
ZF20
X19-30 ZF1
X19-1
ZF45 ZF22 ZF22
X19-22 ZF2
X19-2
FUSE 7.5A (BOX 8C) KICK-DOWN SW.
ZF45 ZF45
GND
ZF45
ZF45
ZF31 ZF31
X19-31
TRANSM. CONTROL
AUXILIARY CONNECTION ZF44 ZF44 ZF23
X19-44 X19-23
F-N-R ZF20 ZF20
X19-20 ZF68 FUSE 7.5A (BOX 10B)
X19-68
ZF45 ZF45 K2
X19-45
CU 2.5 772 197 CU 2.5 163

ZF45 B3 BATT
30 87
(A) FUSE 7.5A (BOX 8C)
B2 V ZF65 ZF7 556 558 ZF45

X6 X19-65
X19-7
(B) 85 86 (21/N)
ZF63 (21/M)
B
X19-63
Z K
(C)
HORN (D)
BACK-UP
ZF67 ALARM RELAY
X19-67
(D)
ZF43
X19-43 ZF56 430
X19-56 Y
(B)
X7 (23/A)
ZF10 434
ZF45
ZF64 X19-10 Y2
X19-64
DIAGNOSTIC-INTERFACE
(CONNECTOR)
(C)
ZF X19-32
ZF32
(23/B)
438
Y3
(23/C)
TRANSMISSION ZF55 442
SELECTOR X19-55 Y4
595 TRANSMISSION
(23/D)
ZF45 ZF67 HYDRAULIC
EST 37 X19-9
ZF9
(23/E)
446
Y5 BLOCK
X19 ZF51 450

ZF15 ZF15 X19-51 Y6
X19-15 (23/F)
ZF12 454
X19-12
A5 ZF18 ZF18 (23/G)
X19-18 TRANSMISSION
ZF13
CONTROL X19-13
B4 ZF39 458
X19-39 TEMP.
500 ZF4 (23/J)
ZF45 508 X19-4
(23/S) ZF46 462
504 ZF62 X19-46 TEMP.
(23/U) X19-62
(23/L)
ZF45
DISPLAY GND (23/T)
CONNECTOR SPEED SENSORS
OUTPUT
ZF45
570
(23/X)
B15 CONVERTER OUTPUT
ZF49 574
X19-49 TEMP. SENSOR
A6 (23/K)
ZF14 ZF14
X19-14
ZF19 GE2
X19-19
(23/M) B
ZF3 BL2
X19-3
ZF21 (23/N)
X19-21
ZF41 GN3
X19-41
(23/O) B2 SPEED SENSORS
ZF3 SW3 PICK-UP
(23/P)
ZF45
ZF29 ZF29 ZF3 BL4
X19-29
(5/4)
ZF42
(23/R)
RT4 B3
X19-42
921 (23/Q)
P.B. 921
1
MAN./AUT. SW. S12

ZF21
S2
ZF66 974 975 975
X19-66
DIODE ZF45
(31/20) (31/19)
87
CLUTCH CUT OFF
ZF45 PRESSURE SW. ZF45
87 30 ZF30 ZF30 943
CN1-25
X19-30
B.B.
ZF45 996
921 921
86 85
1 1
ZF45
ZF45
AUXILIARY SELECTOR CLUTCH CUT OFF SW.

ENABLE SW. S17
S13
PARKING BRAKE
RELAY ZF45 ZF45 ZF45
S
567 996 996 978 978
21/C 21/A
PARKING BRAKE SW.
Fig. 7-24 ZF transmission electric diagram
7.4 LOCATION OF MAIN COMPONENTS ON ENGINE
VIEW FROM B RIGHT SIDE SECTION VIEW
Engine coolant temperature
sensor
Common rail pressure sensor
• Fuel heater
Camshaft sensor
•
EDC7 controller
•
• Crankshaft sensor
BOSCH
B➔ •
BOSCH
BOSCH
Alternator
Temperature sensor
Fuse 80 Amp Fuse 50 Amp
Engine rpm sensor 79102142
Depression switch
Central gear rpm sensor
Converter turbine rpm sensor Y
Connector x 21
Detail Y
Level indicator sender
A.C. electric compressor
Alternator
Pressure switch A➔
• 82 bar (1189 psi)
Starter motor
Temperature sensor
7-22
TRANSMISSION SIDE VIEW
VIEW FROM A LEFT SIDE Fig. 7-25
LOCATION OF MAIN COMPONENTS ON THE MACHINE
Batteries (2)
Switch 1 bar (14.50 psi)
L Proximity sensors W R
Accelerator pedal Battery cable
Battery starter
motor cable
Potentiometer
DETAIL L Switch 1 bar (14.50 psi) K
Ground cable
Brake
solenoid valve DETAIL Z Z
cable Battery cable
General switch key
Main switch
Switch
Electric
timer
Switch 15 bar
➔
(26.10 psi)
A A
DETAIL K
➔
A
➔
➔
B
L ELASIS R B B
DETAIL R Proportional amplifier
VIEW FROM A SECT. A-A SECT. B-B
Switch 1.8 bar
Ground cable
VIEW FROM B
DETAIL W
Washer tank
Relay
Diode
Pressure switch 73 bar Plaid assembly
(1059 psi) Fuse holder
Diverter box fuse 150 Amp
Solenoid switch
Washer pump Fig. 7-26
7.4.1 MAIN SWITCH
LOCATION - Inside the battery left panel.
Battery To ground
–
Fig. 7-27
7.4.2 STARTER SWITCH
LOCATION - Cab right console
OFF
AC
H C R B M
ON
STAR
T
L BG
B G1 G2 ACC M ST POSITION
H B ST
OFF
ACC
G2 G1
ON M ACC
START
Fig. 7-28
WIRES POSITION TECHNICAL DATA

R724 "B" DC: 24 V
804 "ACC" B-G1, G2: 8 A
949 "M" B-ACC: 10 A
907 "ST" B-M: 5A
B-ST: 3A
7.4.3 SOLENOID SWITCHES AND DIODES
COLD STARTING SOLENOID SWITCH

782
780 To fuse 150 Amp
782 To resistor
IV-4 To EDC7 controller PIN 4
IV-16 To EDC7 controller PIN 16
TECHNICAL DATA IV-4 IV-16

Nominal voltage: ≤ 24 V
Solenoid nominal current: ≤ 2 A
780
Fig. 7-29
Fig. 7-30 LOCATION - Inside connection box,

right side of engine compartment
HOLDING RELAY 90 Amp
804
M 85 R
30
G
86
N
WIRES
804 to starter switch ("ACC")
N to ground
R to relay board (+B)
M to fuse F5A (15 Amp)
TECHNICAL DATA
R
Nominal voltage: 24 V
Nominal current: 90A 30 85 86 G
Resistance: 140 Ω
Electric diagram
Contact closing voltage: 5 ÷ 18V
Contact reopening voltage: 8 ÷ 20V Fig. 7-31
Fig. 7-32 Location of solenoid switch: relay board,

inside the cab behind the operator's
seat
BACK-UP ALARM RELAY

556
WIRES
772 to battery 85
197 30 772
87a
197 to fuse 3E (7.5 Amp)
87
558 to connection 21N 86
556 to connection 21M
558
TECHNICAL DATA
Nominal voltage: 24 V
Nominal current: 14 V
Releasing voltage: 4.8 V 85 87 87a
Resistance at 20°: 240 Ω
Maximum current 20 A (contacts N.O.) Diode 1N4004 86 30
Maximum current 10 A (contacts N.C.)
Electric diagram
Fig. 7-33
6 5 4 3 2 1
D
6 5 4 3 2 1
Fig. 7-34 Location of relay: inside connection box, right

side of engine compartment
RELAY 10/20 Amp WIRES

85 To diode (954)
30 To Brown Box controller CN1-23 8956)
85
30 86 To fuse 6C (5 Amp) (167)
87a
87
86 87 To timer Pin + (B)
RELAY 10/20 Amp
WIRES
85
30 85 To timer Pin C (H)
87a
87
30 To solenoid valve 3 (2)

86
86 To timer Pin b+ (B)
87 To timer Pin +(B)
87a To solenoid valves 1-2 (4)
85 87 87a
86 30
Diode 1N4004
Fig. 7-35
LIGHTS RELAY WIRES

85 To ground (N)
30 To fuse 10C (10 Amp) (R923)
85
30 86 To dimmer and flash SW PIN 56a (593)
87a
87
86
87 To head light (R-H) (221)
LIGHTS RELAY
WIRES
85
30 85 To ground (N)
87a
87
30 To fuse 12C (10 Amp) (R294)

86
86 To dimmer and flash SW PIN 56b (594)
87 To head light (R-H/L-H) (223)
85 87 87a
86 30
Diode 1N4004
Fig. 7-36
SOLENOID SWITCH WIRES

UNDER STARTER SWITCH 85 To ground (N)
30 Connector box (R)
86 To key switch ACC (804)
85
30 87 To fuse 5 A (15 Amp)
87a
87
86
RELÈ PARKING BRAKE
WIRES
85
30 85 To diode (996)
87a
87
30 Auxiliary detector enable SW (ZF45)

86
86 To fuse 8C (7.5 Amp) (ZF45)
87a To ZF EST 37 PIN X19/21 (ZF21)
85 87 87a
86 30
Diode 1N4004
Fig. 7-37
NEUTRAL RELAY WIRES

85 To diode
30 To EDC7 controller PIN 20 (802)
85
30 86 To ZF EST 37 PIN X19/67 (595)
87a
87
86 87 To key switch ST (907)
RELÈ DEVICE ENGINE OIL PRESS.

INDICATOR LIGHT
WIRES
85
30
85 To EDC7 controller PIN 63 (63)
87a
87
86 30 To ground (000)
86 To EDC7 controller PIN B+ (8)
87 Brown-Box controller CN7-21 (23)
85 87 87a
86 30
Diode 1N4004
Fig. 7-38
HORN RELÈ 10/120A WIRES

85 To horn pedal SW (116)
30 To fuse 11A (7.5 Amp) (R925)
85
30 86 To fuse 11A (7.5 Amp) (R925)
87a
87
86
87 To horn (138)
HORN RELÈ 10/120A
WIRES
85
30
85 To Ground (N)
87a
87
86 30 To fuse 11A (7.5 Amp) (R925)

86 To ZF (Z)
87 To horn (138)
85 87 87a
86 30
Diode 1N4004
Fig. 7-39
COLD START RELÈ WIRES

85 EDC7 controller (IV6)
30 Fuse 150A (CU16)
85
30 86 Controller EDC 7 (IV4)
87a
87
86 87 Grid heater
FUEL PREHEATER RELÈ
WIRES
85
30
85 EDC7 controller (IV6)
87a
87
86 30 Fuse 150A (CU16)

86 Controller EDC 7 (IV4)
87 Resistor
85 87 87a
86 30
Diode 1N4004
Fig. 7-40
LTS TIMER
WIRES
3 To connection sol. valve EV2-EV3
B To pos. 87 relay "1"
B To pos. 86 relay "2"
H To pos. 85 relay "2"
3
B P
L
B
Fig. 7-42 Location of LTS relay and timer: inside

Fig. 7-41 box APV12 on front frame
K1 High beam lights relay

K2 Starting safety relay
K3
K3 Turning light flasher relay K1 K2
K4 Low beam lights relay
K5 Forward/Reverse 2° command safety relay
K6 Not connected
K7 Horn relay
K8 Transmission solenoids control relay
Note — For the specific connections of the relays, please

refer to the relevant diagram.
K4
K5 K6 K7 K8
Fig. 7-43 Location: relay board, inside the cab

behind the operator's seat
RELAY BOARD ELECTRIC DIAGRAM (CAB)
D11 IN4007
567
P. BRAKE INDIC. X3 - 21
D9 IN4007 K8
996PB V23074 ZF 45
P. BRAKE PRESS. X3 - 19 X3 - 13 + F2
87A ZF 21
D10 IN4007
X3 - 16 I. P. BRAKE SW
996 30
P. BRAKE X3 - 20 87
X3 - 14 N.C.
86
N.C. X3 - 12
85
X3 - 17 N.C.
D7
IN4007
X3 - 18 N.C.
ZF45
F2 X3 - 11
K7
V23074 R925
X3 - 1 + HORN RELAY
87A
30
87 138
X3 - 4 HORN
86
85
D6
IN4007
11
N.C. X3 - 5 X3 - 6 HORN PEDAL. BUTT.
K6
V23074
87A
30
87
595 86
DIVERT. BUTT. X3 - 2
85
X3 - 15 N.C.
D5
IN4007
J1 + 30
N1
GND X34 X3 - 3 J2 B + FUSES
K1
V23074 R923 +B
X2 - 6 + HIGH BEAM RELAY J3 30 RELAY 90A
87A 11
219
X2 - 9 HIGH BEAM IND.
30
221
X2 - 8 LH HIGH BEAM
87
X2 - 7 RH HIGH BEAM
86 LOW BEAM 594 86
RELAY X2 - 2 85
D1
IN4007
K4
V23074 R924
X2 - 3 + LOW BEAM RELAY
87A
30 223
231
X2 - 4 RH LOW BEAM
87
X2 - 4 LH LOW BEAM
86 HIGH BEAM 593 86
X2 - 1
RELAY 85
D3
IN4007
GND
K3
FLASHER UNIT
K5
V23074 802
X2 - 11 STAT. SAF. 102 86 30
X3 - 10
87A + FLASHER
30 87
87 907
X2 - 10 30 START
86 START. ZF67 86 190 85 87A
X2 - 15 X3 - 7
SAF. 85 49 FLASHER
D4
IN4007
996PB
P.B. PRESS X2 - 12
K2
V23074
X2 - 14 N.C. 86 RELAY 90A
M FROM KEY
87A 804 1
ACC FROM KEY X3 - 9
30 A
X1
87 2
X3 - 13 N.C. B
86
N.C. X2 - 16
85 N1
GND X34 X3 - 8
D2
IN4007
85 RELAY 90 A
N.C. X2 - 17
Fig. 7-44
7.4.4 PRESSURE SWITCHES - SENSORS - SWITCHES
2
1
Fig. 7-45
1 - STOP LIGHTS PRESSURE SWITCH 3 - BRAKE ACCUMULATOR LOW PRESSURE

PRESSURE SWITCH
WIRES
117 To fuse 1E (4E) WIRES
175 To stop lights 613 To Brown Box CNI-3 controller
000 To ground on front frame
TECHNICAL DATA
Thread: M10 x 1 TECHNICAL DATA
Setting: 1.8 ± 0.5 bar (26.10 ± 7.25 psi) Thread: R 1/8 taper
Setting: 73 ± 5 bar (1058 ± 72.51 psi)
2 - TRANSMISSION CUT-OFF PRESSURE SWITCH
WIRES
974 To controller ZF at PIN X/9-66
975 To pos. 1 transmission cut-off switch
TECHNICAL DATA
Thread: M10 x 1
Setting: 15 ± 1 bar (217 ± 14.50 psi)
Tightening torque: 2 daNm
MAIN ELECTRICAL AND ELECTRONIC COMPONENTS OF EDC 7 SYSTEM
1 2 3 4
13
12 7
11 10 9 8
Fig. 7-46
Ref. Description
1 Coolant temperature sensor
2 Electric injector
3 Rail pressure sensor
4 Air temperature/pressure
5 Starter motor
6 Timing sensor
7 Pressure regulation solenoid valve
8 Fuel temperature sensor
9 EDC 7 electronic controller
10 Crankshaft sensor
11 Engine oil level sender (*)
12 Engine oil pressure/temperature sensor
13 Pre-post-heater resistor
ELECTRONIC CONTROLLER EDC 7
C A
Fig. 7-47
A. Injector connector - B. connector for powering and for functions scheduled in the application - C. Sensors connector.
It is installed directly on the engine by a heat exchanger providing its cooling, using elastic pads reducing the
vibrations transmitted by the engine.
It is powered through a 20 Amp fuse. The main relay normally used to power the system is located inside the
controller itself.
INJECTOR CONNECTION (A)
12 16
6 11
1 5
Fig. 7-48
View form wire input side
WIRE
ECU PIN FUNCTION
COLOUR
1 - -
2 - -
3 RU Injector cylinder 2
4 WP Injector cylinder 3
5 WV Injector cylinder 4
6 RW Injector cylinder 2
7 - Ground
8 - Ground
9 RG Injector cylinder 1
10 UN Injector cylinder 6
11 UG Injector cylinder 5
12 WR Injector cylinder 3
13 RY Injector cylinder 1
14 W Injector cylinder 4
15 UO Injector cylinder 6
16 UY Injector cylinder 5
Legenda of colours
B black
R red
U blue
W white
P ciano
G green
N brown
Y yellow
O orange
SENSORS CONNECTORS (C)
6 8 16 9 15 22
4
5
1 3 23 30 36 29
Fig. 7-49
WIRE
ECU PIN FUNCTION
COLOUR
2 - -
4 - -
5 NW Negative for pressure regulator
7 NP Positive for pressure regulator
9 PY Positive for engine oil temperature pressure sensor
10 NY Positive for air pressure temperature sensor
12 GY Positive for rail pressure sensor
17 YR Negative for fuel temperature sensor
18 YN Negative for coolant temperature sensor
19 PN Negative for engine oil pressure temperature sensor
20 GN Negative for rail pressure sensor
21 N Positive for air pressure/temperature sensor
23 U Camshaft sensor
24 U Crankshaft sensor
25 R Crankshaft sensor
27 GO Signal from rail pressure sensor
28 NG Signal from air pressure sensor
29 UO Signal from air temperature
30 R Signal from camshaft
31 - -
32 - -
33 PO Signal from engine oil temperature sensor
34 YU Positive from fuel temperature sensor
35 PG Signal from engine oil pressure sensor
36 YO Positive from coolant temperature sensor
CONNECTOR A to C (COMMOIN FOR ALL APPLICATIONS)

CONTROL UNIT
Fig. 7-50
CONNECTOR (B) POWERING THE COMPONENTS AND

ALL THE FUNCTIONS PROVIDED BY THE APPLICATION
71 89 72 54 6 11
1
7
12
53 35 18 36 17
Fig. 7-51
ECU
WIRE FUNCTION
PIN
1 774 Positive direct from fuse 1E (20 Amp)
2 2 Fuel pre-heater relay 10/120A
3 000 Ground
4 4 Colt start relay
8 8 Engine oil pressure device relay indic. Light/switch/ pre-heater indicator/
pus-button/switch/pre-heater indicator light
9 000 Ground
14 000 Ground
15 000 Ground
16 16 Colt start relay
19 19 Neutral relay
20 802 Accelerator pedal pressed
27 270156 Push button switch
28 28 Positive for diagnostic indicator EDC
ECU
WIRE FUNCTION
PIN
31 31 Line K for 30 pole diagnostic connector
36 36 Positive for fuel filter heater solenoid switch
37 888 Positive for starter motor
39 39 Fuse 6E (4 Amp)
43 43 Accelerator pedal pressed
45 45 Positive from stop button inside engine compartment
46 46 Negative for pre-heater actuated indicator light
52 V Line CAN L
53 B Line CAN H
55 55 Positive for accelerator pedal position sensor
60 60 Switch
63 63 Engine oil press. Device relay indicator light
64 64 Negative for EDC diagnostic indicator
72 72 Negative from accelerator pedal pressed switch
81 81 Negative for accelerator pedal position sensor
83 83 Signal from accelerator pedal position sensor
STARTING
ENGINE
RELÈ
GOLD START
RELÈ
PREHEARTER
Fig. 7-52 EDC 7 electronic controller electric circuit diagram
ELECTRIC INJECTORS
It is a N.O type solenoid valve.
Individually connected to the EDC controller on connector A.
The resistance of the solenoid of each individual injector is 0.56 to 0.57 Ω.
Ref. Description Controller pin

1 Injector cylinder 2 3A
CONNECTOR 1
3 Injector cylinder 1 13 A
CONNECTOR 2
CONNECTOR 3
1 2 3
Fig. 7-53
1 2 3 4 5 6
1 2 3
Fig. 7-54
RESISTOR AND SOPLENOID SWITCH FOR PRE-POST-HEATING

It is a resistor located in the intake manifold.
It is used to warm-up the air in the pre/post heating operations. It is powered by a solenoid switch located on the
left side of the frame.
The resistance is about 0.5 Ω.
RESISTOR
Fig. 7-55
Fig. 7-56
A. Control solenoid switch.
The control solenoid switch is connected to the controller at pins 4B – 16B.

The control occurs with water and/or fuel temperature below 5 °C (41 °F).
The resistance of the solenoid switch is about 15 Ω.
COOLANT TEMPERATURE SENSOR

It is a variable resistance type sensor capable of measuring the coolant temperature to provide the controller with
an indication of the thermal condition of the engine.
The same signal is used by the controller to pilot a temperature gauge installed on the dashboard (if any).
It is connected to controller pins 18C – 36C.
The resistance at 20 °C (68 °F) is about 2.50 kΩ
Fig. 7-57
A. Coolant temperature sensor.
FUEL TEMPERATURE SENSOR

It is a sensor equal to the previous one.
It monitors the fuel temperature to provide to the controller an indication of the thermal condition of the fuel.
It is connected to controller at pins 17C – 34C.
Its resistance at 20 °C (68 °F) is about 2.5 kW
Fig. 7-58
1. Fuel temperature sensor - 2. Resistor for filter heating.
The ECU pilots the control solenoid valve for the filter heating to a fuel temperature of ≤ 36 °C (97 °F).
CONNECTOR
Fig. 7-59 Fig. 7-60
CONTROLLER PIN
Ref. DESCRIPTION
WATER FUEL
1 Ground 18C 17C
2 Temperature signal 36C 34C
AIR TEMPERATURE-PRESSURE SENSOR

It is a component integrating a temperature and a pressure sensor.
Installed on the intake manifold, it measures the maximum flow of air taken in and it calculates in an accurate
manner the quantity of fuel to be injected at each cycle.
It is connected to the controller at pins 21C – 29C – 10C – 28C.
It is powered at 5 Volt.
The voltage present on the output is proportional to the pressure or temperature measured by the sensor.
Pin 21C – 29C Temperature
Pin 10C – 28C Pressure
ENGINE OIL TEMPERATURE PRESSURE SENSOR

It is a sensor equal to the previous one.
It is installed vertically on the engine oil filter support.
It measures the temperature and pressure of the engine oil.
It is connected to the controller at pins 19C - 33C - 9C - 35C.
It is powered at 5 Volt. The signal monitored is forwarded to the EDC controller that in turn controls the indicator
instrument on the dashboard (indicator + low-pressure indicator light).
The oil temperature is not visualised by any instrument; it is only used by the controller.
Pin 19C – 33C Temperature
Pin 9C – 35C Pressure
1
ELECTRIC DIAGRAM
Fig. 7-61 Fig. 7-62
CONTROLLER PIN
Ref. DESCRIPTION
OIL AIR
1 Ground 19C 21C
2 Signal NTC (temperature) 33C 29C
3 Power + 5 Volt 9C 10C
4 Signal (pressure) 35C 28C
HIGH-PRESSURE PUMP - PRESSURE REGULATOR
Fig. 7-63
A. Pressure regulator
The quantity of fuel supplying the high-pressure pump is dosed by the pressure regulator located on the low-
pressure system; the pressure regulator is controlled by the EDC 7 controller.
The delivery pressure to the rail is modulated between 250 and 1450 bar (3626 and 21030 psi) by the electronic
controller actuating the pressure regulator solenoid valve.
It is a N. O. solenoid valve.
It is connected to the controller at pins C5 - C7.
Its resistance is about 3.2 Ω.
FUEL PRESSURE SENSOR

Installed at one end of the rail, it measures the existing pressure of the fuel and informs the controller (feedback).
The value of the injection pressure is used to control the pressure itself and to determine the duration of the
electric control of the injection.
It is connected to the controller at pins 20C – 27C– 12C.
It is powered at 5 Volt.
FUEL PRESSURE SENSOR CONNECTOR
Fig. 7-64
Ref. Description Controller pin

1 Ground 20 °C / 68 °F
2 Signal 27 °C / 80.6 °F
3 Power 12 °C / 53.6 °F
ENGINE CRANKSHAFT SENSOR

It is a sensor of induction type and it is located on the front left side of the engine. It generates signals obtained
by the lines of magnetic flow that are closed through the openings of the phonic wheel mounted on the crankshaft.
It is connected to the controller at pins 25C-24C. The value of the resistance of the sensor is ~ 900 Ω.
CRANKSHAFT SENSOR
Fig. 7-65
TIMING SENSOR
It is a sensor of induction type and it is located on the rear left side of the engine. It generates signals obtained by
the lines of magnetic flow that are closed through the openings on the gear installed on the camshaft. The signal
generated by this sensor is used by the electronic controller as a timing signal of the injection.
Although it is similar to the flywheel sensor it is NOT interchangeable since it has a different external shape.
It is connected to the controller at pins 23C-30C. The value of the resistance of the sensor is ~ 900 Ω.
TIMING SENSOR
Fig. 7-66
1 2 3
1
3
2
CONNECTOR ELECTRIC DIAGRAM

Fig. 7-67 Fig. 7-68
Controller Pin
Ref. Description Cranfshaft sensor Timing
sensor
1 Signal 24C 30C
2 Signal 25C 23C
3 Shielding
ENGINE CLUTCH SENSORS F4AE0684H E

It is a proximity electronic switch powered at 24 Volt.
It is installed on the clutch pedal and monitors that the clutch engagement occurred.
It is equipped with a yellow signalling led lighting when the pedal is released.
It is connected to the electronic controller at pins 62B-8B.
1 (GROUND)
2 (+24)
3 (SIGNAL)
1 2 3 4 5
Fig. 7-69
1. Sensor sensing part - 2. Securing screws (torque 10 Nm) - 3. Brass body - 4. Yellow led - 5. Connector.
Ref. Description Controller Pin

1 Ground
2 Power + 24 V 8B
3 Signal 62B
PRESSURE SWITCH FOR STEERING MAIN CIRCUIT LOW PRESSURE

WIRES
835 To Brown Box CN1-17
000 To ground
TECHNICAL DATA
Thread: M14 x 1.5
Setting: (Push-OFF)
Fig. 7-70
PRESSURE SWITCH FOR EMERGENCY STEERING CIRCUIT LOW PRESSURE

WIRES
844 To Brown Box CN1-19
000 To ground
TECHNICAL DATA
Thread: M10 x 1 taper
Setting: 1 ± 0.2 bar (14.5 ± 2.9 psi)
Fig. 7-71
PARKING BRAKE PRESSURE SWITCH

996
996 978
978
WIRES
978 To ground
996 Parking brake relay
TECHNICAL DATA
N.C.
Thread: M10 x 1
Setting: 82 ± 1 bar (1189 ± 14.5 psi)
LOCATION - Rear side of transmission

Fig. 7-72
TRANSMISSION OIL TEMPERAURE SENSOR

570
570 574
574
WIRES
570 To controller ZF PIN X19-46
TECHNICAL DATA
Thread: M16 x 1.5
LOCATION: Left side of torque converter cover

Fig. 7-73
BUCKET POSITIONER PROXIMITY SENSOR
WIRES
BLACK
BLUE To ground
BROWN To connection 31 way (994) BLUE
BLACK To connection 31 way (981)
BROWN
TECHNICAL DATA
Thread: M18 x 1 981
Tightening torque: 2.5 daNm
Setting of sensor intervention gap: 5 mm max.
LOCATION: On bucket cylinder

Fig. 7-74
BOOM KICK-OFF PROXIMITY SENSOR
WIRES
BLUE To ground BLACK
BROWN To connection 31 way (995) BLUE
BLACK To connection 31 way (980)
BROWN
TECHNICAL DATA
Thread: M18 x 1 980
Tightening torque: 2.5 daNm
Setting of sensor intervention gap: 5 mm max.
LOCATION: on front frame, in correspondence with

left boom pivot.
Fig. 7-75
TRANSMISSION SPEED SENSOR
SPEED SNEOR B1 (ENGINE) B1

WIRES
GE2 To controller ZF PIN X19-19
BL2 To controller ZF PIN X19-3
536
536 537
537
SPEED SENSOR B2
B2
WIRES
GN3 To controller ZF PIN X19-41
SW To controller ZF PIN X19-3
534
534 535
535
SPEED SENSOR B3
WIRES
BL4 To controller ZF PIN X19-3 B3
RT4 To controller ZF PIN X19-42
SPEED SENSOR B4 534

534 535
535
WIRES
504 To controller ZF PIN X19-62 Fig. 7-76
508 508 To use 8C (7.5 Amp)
INSTALLATION NOTE FOR SENSORS:

Apply LOCTITE 572 to the sensors.
Setting: To obtain a correct installation of the sen- B1 B2 B3

sors, tighten them until touching the transmission gear,
then loosen the sensor one and a half turn.
B4
Fig. 7-77
FUEL LEVEL SENSOR
WIRES
555 To Brown Box controller CN1-7
000 Ground
LOCATION: Inside the tank
FULL
3/4 262
409
25
272
(55˚)
1/2
R500
227
110˚
(55˚)
320
1/4
409
WARNING
557
POINT 555
EMPTY (Ω)
FULL 10
3/4 19
1/2 32
1/4 49.5
EMPTY 80 Floater
Fig. 7-78
7.4.5 ALTERNATOR
BOSCH
B+
BOSCH
BOSCH
B-
S
L
IS
BS
DFN
B.B.
80A 4A
4A
(5E) (4E)
+
B+
18/10
875
637
707
DFN
24V BS
15
L
S
B
-
ENGINE SOLENOID TERMINAL OR POINT

NEAR THE BATTERY CONNECTED TO THE
BATTERY BY LARGE DIAMETER CABLE
Fig. 7-79
WIRES TECHNICAL DATA

773 To LINK fuse (80A) Nominal voltage of electrical system: 24 Volt
637 To connector "18/10" (cab connections) Nominal current output: 70 Amp
000 Ground
LOCATION: left side of engine compartment
AIR CLEANER CLOGGING PRESSURE SWITCH
WIRES
000 The ground
TECHNICAL DATA
Setting (closing of contacts): 57 to 67 mbar
Tightening: tighten manually, without tools.
LOCATION: On air cleaner inside engine hood.
663
000
Fig. 7-80
7.5 ACOUSTIC TRANSDUCERS
HORN
LOCATION: Inside front frame
WIRES
138 To connector 31/5
000 To ground
TECHNICAL DATA
Nominal voltage: 24 Volt
Current absorption: ≤ 5A (0.2 Ω)
Sound level: 117 db at 1.2 m
138 000
Fig. 7-81
BACK-UP ALARM
163 000
LOCATION: Radiator compartment.
WIRES
+ -
163 To back-up alarm relay through fuse 3E
(7.5 Amp)
000 Ground
TECHNICAL DATA
Nominal voltage: 24 Volt VIEW OF BRIDGE FOR SETTING
Sound level: adjustable (97 - 107 - 112 db) OF ACOUSTIC POWER
MIN. MED.
MAX
Fig. 7-82
7.6 CLIMATISATION SYSTEM
When this button is pressed all the climate

system functions are fully automatically controlled.
The system provides to reach and maintain constant
the temperature selected for the compartment.
This button intervenes on the panel switching

from outer air to re-circulation and viceversa.
The air re-circulation is automatically activated when
outside temperature exceeds 26 °C (79 °F).
Fig. 7-83
Activation/deactivation of air conditioner
compressor.
The activation of the compressor is signalled by the
activation of the relevant led.
Selection of desired temperature inside the In this case if an inner temperature lower than the outer
compartment. one is required, the led flashes for a few seconds to
Each push corresponds to a variation of ± 1 °C (86 °F) warn the operator indicating that the system is unable
of the value indicated by the display. to cool the air.
For values below 8 °C (46.4 °F) or exceeding 30 °C When the outer temperature is below 3 °C (37.5 °F) the
(86 °F). the display shows LO and HI respectively. compressor is deactivated.
Under these extreme conditions, the system is
configured in a stable setting so that it always provides
maximum cold LO or maximum heat HI.
(rightward). Manual selection of the quantity

of air injected into the compartment.
By actuating these buttons, led AUTO goes OFF. The
system still regulates automatically except for the
manual selection.
By pressing the speed decrement button with zero
speed, the controller goes to condition OFF (everything
inoperative and functions deactivated).
Indication of outside temperature.

When the outside air temperature approaches 0 °C
(32 °F) the display flashes for a few seconds at regular
intervals, indicating the danger of ice formations on the
ground.
CLIMATISATION DIAGRAM
16 AZZURRO-GIALLO/LIGHT BLUE-YELLOW
+Batteria/+Battery
15 ROSSO/RED
+Chiave/+Key
6 BIANCO-NERO/WHITE-BLACK
+Luci/+Light
12 NERO/BLACK
Massa/Ground
Sensore temperatura aria miscelata

8 VIOLA-BIANCO/VIOLET-WHITE Mixed air temperature sensor
18 VIOLA-BIANCO/VIOLET-WHITE
9 ROSA-NERO/PINK-BLACK
Sensore temperatura aria esterna
19 ROSA-NERO/PINK-BLACK External air temperature sensor
11 1
12 2
10 ROSSO-NERO/RED-BLACK
13 3 Sensore temperatura aria interna
20 ROSSO-NERO/RED-BLACK Internal air temperature sensor
14 4
15 5
16 6 2 AZZURRO-BIANCO/LIGHT BLUE-WHITE
17 7
18 8 13 BIANCO-WHITE 4 6
19 9
Connettore (per la centralina) da utilizzare nel cablaggio:
20 10 3 2 1
Molex MiniFit 20 vie porta femmina cod. 557-20R
Centralina Pin femmina:cod.5556

Control Unit Valvola ad acqua motorizzata
Water valve with motor
Energized
Rel. = blow-by
energized=blow-by
4 MARRONE-BIANCO/BROWN-WHITE
87 Usato per attuatore di ricircolo
87 Used only for recycling acuator
86 85
30
1 VERDE/GREEN 87
All'impianto di
87 Tasto A/C condizionamento
86 85
30 A/C Switch To A/C system
11 BLU/BLUE
3 GIALLO/YELLOW
5 MARRONE/BROWN
2
2.5 mm +Key
+Key
87 87 87
87 87
86 85 86 85 86 85
30 30 30
+key
+Key
a
2 Velocità
nd
2 Speed
a
1 Velocità
st
3a Velocità 1 Speed
th
3 Speed Electric
Electricfan
fan
Brown
Black
Brown
Blue
Blue
Light blue-yellow
Light blue- yellow
Fig. 7-84
CLIMATISATION ELECTRIC CIRCUIT

711
x1-12
x1-12+24V
+24 VALIMENTAZIONE
POWER
UI
R1
I 7812 0 190
x1-7 OUT +12
470 ohm 1/2 w GND
+C3 +C3 +C3

C1 C2
000µF 100nF 10µF 63V 10µF 100nF
50V 63V 63V 63V
NI
x1-1 GND X1
CLIMA04
x1-14 85
85RECIRCULATION RELAY
RELE' RICIRCOLO
191
x1-13 RECIRCULATION MOTOR
MOTORE RICIRCOLO
RL1
24V 85 87 87a
D1
IN4007
86 30
CLIMA11 st RELE’ 1a
x1-6 185 SPEED RELAYVELOCITA’
01
x1-4 11sta SPEED
VELOCITA’
RL2
24V 85 87 87a
D2
IN4007
86 30
CLIMA03 nd RELE’ 2a VELOCITA’

x1-8 285 SPEED RELAY
02 22ndaSPEED
x1-9 VELOCITA’
RL3
24V 85 87 87a
D3
IN4007
86 30
CLIMA05 a
x1-10 386
rd RELE’ 3 VELOCITA’
SPEED RELAY
03
x1-13 33rdaSPEED
VELOCITA’
RL4
24V 85 87 87a
D4
IN4007
86 30
CLIMA01
X1-2 CONDITIONER
86 RELE’ CONDIZIONATORE
RELAY
824 X 1-3 CONDITIONER
USCITA CONDIZIONATORE
OUTPUT
RL5
24V 85 87 87a
D5
IN4007
86 30
Fig. 7-85
SECTION 8
CAB
TABLE OF CONTENTS
8.2 REPAIR ................................................................................................................... 8-2

8.2.1 Cab (Removal/Installation) ...................................................................................... 8-2
8.3 WINDSCREEN WIPERS AND WASHERS .............................................................. 8-4
8.4 HEATER ................................................................................................................. 8-5

8.4.1 Generalities ............................................................................................................. 8-5
8.4.2 Main components and specifications ...................................................................... 8-5
8.5 CAB GLAZING ........................................................................................................ 8-6

8.5.1 Disassembly and assembly ................................................................................... 8-7
8.6 AIR CONDITIONING UNIT ..................................................................................... 8-11

8.6.1 Operating instructions ............................................................................................ 8-11
8.6.2 Technical data ........................................................................................................ 8-12
8.6.3 Service precautions ............................................................................................... 8-13
8.6.4 Tool connections .................................................................................................... 8-15
8.6.5 Discharging ............................................................................................................ 8-16
8.6.6 Refrigerant charging ............................................................................................... 8-16
8.6.7 Leak inspection ...................................................................................................... 8-17

W190 EVOLUTION CAB 8-1
Fig. 8-1
The cab is a tested protection structure against roll-

over hazard (ROPS).
The cab is complete with the driver’s seat, steering
column, controls and instruments to drive and oper-
ate the machine.
Other standard features are the heating system, de-
mister, front and rear windscreen washer-wipers, ceil-
ing light, clock/thermometer, loud-speakers, safety
glasses, rear-view mirrors, sun visor, and emergency
exit.
Access inside the cab is through the left-hand door.
The right-hand door is used to gain access to the
heater/air conditioning system compartment. Doors
can be locked wide open and are fitted with a key
lock.
The main components such as the hydraulic reser- Fig. 8-2
voir, hydraulic pump and control valve, steering con-
trol valves and cylinders, and drive shafts can be re- The cab serial number is etched on a plate located on
moved or repaired without disassembling the cab. the inner side of the cab left-hand post.
Carefully read personal and machine SAFETY PRECAUTIONS at the beginning of this Manual
8-2 CAB W190 EVOLUTION
8.2 REPAIR
8.2.1 CAB (REMOVAL/INSTALLATION) Loosen the four safety screws and the four screws
securing the cab to the frame.
Removal Install an appropriate lifting device over the cab hook-
Park the machine on level ground and block wheels ing the 4 lifting eyes previously tightened (weight of
securely to prevent motion. the cab about 700 kg - 1540 lbs) and set a slight ten-
Disconnect the battery isolator switch. sion on the lifting chain.
WARNING
Always disconnect the battery isolator switch
WARNING
before cleaning, repairing, overhauling or parking
the machine. Always use hoists or similar devices of suitable
capacity to lift or move heavy components. En-
sure that the sling is perfectly made.
Use the lifting eyes.
ON
OFF
Fig. 8-3
Remove the guards around the bottom of the cab from

both sides.
Disconnect the ground plait and the electric connec-
tions between cab and frame.
Fig. 8-5 Lifting cab
Slightly raise the cab taking care not to tension any

electrical cables or hoses.
Lifting height should be such to allow detachment of
all lines and cables from machine assemblies.
Fig. 8-4
Disconnect the sensor and potentiometer wires from Close the heater feeding valves.
the accelerator pedal. Disconnect the two heater hoses located in the rear
Disconnect, after labelling them, the pipes to orbitrol right side of the cab.
(6). Loosen the screws securing the brake pedal valve Make sure that all connections on the machine are
and remove the pedal assembly without sisconnecting disconnected, then lift the cab, moving it sideways.
the pipes.
Open the panel on the right side of the machine and
label the hoses of equipment control levers (3) and Reinstallation
three-way valve (4). Disconnect the pipes of the The installation is the reversal of the removal.
windshield washer from the washer liquid tank. Tighten the cab screws to the frame to the specified
Close the heater feeding valves. torque.
12
5
4
3
10
11
6
1 7 2 11 1
8 1
Fig. 8-6
Note - 1 Screw M16 - Tightening torque 23 daNm
1. Safety screw M30 - 2. Safety screw M24 - 3. Equipment control lever pipes - 4. Three-way valve pipes - 5. Potentiometer -
6. Orbitrol valve - 7. Cab and frame front securing nut M16 - 8. Cab and frame rear securing nut m16 - 9. Accelerator pedal -
10. Steering column - 11. Elastic pads - 12. "HOLD" function sensor.
8.3 WINDSCREEN WIPERS AND WASHERS
The front windscreen wiper motor (1) is located at the Note 1 — Before setting the wiper blades in motion,
front of the steering column. The front windscreen wiper operate the windscreen washer to minimise the risk
has two intermittent working speeds: 35 strokes per of scratching the glass.
min (slow) and 55 strokes per min (fast).
A dog-leg mechanism transforms the motor shaft ro-
tary motion into 45° strokes of the wiping arm. Note 2 — Use the cleaning fluid DP1 diluted with water
dependent upon working temperature. A 50% deter-
gent/water solution does not freeze down to -10 °C
The rear windscreen wiper motor (2) is located under (50 °F). Below this temperature, use cleaning fluid only.
the cab trim behind the driver’s seat, on the right-hand
side. The rear windscreen motor has but one speed
(approx. 54 strokes per min). Pump hoses are connected to the nozzles located at
Internal gears provide an 80° oscillation of the wiping the sides of the wiping arms.
arm.
4 5
Fig. 8-7
The windscreen washer fluid bottle (3) is located in-

side the engine compartment, on the left-hand side.
The bottle is fitted with two pumps (4) and (5) for the
front and rear windscreens, respectively. Fig. 8-8
In case of motor or arm assembly replacement, it will

be necessary to reassemble the arm assembly to the
Specifications drive part correctly to centre the wiping action over
Bottle capacity ................................ 2.5 lt. (0.87 gal) the glass width.
Rated voltage .................................................... 24V To this aim, select the most suitable position for the
Absorbed current .............................................. ≤ 2A arm on the knurled drive part shown by the arrow in
Max. flow ........................ ≥ 3 lt./min (0.6 USG/min) the figure.
8.4 HEATER
8.4.1 GENERALITIES
The cab heater is placed in a special compartment,

6
on the cab right-hand side.
The associated switches are located on the control 1 2
console and are used to:
3
- adjust air temperature; 9
- control air flow intensity;
- admit air from the outside or recirculate the air inside
the cab.
In case of air intake from the outside, air is drawn in

through the filter A. If air is being recirculated, internal 4
cab air is driven through the filtering panel B.
Both filter A and filtering panel B should be replaced
periodically.
5
A 8
Fig. 8-10
8.4.2 MAIN COMPONENTS AND

SPECIFICATIONS
The heater main components are:
1. Electrical fan
2. Outside air filter
B
3. Filtering panel
4. Heat exchanger
5. Shroud
Fig. 8-9 6. Housing
7. Water lines
8. Air ducting
9. Feed valve
Specifications
Heat value .......................................... 10 000 Kcal/h

Air flow ........................................... 575 ± 10% m3/h
Absorbed power ........................................... 400 W
Working temperature range
....................................... –15 + 50 °C (14 + 122 °F)
8.5 CAB GLAZING
All cab glasses are differential hardening type.

Glasses should be ordered from FIAT KOBELCO. 4
They should be kept clean at all times to guarantee
good visibility. When cleaning the glasses, pre-wash 6
them with a water and detergent solution or other pro-
prietary product using a squeegee to reduce abrasion 2
and make cleaning easier.
Notice - Never use hot water over cold glasses.
All glasses fitted to the cab have been subjected to

differential hardening and have a 5 ± 0.2 mm thick-
ness. They are firmly bonded to their seats by means 5
of a polyurethane sealant.
1
7 3
Fig. 8-12
1. Front windscreen - 2. Rear windscreen - 3. Door glass -

4. RH side glass (emergency exit) - 5. LH rear glass -
5 ± 0.2 mm 6. RH rear glass - 7. Bonding kit.
0.19 ± 0.007 in
Fig. 8-11
8.5.1 DISASSEMBLY AND ASSEMBLY
Disassembly Preparing the replacement glass
1. Push a pointed object through the adhesive from 1. Place the glass momentarily in position and mark
inside the cab and insert the wire. with adhesive tape to position it correctly during
final bonding.
2. Using the wire, cut the adhesive all around the
glass. Lift out the glass using two suction cups.
3. To leave a smooth bevel of approximately 1 or 2

mm, which should be kept clean as it will be the
bonding base for the polyurethane adhesive. Should
the paint be partially damaged, apply some glass
primer as a protection against corrosion.
Note — Work only in well ventilated premises. The

polyurethane adhesive does not contain low molecu-
lar weight (monomolecular) volatile isocyanates. There-
fore, there is no danger of irritation for the respiratory
tract. However, all precautions required when using
chemicals should be observed. Avoid contact with
the eyes and skin.
Fig. 8-14
2. Thoroughly clean the glass edge using the special

cloth moistened in the degreaser supplied.
Important - After degreasing, wipe the degreased part

using a clean dry cloth.
Fig. 8-13
WARNING
Always wear gloves and use special suction cups
with handles when replacing the glasses.
Do not strike the glasses to remove. Fig. 8-15
3. Shake well the glass activator bottle before use (at 5. Punch the membrane in the threaded connection.
least 1 minute after ball separation from the sedi-
ment). Apply an even continuous bead of activator
along the black stencil using the applicator sup-
plied.
Important - Once applied, allow the activator to dry for

at least 10 minutes keeping the surface clean.
Fig. 8-18
Fig. 8-16
6. Cut off the nozzle and apply a smooth continuous

bead of BETASEAL sealant-adhesive along the
edge of the body or windscreen keeping the gun
4. Remove the sealant cartridge bottom cover and vertical.
salts therein.
Fig. 8-19
Fig. 8-17
Glass assembly
WARNING
1. Position the glass in its seat slightly pressing it.
Any variation to instructions specified, such as
use of materials after expire date or improper work
procedures, may negatively affect the results of
the operation. The manufacturer does not assume
any responsibility for damages which may derive
to persons and/or things.
Fig. 8-20
Note — The glass must be fitted to the machine within

maximum 15 minutes after applying the BETASEAL
sealant-adhesive.
Note — Work only in well ventilated premises. The

polyurethane adhesive does not contain low molecular
weight (monomolecular) volatile isocyanates. There-
fore, there is no danger of irritation for the respiratory
tract. However, all precautions required when using
chemicals should be observed. Avoid contact with the
eyes and skin.
Note — The BETASEAL sealant-adhesive hardens

with air moisture. Hardening depends upon ambient
humidity and relative penetration degree. Therefore,
machine downtime ranges from 2 to 3 hours at a
temperature of 23 °C (73 °F). During this period the
machine should not be submitted to any stress what-
ever.
8 - 10 CAB W190 EVOLUTION
W190 EVOLUTION CAB 8 - 11
8.6 AIR CONDITIONING UNIT
8.6.1 OPERATING INSTRUCTIONS
The principle of operation can be summarised as follows: the refrigerant, Freon R134a, in its gaseous state, is
sucked by the compressor at a pressure of 1-5 bar (14.5 to 72 psi) and taken to a final compression at a pressure
of 10-20 bar (145 to 290 psi). The gas, heated by the compression to 89-100 °C (192 to 212 °F), flows, still in a
gaseous state, into the condenser where, under the effect of the cooling provided by the air flowing through it by
the action created by the fan, reaches the condensation point, passing into a liquid state at high pressure.
Subsequently, the refrigerant, at liquid state, reaches a dehydration filter, which has the function of capturing
impurities, absorb moisture trapped into the system and operate as a reserve reservoir for the refrigerant itself.
Then, the Freon reaches the expansion thermostatic valve, which has the purpose of regulating the refrigerant
flow into the evaporator at a pressure of 1-5 (14.5 to 72 psi) bar, causing its passage from liquid to gaseous state.
At the same time, the air flowing through the evaporator, under the action of the fan, having a temperature which
is higher than the refrigerator contained by the evaporator itself, causing its boiling and full evaporation, releasing
heat.
The air, being cooled, deposits on the fins of the evaporator parts of its moisture content, under the form of little
drops, which drop into the tanks and are discharged outside the cab.
Air cooled and dehumidified, is sent into the cab. The refrigerant, at the outlet of evaporator, is sucked again by
the compressor, beginning a new cycle.
Expansion valve Fan unit Evaporator Compressor
Condenser
High
pressure
Intake
Low
pressure
Pressure switch Filter
Fig. 8-21
8.6.2 TECHNICAL DATA

Fan
Voltage 24 V
Electrical input 17 A
Air flow 1190 m3/h
Speed 3
Heater
Power 11,7 KW
Rate of flow 500 l/h
Air flow 575 m3/h
Input air temperature -15 °C (5 °F)
Evaporator
Power 8,17 KW
Rate of flow 500 l/h
Air flow 575 m3/h
Input air temperature 43 °C (109 °F)
Relative humidity 30%
Vaporisation temperature 5 °C (41 °F)
Condensation temperature 60 °C (140 °F)
Condenser
Mass dimension 375 x 520 x 28 mm
Input air temperature 43 °C (109 °F)
Relative humidity 30%
Vaporisation temperature 5 °C (41 °F)
Condensation temperature 60 °C (140 °F)
Expansion valve
Type TGK TEV 216 PO-2
Gas Freon R134A
Superheat 4 °C (39 °F)
Compressor
Type SANDEN SD7H15 md 7948 for 134A
Displacement 154.9 cc
Pulley ø 135.6 mm
Lubricant oil q.ty 200 cc
Filter
Type SKG CC164
Dimension 141 x ø76 mm
Capacity 415 cc
Dehydrating 140 gr
Pipe fitting 5/8'' - 18 UNF
Pressure switch
Type 3L-F LMH-971-641
Interruption: Low pressure OFF 2.45 bar (36 psi)
ON 2.6 bar (38 psi)
High pressure OFF 28 bar (406 psi)
ON 25 bar (363 psi)
(Fan) OFF 12 bar (174 psi)
ON 17 bar (247 psi)
Thermostat
Type RANKO K50-L9421
Setting Cold OUT 0 °C (32 °F)
IN 5 °C (41 °F)
Conditioning Performance
IN ACCORDING WITH ISO 10263
8.6.3 SERVICE PRECAUTIONS Piping precautions
It is known that CFC refrigerants (including R 12) are - Position the O-ring against the bulge in the pipe
among those substancens that destroy the ozone layer when connecting hoses and pipes.
producing an increase of ultra violet radiation result-
ing from the destruction of the ozone layer. - Coat the piping connections and the O-rings with
They stay in the atmosphere for over 100 years, with PAG oil.
a potential increment of cataract and skin cancer. As
a result of the global evaluation of the environmental - Fit the nuts and unions tightly against the base of
impact, a new refrigerant R134a has been used. This the companion pieces then hand tighten the nut as
refrigerant has a potential destruction of the ozone much as possible. Then, tighten to the specific
(ODP) equal to 0 and a low global warming potential torque.
(GWP).
Note — Always use oil specified for R134a system to
coat the O-rings.
WARNING
Direct contact with refrigerant can cause frostbite
or blindness.
Always wear safety glasses and protective gloves.
Do not work with refrigerant colse to the face.
CAUTION
PAG oil , in the R134a systems, absorbs moisture
quickly when exposed to the atmosphere.
Handle the air conditioner componenets carefully. Do

not knock or drop them. Fig. 8-22
Do not mistakes refrigerants

WARNING
Before charging an air conditioning system be sure
that refrigerant is correct. Confirm before charging that Cap the oil container after use and the air condi-
the type of air conditioner system is in fact an R134a tioner system parts, when servicing.
system. Never mix compressor oil with other types of oil.
Do not exchange the A/C refrigerants
R 12 R134a OIL
CFC12 HFC134a
Fig. 8-23
Do not release refrigerant into the air

Although R134a is not subject to CFC regulations, it Cap all container and components
can have an effect on global warming, and so should
Fig. 8-25
not be released into the air.
The oil must be replaced or replenished in the follow-
ing cases:
WARNING
- when refrigerant or oil leaks from the system
When removing refrigerant from the air conditioner
system, always use a refrigerant recovery unit - when refrigerant is suddenly discharged from the
system
made especially for R134a.
- when system components are replaced.
Note — The oil plug O-ring must be replaced with a
new one.
Do not release the
refrigerants
Refrigerant charge inspection
into the atmosphere
As shown in the left hand figure, R134a compressor
oil will not blend with refrigerant (R134a) at certain
temperatures. At these temperatures, the refrigerant
may appear 'cloudy' when checked using the
R134a sightglass, and the charge may be mistakenly judged
as insufficient.
Recovery unit
Fig. 8-24
Compressor oil
Use compressor oil made specifically for use with

R134a.
R134a system compressor oil has an extremely high Fig. 8-26
moisture absorption capacity.
8.6.4 TOOL CONNECTIONS
1. Fully close both manifold gauge valves.

WARNING
2. Connect the three hoses securely to the manifold
Do not connect hoses to the air conditioner system gauge.
when the manifold gauge valves are open.
3. Connect the utility hose to the vacuum pump or
refrigerant source
4. Connect the couplers to the high and low pressure

CAUTION hoses. Turn the knob on the fitting to depress the
core if so equipped.
If there is any refrigerant in the air conditioner
Before disconnecting hoses, close both manifold
system, connect the hoses only after the service
gauge valves.
hoses and the manifold gauge have been evacuated.
Manifold gauge
Low pressure High pressure
Charging hose
Charging hose
Coupler
Vacuum pump
Refrigerant container
Fig. 8-27
8.6.5 DISCHARGING
CAUTION
WARNING If the pointer moves toward 0 (zero) the system is

not sealed. Inspect the system to identify the leak-
Do not release the refrigerant into the air. ages and repair them.
Discharge refrigerant only into the refrigerant
recovery unit.
CAUTION
Never use a refrigerant recovery unit for CFC12
on an HFC134a system.
The recovered refrigerant must be recycled trough a

refrigerant recovery unit to ensure that it is clean and
free of moisture.
Fig. 8-28
Refer to the user's instruction manual for refrigerant
recovery unit handling and operations. Evacuation
1. Operate the vacuum pump.
2. Open both manifold gauge valves
8.6.6 REFRIGERANT CHARGING 3. Evacuate the system for at least 20 minutes.
4. Close both manifold gauge valves.
There are various methods of charging refrigerant into
the air conditioner system. These include using re- Initial charge
frigerant recovery units and direct charging using a 1. Put the refrigerant container on the scale.
scale.
Note — Change refrigerant in the system of wheel

loader every 2 years.
Initial evacuation
1. Close both manifold gauge valves.

2. Connect the high and low pressure hoses to the
system.
3. Connect the utility hose to the vacuum pump.
4. Open the manifold gauge's high and low pressure
valves.
5. Operate the vacuum pump.
6. Evacuate the system for at least 5 minutes to sta-
bilize the vacuum inside the system. Fig. 8-29
7. Close both valves and stop the vacuum pump. 2. Disconnect the utility hose from the vacuum pump
and connect it to the refrigerant container.
3. Purge air from the utility hose.
Checking air tightness 4. Record the refrigerant weight.
5. Open the refrigerant container valve.
1. Leave the system as it is for 5 to 10 minutes. 6. Slowly open the manifold gauge's low pressure side
Ensure the low pressure gauge needle does not move valve to charge refrigerant from the low pressure
towards the atmospheric pressure side (gauge pres- side valve to charge refrigerant from the low pres-
sure 0). sure side.
7. Charge with refrigerant until the low pressure gauge

reaches 0.2 MPa (2 bar, 28 psi).
The optimal refrigerant's weight is approximally
1100 gr.
8. Close the manifold gauge's low pressure valve.
CAUTION
Do not overcharge the system.
Initial Leak check

Using the leak detector, check the system connec-
tion for leaks. Fig. 8-31
Note - As the system pressure is not yet high, only

large leaks can be detected at this time.
Inspection procedure
Evacuation
Refrigerant
charging
Leak detector
Operate compressor for
Repair
at last 5 min
Fig. 8-30
Check for refrigerant

leaks from high
pressure side parts
8.6.7 LEAK INSPECTION

Operation test
To facilitate refrigerant leak detection, operate the air
conditioner at the full cooling setting with the fan run-
ning at maximum speed for at least 5 minutes.
Stop the engine and, using a leak detector, check for
refrigerant leaks on the high pressure side.
This must be done immediately because when the
refrigerant stops circulating, the high pressure de-
creases gradually, as shown in the graph, while the
low pressure side pressure increases gradually.
Inspection sequence
High pressure side
Compressor Condenser Cooling unit Receiver drier inlet

discharge port inlet and outlet inlet and outlet
Low pressure side
Compressor Cooling unit

suction port outlet
CAUTION
Clean all inspection points.
Check all connections carefully.
To prevent incorrect diagnoses, ensure there is
no refrigerant or cigarette smoke in the vicinity of
the vehicle.
Inspection points
Fig. 8-32
8.7 TROUBLESHOOTING
A (a) A (b)
A (d)
A (c)
Troubleshooting chart
(a) Fan motor does not operate
Possible cause Inspection Remedy
1. Blown fuse Inspect the air conditioner fuse. Replace.
2. Broken wiring Check the fan motor earth and connectors. Repair the wiring or
or bad connection connect correctly.
3. Fan motor Check the two lead wires from the motor with a circuit Replace.
malfunction tester. If there is no conductance, the motor is malfunction-
ing.
4. Broken resistor wiring Check resistor conductance using a circuit tester. If there is Replace.
no conductance, the wiring is broken.
5. Fan motor switch Operate the fan switches in sequence and check whether Replace.
failure the fan operates.
(b) Fan motor operates normally, but air flow is insufficient
1. Evaporator iniet Check the iniet. Remove the obstruction

obstruction and clean.
2. Air leak Check the cooling unit case fittings. Repair of adjust.
3. Defective thermo Check whether the evaporator is frozen. Check the switch Replace.
switch using a circuit tester.
(c) Insufficient cooling although air flow and compressor operation are normal
1. Insufficient There will be little temperature difference between the low- Repair any leaks and
refrigerant. and high-pressure sides. Air bubbles or a "cloudy" flow will recharge the refrigerant
be visible in the sightglass. to the correct level.
The high-pressure side pressure will be high and even if Drain small quantity of
2. Excessive refrigerant the condenser is cooled using water, air bubbles will not refrigerant until air bub-
appear in the sightglass. bles appear periodically
through the window.
(d) The compressor does not operate at all, or operates improperly
1. Loose V-belt The belt oscillates considerably. Adjust the tension.
2. Internal compressor The V-belt slips. Repair or replace.

malfunction
3. Magnetic clutch re-

lated
• Low battery voltage Clutch slips. Recharge the battery.
• Faulty coil Same as above. Replace the magnetic

clutch.
• Oil on the clutch The magnetic clutch face is dirty, causing it to slip. Replace, or clean the
surface clutch surface.
• Excessive clearance Adjust the clearance, or

between the clutch replace.
plate and clutch disk.
The clutch plate clings
when pushed.
• Open coil Clutch does not engage and there is no reading when a Replace.
circuit tester is connected between the coil terminals.
• Broken wiring or poor Clutch will not engage at all. Inspect the earth and connec- Repair.
earth tions.
• Wiring harness com- Test the conductance of the pressure switch, Check operation, refer-
ponents thermoswitch, relay, etc. ring to the wiring dia-
gram, and replace de-
fective parts.
Normal compressor suction and discharge pressures at an atmospheric temperature of 30 ~ 35 °C (86 ~ 95 °F) and
engine speed of approx. 1500 rpm are:
High pressure side pressure : 1.47 ~ 1.67 MPa (15 ~ 17 kg/cm2, 213 ~ 242 psi)
Low pressure side pressure: 0.13 ~ 0.2 MPa (1.3 ~ 2.0 kg/cm2, 18 ~ 28 psi)
Low -pressure side pressure The pressure in the low-pressure side becomes, normally, too high
too high. when the pressure on the high-pressure side is excessive. As
explained here below, the check that follows is performed only when
the pressure on the low-pressure side is too high.
1. Defective thermoswitch. The magnetic clutch switch turns off before the outlet air temperature Adjust or replace.
is sufficiently low.
2. Defective compressor The high- and low-pressure side gauge pressures equalize when the Repair or replace the com-
gasket or valve. magnetic clutch is turned off. pressor.
3. Poor expansion valve tem- Frost has adhered to the compressor connector so that the tempera- Install the temperature sen-
perature sensor contact. ture is lower than that of the evaporator outlet side piping. sor against the low-pressure
pipe.
4. The expansion valve Same as above, or there is little pressure fluctuation when the Replace.
opens too far. temperature sensor is places against the pipe and then removed.
5. Clogged compressor suc- The compressor connector is cool but the low-pressure hose is not. Remove and clean the filter.
tion filter.
Low-pressure side pres-

sure too low.
1. Insufficient refrigerant. Refer to "Insufficient refrigerant" on previous page. Same as at left.
2. Clogged receiver drier. Considerable temperature difference between the inlet and outlet Replace the receiver drier.
sides, or the tank is frosted.
3. Clogged expansion valve. The expansion valve's inlet side is frosted. Clean the filter or replace the
expansion valve.
4. Expansion valve tempera- The expansion valve's outlet side is chilled, and low pressure gauge Clean or replace the piping.
ture sensor gas leak (dam- indicates a vacuum.
aged capillary tube, etc.)
5. Clogged or blocked piping. When the piping is clogged or blocked, the low-pressure gauge reading Clean or replace piping.
will decrease, or a negative reading may be shown.
6. Defective thermoswitch. The evaporator is frozen. Adjust or replace.
High-pressure side pres-

sure too high.
1. Poor condenser cooling. Dirty or clogged condenser. Cooling fan does not operate correctly. Clean, and repair the fan.
Blown fuse, broken wiring or poor contact. Fan motor malfunction. Repair the wiring or replace
the fuses.
2. Excessive refrigerant. Refer to "Excessive refrigerant" on previous page.
3. Air in the system. Evacuate and recharge with

refrigerant.
High-pressure side pres-

sure too low
1. Insufficient refrigerant. Refer to "Insufficient refrigerant" on previous page. Same as at left.
Gauge pressure diagnosis • Problems in the system can be diagnosed using a

manifold gauge by reading the system's low and high
pressures.
Low pressure side High pressure side
0.13 - 0.2 MPa 1.47 - 1.67 MPa

Normal pressures
{1.3 - 2.0 kg/cm2, {15 - 17 kg/cm2, Low-pressure side: 0.13 ~ 0.2 MPa {1.3 ~ 2.0 kgf/
18 - 28 psig} 213 - 242 psig}
cm2, 18 ~ 28 psig}
7
5
6 8
9
10
1.0
1.5
15
2.0
20 2.5
High-pressure side: 1.47 ~ 1.67 MPa {15 ~ 17 kgf/
4 5
3
10
11
0.5 5
10 25
30 3.0
cm2, 213 ~ 242 psig}
2 12
0 35
0 15 13
1 0
3.5
0 14
15
Conditions
Atmospheric temperature: 30 ~ 35 °C
(86 ~ 95 °F)
Engine speed: 1 500 r/min
Blower speed: HI (high-speed)
Temperature switch: Full cooling
Fig. 8-33
Insufficient refrigerant
Indications: • Low pressures on both the low pres-
98 MPa 0.78 - 0.98 MPa
{1.0 kg/cm2, {8 - 10 kg/cm2, sure and high-pressure sides.
18 psig} 114 - 142 psig}
• Discharge temperature will not de-
6 7 8 1.5
4
5 9
10
1.0 15
2.0
20 2.5
crease.
5
10 10 25
11
3 0.5 5 3.0
2
0
12
0
30
35
Cause: Refrigerant leakage.
1 15 13 0
3.5
0 14
15
Remedy: Inspect using a gas leak detector, re-
pair the leak, and replenish the refriger-
ant.
Fig. 8-34
Excessive refrigerant
(poor condenser radiation)
0.25 - 0.29 MPa 2.26 MPa
{2.5 - 3.0 kg/cm2, {23 kg/cm2,
36 - 43 psig} 327 psig} Indication: Both the low and high pressures are too
7 8
high.
6 1.5 2.0
5 9
1.0 15 20 2.5
3
4 5
10
10
11
5
10 25 Causes: Pressure increment due to excessive
0.5 30 3.0
2
1
0 15
12
13 0
0 35 refrigerant.
3.5
0
15
14
Insufficient condenser cooling.
Remedy: Clean the condenser.
Inspect and adjust the fan belt and con-
denser motor.
Check the refrigerant level.
Fig. 8-35
Air in cooling system
Low pressure side High pressure side (insufficient suction)
0.25 - 0.34 MPa 1.96 - 2.45 MPa Indications: Both the low and high pressures are too
{2.5 - 3.5 kg/cm2, {20 - 25 kg/cm2,
36 - 50 psig} 284 - 356 psig} high.
6 7 8 1.5 2.0
The low-pressure side piping is not cold.
5 9
1.0 15 20 2.5
10
3
4 5
10
11
0.5 5
10 25
30 3.0
Cause: Air entered the cooling system. When
2
1
0 15
12
13 0
0 35 the suction is not applied, the reading of
3.5
0
15
14
the instruments are indicated in the il-
lustration on the left.
Remedy: Evacuate the system, replenish the re-
frigerant and check the gauge readings.
After prolonged operation with air in the
system, the receiver drier must be re-
placed.
Fig. 8-36
Low pressure side High pressure side Defective expansion valve

0.25 MPa 2.16 - 2.26 MPa
{2.5 kg/cm2, {22 - 23 kg/cm2, Indication: Both the low and high pressures are too
36 psig} 313 - 327 psig} high.
5
6 7 8
9
1.0
1.5 2.0 Causes: Improper refrigerant charge.
10 15 20 2.5
4
3
5
10
11
0.5 5
10 25
30 3.0
Defective expansion valve.
12
2
1
0 15 13 0
0 35
Improper temperature sensor installation.
3.5
0 14
15
Remedy: Check temperature sensor installation,

and insulation.
If normal, replace the expansion valve.
Fig. 8-37
Insufficient compressor compression
Indications: High pressure on the low-pressure side,
0.39 - 0.59 MPa 0.69 - 1.08 MPa
{4 - 6 kg/cm2, {7 - 11 kg/cm2, pressure too low on the high pressure
18 psig} 99 - 156 psig} side.
5
6 7 8
9
1.5 2.0 The high and low pressures are already
1.0 2.5
3
4 5
10
10
11
10
15 20
25 equal when operation is stopped.
0.5 5 30 3.0
2 12
0 35
1
0
0 15
14
13 0
3.5
Causes: Insufficient compression due to a defec-
15
tive compressor gasket or damaged suc-
tion valve.
Remedy: Disassemble and repair the compressor.
Fig. 8-38
Low pressure side High pressure side Infiltration of moisture
Vide - 0.13 MPa 0.59 - 1.77 MPa Indication: The low-pressure side pressure alter-
{Vide - 1.3 kg/cm2, {6 - 18 kg/cm2,
Vide - 18 psig} 85 - 256 psig} nates between a vacuum and normal
6 7 8 1.5
pressure.
2.0
4
5
5
9
10
1.0
10
15 20 2.5 Causes: Moisture has frozen in the air conditioner
10 25
11
3
2 12
0.5 5
0
30
35
3.0
system, clogging the expansion valve,
1
0
0 15
15
14
13 0
3.5 which then blocks the air conditioner sys-
tem. When the ice melts, normal opera-
tion resumes.
Remedy: Replace the receiver drier.
Evacuate the system.
Recharge with refrigerant to the proper
level
Fig. 8-39
Refrigerant does not circulate
Indications: The low pressure side pressure becomes
- 101.3 MPa 0.49 - 0.59 MPa
{- 760 mm Hg, {5 - 6 kg/cm2, a vacuum and the high pressure side
- 29.92 in Hg} 71 - 85 psig} pressure reads 0.49 ~ 0.59 MPa {5 ~ 6
5
6 7 8
9
1.5 2.0 kgf/cm2, 71 ~ 85 psi}.
1.0 15 20 2.5
4 5 10
10 10 25
3
11
12
0.5 5 30 3.0 Ice or condensation are forming on the
2 0 35
1
0
0 15
14
13 0
3.5
piping connections of the drier receiver
15
or the expansion valve.
Causes: The air conditioner system is blocked
by ice or dirt.
The air conditioner system is shut off
by a defective expansion valve tempera-
ture sensor.
Remedy: Stop operation and check for ice or con-
Fig. 8-40 tamination.
If the problem is moisture, evacuate the
system.
Replace the expansion valve tempera-
ture sensor if defective.
Replace the receiver drier.
Recharge with refrigerant to the proper
level.
COPYRIGHT BY FIAT KOBELCO CONSTRUCTION MACHINERY S.p.A.
Reproduction of text or illustration,

in whole or in part, is strictly prohibited.
Print No. 604.02.356.00 - VII - 2002
Printed by Satiz - Turin (Italy)

Coordinamento Editoriale Satiz - Torino
Print N° 604.02.356.00 - English
Printed in Italy

W190 Evolution GB

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

W190 Evolution GB

Uploaded by

Copyright:

Available Formats

Service Manual

THIS ALERT SYMBOL SIGNALS IMPORTANT MESSAGES INVOLVING YOUR SAFETY.

Most accidents and injuries occurring in industry, on the

On machines having hydraulically, mechanically

SAFETY RULES .............................................................................................. page 1

SPECIFICATIONS - WHEEL LOADER ............................................................ page 8

TABLE OF FLUID CAPACITIES ...................................................................... page 11

UNITS OF MEASURE ..................................................................................... page 12

TORQUE TABLES ........................................................................................... page 13

ENGINE ................................................................ Section 1

DECOMMISSIONING THE MACHINE

SPECIFICATIONS - WHEEL LOADER W190 EVOLUTION

IDENTIFICATION - 2676.195.00.1 Main pressure on the control valve .......... 16 + 2 bar

EQUIPMENT HYDRAULIC SYSTEM

Pipes and connecting flanges are equipped with

DIMENSIONS AND WEIGHT

Operating weight: 17.200 kg (37919 lbs)

Note – Machine equipped with tyres 23.5R25XHA, fluids and operator.

* Please refer to the table

With teeth and With suppl. cutting With teeth

ITEM QUANTITY FLUIDS OR LUBRICANT CLASSIFICATION VISCOSITY OUT DOOR TEMPERAT.

RADIATOR 42 (11) Ambra-Agriflu NH-900A – –35 To 50° C (-31 To 122° F)

ISO VG 46, DIN 51524

front 30 (8) API GL5

UNITS OF MEASURE CLASSIFICATION OF STANDARD COMPO-

Torque: decanewton x meter (daNm) replaces

Note - For current service use, the following equivalences

f - Material index digit

This digit indicates the material used for a defined

g - Coating index digit

It indicates the coating applied to a defined item.

Resistance class and material

3 R100 100 10K 8 V 100

4 Brass Brass Messing Brass Brass Laiton

5 Aluminium Aluminium Aluminium Aluminium Aluminium Aluminium

6 Copper Copper Kupfer Copper Copper Cuivre

7 Blank for other metallic materials

WARNING TORQUE TABLES

- Resistance classes R80, R100, R120 must be

10.9 replaces R100

CDT= cadmed; FOSF= phosphated; ZNT= galva-

NUTS (ZNT) SCREWS (ZNT/DEIDR)

Strength grade: 10 (R80) Strength grade: 10.9 (R100)

M6 x 1 1.3 1.2 - - M6 x 1 1.3 -

M8 x 1.25 3.2 2.6 3.9 3.2 M8 x 1.25 1.3 3.5

M10 x 1.5 6.5 5 7.7 6 M10 x 1.5 6.5 7

M12 x 1.25 13 8.7 14.5 10.2 M12 x 1.25 12.7 13.9

M12 x 1.75 11 8.1 12.9 9.6 M12 x 1.75 11 12

M14 x 1.5 19.5 13 21.6 15 M14 x 1.5 20 22

M14 x 2 18 12.5 20 14.6 M14 x 2 18 19

M16 x 1.5 30 17 34 20 M16 x 1.5 30 33

M18 x 1.5 45 25 50 29 M18 x 1.5 45 48

M18 x 2.5 - - - - M18 x 2.5 - -

M20 x 1.5 60 30.5 64.5 35 M20 x 1.5 60 65

M20 x 2.5 - - - - M20 x 2.5 - -

M22 x 1.5 80 41 - - M22 x 1.5 80 90

M22 x 2.5 - - - - M22 x 2.5 - -

M24 x 2 100 47 108 52.5 M24 x 2 100 110

M27 x 2 95 40.1 - - M27 x 2 100 -

M30 x 2 130 49.4 - - M30 x 2 140 -

M33 x 2 170 - - - M33 x 2 190 -

M36 x 3 220 - - - M36 x 3 240 -

PARAGRAPH SUBJECT PAGE

1.1 ENGINE IDENTIFICATION ..................................................................................... 1-1

THIS ALERT SYMBOL SIGNALS IMPORTANT MESSAGES INVOLVING YOUR SAFETY.