Service Manual: Evolution

W230 EVOLUTION
WHEEL LOADER
Service Manual
Print N° 604.02.361.01 English
I - 2004
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
interfering with reasonable accessibility and efficient
operation.
A careful operator is the best insurance against
accidents. 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
equipment.
S U M M A RY
SAFETY RULES .............................................................................................. pag. 1
TECHNICAL FEATURES OF WHEELED LOADER W230 EVOLUTION ................. pag. 8
TABLE OF FLUID CAPACITIES ...................................................................... pag. 11
UNITS OF MEASURE USED IN THE MANUAL .............................................. pag. 12
TORQUE TABLES ........................................................................................... pag. 13
ENGINE ................................................................ Section 1

TRANSMISSION .................................................. Section 2
BRAKES 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
W230 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
Do not allow unauthorised personnel to operate or service
machine.
this machine.
Fasten your seat belts(when fitted).
Do not wear rings, wrist watches, jewellery, loose or
hanging garments, such as ties, torn clothing, scarves, Obey all flag signals and signs.
unbuttoned or unzipped jackets that can get caught in Due to the presence of flammable fluids on the machine,
moving parts. Wear certified safety clothes such as: hard
never check or fill fuel tanks or accumulator batteries near
hat, no-slip footwear, heavy gloves, ear protection, safety
fires, open flames, or sparks.
glasses, reflector vests, respirators. Ask your employer
about specific safety equipment requirements. remember that SPECIAL starting fluids ARE flammable.
Scrupolously follow recommendations printed on the con-
Keep the operator’s compartment, step plates, grab-rails
and handles clean and clear of foreign objects, oil, grease, tainers and in this Manual.
mud or snow to minimize the danger of slipping or stum- do not puncture or burn containers.
bling. Remove mud or grease from your shoes before
Containers must be stored in fresh, well ventilated places
attempting to mount or operate the machine.
and out of the reach of unauthorised persons. Strictly
Do not jump on or off the machine. Always keep both hands follow the instructions provided by the Manufacturer.
and one foot, or both feet and one hand in contact with
steps and grab rails. Never use these products near fires, open flames, or
sparks.
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 move-
ment of the machine or its attachments.
Never operate the machine or its attachments from any OPERATING
position other than sitting in the driver’s seat.
Check wheel and rim retainers before each working shift.
Keep head, body, limbs, hands and feet inside the opera- If necessary, tighten to the torque specified.
tor’s compartment at all times to reduce exposure to
external hazards . Do not run the engine of this machine in closed buildings
without proper ventilation capable to remove harmful ex-
Be careful of possible slippery conditions of the steps and
haust gases.
hand rails as well as of the ground around the machine.
Roll Over Protective Structures (ROPS) are required on
Do not leave the machine until it is has come to a complete
wheel or crawler loaders, dozers, or graders. never oper-
stop.
ate the machine if such protective structure is removed.
Check the seat safety belt at least twice per year and
replace it if it shows signs of wear, fraying or other Keep the operator’s compartment free of foreign objects,
weakness that could lead to failure. especially if not firmly secured. Never use the machine to
transport objects, unless proper securing points are pro-
vided.
do not carry riders on THE machine
Study and familiarize with escape routes alternate to
STARTING normal exit routes.
Never start or operate a FAILED machine. Before operat- According to law provisions, seat belts must be fitted with
ing the machine, always ensure that any unsafe condition Roll Over Protection Structures or cabs. Keep safety belts
has been satisfactorily corrected. fastened during operation.
Check brakes, steering and attachment controls before For your personal safety, do not climb on or off the machine
moving off. Report any malfuctioning part or system to the while it is in motion.
maintenance managers for proper action. Make sure that bystanders are clear of the machine oper-
Ensure all protective guards and panels as well as all ating range before starting the engine and operating the
safety devices provided are in place and in good operating attachment. Sound the horn. Obey all indications provided
condition. by flags, signs and signals.
Carefully read personal and machine SAFETY PRECAUTIONS (at the beginning of this manual)
0-2 W230 EVOLUTION
SAFETY RULES
DO NOT COAST OR FREEWHEEL down hills. Engage the Operators must know thoroughly the performances of the
most suitable gear speed to keep the machine under machine they are driving. When working on slopes or near
control. sudden level drops in the terrain, avoid areas where
ground is loose or soft since overturn or loss of machine
Do not operate the machine if you are extremely tired or
control could result.
feel ill. Be especially careful towards the end of the working
shift. If noise level is high and continuosly exceeds 90 dBA over
8 hours at the operator's ear, wear approved ear protection
Do not operate a machine with misadjusted brakes.
in compliance with local regulations.
Operate the machine at low speed which can ensure
Where counterweights are provided, do not operate the
complete control at all times.
machine if they have been removed.
Travel slowly over very rough terrain, slopes or near drop-
When transporting a loaded bucket, keept it as rolled-back
offs, in congested areas or on frozen or slippery surfaces.
and low as possible for maximum visibility, stability and
When backing, always look to where the machine is to be safety of there machine. Ground speed should be ade-
moved. Be alert of the position of bystanders. Should quate to the load and ground conditions.
someone enter the work area, stop the machine.
The load must always be properly arranged in the
Maintain a safe distance from other machines or obstacles bucket; move with extreme care when transporting
to ensure required visibility conditions. Give way to loaded oversize loads.
machines.
Use only the type of bucket recommended for the machine
Maintain a clear vision of the surroundings of the travel or and the materials to be handled. Follow the recommenda-
work area at all times. Keep cab windows clean and repaired. 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 Do not lift and move loads overhead where persons are
blower fan. 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
the uphill side, whenever possible.
start suddenly at full throttle. Take-up slack carefully.
Start and stop the machine carefully when the bucket is full.
Carefuly inspect the towing items for flaws or problems
Do not move off without first reducing engine speed.
before proceedig.
Overtaking manoeuvres should be performed only when
Avoid kinking or twisting chains or cables. Do not pull
absolutely necessary and unavoidable. Beware possible
through a kinked chain or cable as the high stresses
uneven terrains, poor visibility, presence of other machin-
existing in this condition may induce failures. Always wear
ery or persons out of sight.
heavy gloves when handling chains or cables.
Operate the machine at a speed adequate to the working
Chains and cables should be securely anchored. Anchor
site conditions and in any case slow enough to ensure
points should be strong enough to withstand the expected
complete control at all times.
load. Keep anyone clear of anchor points and cables or
chains. Check instruments at start-up and frequently during
operation. Stop the machine immediately should any mal-
do not pull unless the operator’S compartments of the
function be signalled.
machines involved are properly protected against possible
backlas in case of cable or chain failure or detachment. Never use the bucket as a man lift or to carry riders.
Be alert of soft ground conditions close to newly construct- Never use the machine as a work platform or scaffolding,
ed walls. The fill material and machine weight may cause nor for other improper use (such as pushing railway cars,
the wall to collapse. trucks or other machines).
In darkness, check area of operation carefully before Pay attetion to people within the machine operating range.
moving in with the machine. Use all lights provided. Do not Load trucks from the driver’s side whenever possible.
move into low visibility areas. Prior to operating the machine, check which obstacles
If the engine tends to stall for whatever reason under load and/or difficulties you will encounter, such as narrow
or at idle, immediately report this problem to the mainte- streets, overhead doors, cables, piping, as well as ground,
nance managers for proper action. Do not operate the bridges, paving and ramps bearing load limitations.
machine until this condition has been corrected. In case of road transfers, find out beforehand what
On machines fitted with suction radiator fans, regularly conditions are likely to be encountered, such as size
check the engine exhaust system for leaks, as exhaust restrictions, heavy traffic, paving type, etc. . Beware fog,
fumes expelled towards the operator are toxic. smoke or dust that obscure visibility.
W230 EVOLUTION 0-3
SAFETY RULES
When crossing gullies or ditches, move at an angle with STOPPING

reduced speed after ensuring ground conditions will permit When the machine is to be stopped for whatever reason,
a safe traverse. do so following the instructions given in chapters “Stopping
Always inspect the working area to identify potential risks the machine” and “Shutting off the engine" in the Operation
such as: inclines, overhangs, trees, demolition rubble, and Maintenance Instruction Manual.
fires, ravines, steep slopes, rough terrain, ditches, crowns, Always remember to move the gearshift lever to the neutral
ridge trenches, heavy traffic, crowded parking and service position and engage the control lever lock for safety
areas, closed ambients. In such conditions, proceed with purposes.
extreme care.
Apply the parking brake (if fitted).
Whenever possible, avoid going over obstacles such as
Never leave the machine unattenDed with the engine
very rough terrain, rocks, logs, steps, ditches, railroad
running.
tracks. When obstructions must be crossed, do so with
extreme care and at an angle, if possible. Slow down Prior to leaving the operator’s seat,and after making sure
and select a lower gear. Ease up to the break-over that all people are clear of the machine, always slowly
point, pass the balance point slowly and ease down the lower the attachment until resting it safely to the ground
other side. Park the machine in a non-operating and no-traffic area.
In steep down-hill operation, do not allow the engine to Park on firm level ground. If this is not possible, position the
over-speed. Select the proper gear before starting down machine at a right angle to the slope, making sure there is
grade. no danger of uncontrolled sliding. Apply the parking brake.
Avoid crosswise hill travel, whenever possible. Drive up If parking in traffic lanes cannot be avoided, provide
and down the slope. Should the machine start slipping appropriate flags, barriers, flares and signals as required
sideways when going uphill, steer and turn machine front to adequately warn the oncoming drivers.
immediately downhill. Keep head, body, limbs, hands and feet clear of the dozer,
The gradient you may attempt to overcome is limited by arms, bucket or ripper when raised.
factors such as ground conditions, load being handled, Always switch off the battery isolator switch before servic-
machine type and speed, and visibility. ing the machine in whatever manner (i.e., cleaning, repair-
There is no substitute for good judgement and experience ing, maintaining, etc.). Do the same when the machine is
when working on slopes. to remain parked for prolonged periods of time to avoid
accidental or unauthorized starting.
Avoid operating the attachment too close to an overhang
or high wall, either above or below the machine. Beware of Never lower the attachments other than sitting in the
operator’s seat. Sound the horn. Make sure that nobody is
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 hydraulic
undergrowth and such.
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 irregu-
larities that discontinue adherence or traction with the
ground, especially near slopes or drop-offs.
Be alert to avoid changes in traction conditions that
could cause loss of control. AVOID driving on ice or MAINTENANCE
frozen ground when working on steep slopes or near
drop-offs.
GENERALITIES
Working in virgin rough terrains is characterized by
the presence of all the perils and risks listed above. Before operating or performing any intervention on the
In these conditions, it is emphasised the danger machine:
represented by large tree limbs (possibly falling on - carefully read all the norms contained in this Manual;
the machine), large roots (which may act as a lever-
age under the machine when up-rooted and cause - read and observe all safety plates and instructions
the unit to overturn), etc. located on the machine.
0-4 W230 EVOLUTION
SAFETY RULES
Do not allow unauthorized personnel to service the ma- Disconnect batteries and label all controls to warn that
chine. Do not carry out any maintenance work without prior service work is in progress. Block the machine and all
authorization. Follow all recommended maintenance and attachments to be raised.
service procedures.
Do not check or fill fuel tanks, batteries and accumulators,
Keep the operator’s compartment free of loose objects nor use the starting liquid if you are smoking or near open
that are not properly secured. flames. These fluids are flammable!
Do not wear rings, wrist watches, jewellery, loose or BRAKES ARE INOPERATIVE when manually released for
hanging garments, such as ties, torn clothing, scarves, servicing. Provisions must be made to maintain control of
unbuttoned or unzipped jackets that can get caught in the machine using suitable blocks or other means.
moving parts. Wear certified safety clothes such as: hard
The fuel filler pipe nozzle must be constantly kept in
hat, no-slip footwear, heavy gloves, ear protection, safety
contact with the filler neck. Keep this contact from the
glasses, reflector vests, respirators. Ask your employer
beginning to the end of the fuelling operation to avoid
about specific safety equipment requirements.
possible generation of sparks due to static electricity.
Never service the machine with someone sitting in the
driver's seat, unless this person is an authorized operator Tow the machine only from the attaching points provided.
assisting in the maintenance being carried out. Use care in making connections and ensure pins and/or
bolt are firmly secured before pulling. Stay clear of draw-
Keep the operator’s compartment, step plates, grab rails bars, cables or chains under load.
and handles clear of foreign objects, oil, grease, mud or
snow to minimize the danger of slipping or stumbling. To move a failed machine, use a trailer or a low platform
truck, if available. In case towing is needed, use all neces-
Clean mud or grease from your shoes before climbing on sary signals required by local regulations, and follow
the machine or driving it. directions provided in this Manual.
Never attempt to operate the machine or its attachments Load/unload the machine from transporter on firm level
from any position other than sitting in the operator’s seat. ground providing safe support to the wheels of the truck or
Never stand under the boom. trailer. Use strong access ramps, with adequate height and
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
that this should be done while sitting in the operator’s seat. Tie the machine securely to the platform of the truck or
Before starting the machine or moving its attachment, trailer and opportunely wedge machine wheels or tracks as
apply the brakes, sound the horn and call that you are required.
about to manoeuvre. Raise the attachment slowly. Never align holes or slots using your fingers; always use
Always lock machine arms or any other parts that must be appropriate aligning tools.
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
a raised yet unlocked attachment. If you are not absolutely Use only approved and effectively grounded auxiliary
sure about your safety, do not stay under a raised attach- power sources for heaters, battery chargers, pumps and
ment, even if it is locked. similar equipment to reduce electrical shock hazard.
Do not place body, limbs, or fingers near articulated cutting Lift and handle heavy components using hoisting devices
edges of uncontrolled machine parts or deprived of the of appropriate capacity. Ensure the sling has been cor-
necessary guards, unless they are suitably and safely rectly applied. Use lifting eyes if provided. Pay attention to
locked. bystanders.
Never perform any work on the machine with the engine Never pour gasoline or diesel fuel into open, wide and low
running, except when this is specifically required. Do not containers. Never use gasoline, solvents or other flamma-
wear loose clothing, jewellery or such near moving parts. ble fluids to clean parts. Use proprietary certified non-
flammable, non-toxic solvents only.
When service or maintenance require access to areas that
cannot be reached from the ground, use a ladder or step When using compressed air to clean parts, wear safety
platform conforming to regulations in force. If such means glasses with side shields. Limit pressure to max 2 bars, in
are not available, use machine grab rails and steps. accordance with local safety regulations in force.
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.
W230 EVOLUTION 0-5
SAFETY RULES
Do not use any flame as a light source during mainte- Wear appropriate protective equipment such as dark
nance work or to look for leaks anywhere on the ma- safety glasses, hard hat, protective clothing, special
chine. gloves and footwear while welding. Nearby persons
should also wear dark safety glasses even if they are
Make sure that all tools provided are in good condition
not welding. DO NOT LOOK THE WELDING ARC
at all times. NEVER USE tools with mushroomed or
WITHOUT PROPER EYE PROTECTION.
damaged heads. Always wear eye protections.
Become acquainted with all your jacking equipment and
Move with extreme care when working under the ma-
its capacity. Remember that the jacking point on the
chine, its attachments, and even on or near them.
machine should be appropriate for the load applied.
Always wear protective safety equipment as required,
Also, be sure the support area of the jack at the machine
such as hard hat, goggles, safety shoes, and ear plugs.
and on the ground is appropriate and stable.
In case tests during which the engine should be kept
Any load supported by a jack represents a possible
runinng, a qualified operator must sit in the driver’s seat
hazard. Always transfer the load onto appropriate sup-
with the mechanic in sight at all times. Place the trans-
port means according to local or national safety re-
mission in neutral, apply and lock the brakes. KEEP
quirements before proceeding with service or mainte-
HANDS OFF MOVING PARTS.
nance work.
In case of field service, move machine to level ground,
Metal cables get frayed after prolonged use. Always
if possible, and block it. If work on an incline cannot be
wear appropriate protections (heavy gloves, goggles,
advised, block the machine and its attachments se-
etc.) while handling them.
curely. Move damaged to level ground as soon as
possible. Handle all parts carefully. Keep hands and fingers away
from gaps, gears, and similar. Always use and wear the
Do not trust worn and/or kinked chains and cables.
appropriate protections.
Never use them for lifting or pulling. Always wear heavy
gloves to handle chains or cables. Water can build up in pneumatic systems from conden-
sate moisture due to changes in atmospheric condi-
Be sure chains and cables are firmly fastened and that tions. If necessary, drain such deposits following in-
anchor points are strong enough to withstand the expected structions.
load. Nobody should stay near the anchor points, cables or
chains. DO NOT PULL OR TOW UNLESS THE OPERA- Before carrying out any maintenance work or service,
TOR’S COMPARTMENTS OF THE MACHINES IN- lock the machine articulated frame modules using the
VOLVED ARE FITTED WITH THE PROPER GUARDS appropriate safety device. Remember to remove and
AGAINST BACKLASH IN CASE OF CABLE OR CHAIN store it properly at the end of work.
FAILURE OR DETACHMENT. If the machine is equipped with hydraulic brakes, make
Keep the area where maintenance is carried out CLEAN sure that the reservoir is always filled up to the correct level.
and DRY at all times. Clean immediately all water and
oil spillages. Always block all wheels, front and rear, before bleeding
the braking system or disconnecting control hoses and/
Do not pile up oily or greasy rags as they represent a major or cylinders.
fire hazard. Always store them in closed metal containers.
Before starting the machine or its attachment, check,
adjust and lock the operator’s seat. Also ensure that
nobody is within the machine operating range. Sound the STARTING
horn. Do not run the engine in closed buildings without proper
Rust inhibitors are volatile and flammable. Use them ventilation capable to remove lethal exhaust fumes.
only in well ventilated areas. Keep open flames away - Do not place head, body, limbs, feet, hands or fingers
DO NOT SMOKE - Store containers in a cool well near rotating fans or belts.
ventilatedplace where they could not be reached by
unauthorised people. Be especially careful near blower fans.
REMEMBER THAT THE STARTING FLUID IS HIGHLY
Do not carry loose objects in your pockets that might fall
FLAMMABLE. Follow recommendations provided in
unnoticed into open compartments.
this Manual and printed on the containers. Containers
Wear safety glasses with side shields, hard hat, safety must be stored in a cool, well ventilated place out of the
shoes, heavy gloves when metal particles or similar reach of unauthorised persons.
may be ejected and hit you. DO NOT PUNCTURE OR BURN CONTAINERS.
0-6 W230 EVOLUTION
SAFETY RULES
ENGINE Always use gauges of adequate capacity (end-of-scale

reading) and follow recommended procedures.
Loosen the radiator cap very slowly to relieve system
pressure before removing it. Always top-up coolant level
with the engine off.
Avoid that flammable materials could touch exhaust parts.
If not possible, provide necessary protections. TOOLS
Do not refuel with the engine running, especially if hot, as Always keep head, body, limbs, feet, or hands away from
this increases fire hazard. bucket, blade, or ripper when in the raised position. Prior to
Never attempt to check or adjust fan belt tensions when the any intervention, install all safety devices according to
engine is running. current regulations. In case the attachment is to be oper-
ated through the machine hydraulic system for mainte-
Do not adjust the fuel pump when the machine is motion. nance purposes, remember to do so only while sitting in the
Do not lubricate the machine with the engine running. driver's seat. Make sure that nobody is within the machine
operating range. Before operating the attachment, alert
Do not run the engine with air intakes, door or guards open. people by sounding the horn and by voice. Raise the
attachment slowly.
Do not use the machine to transport loose objects, unless
proper devices to this purpose are provided.
ELECTRICAL SYSTEM Clutches and brakes of this machine as well as auxiliary
devices and attachments (such as drive cylinder or winch
Always disconnect the batteries prior to any intervention on
control valves) should always be properly adjusted in
the machine or its electrical system (cleaning, repair,
accordance with the instructions provided by the Manufac-
maintenance).
turer. Never perform adjustments with the engine running,
Should booster batteries be used, remember to connect except when this is specifically required by the relevant
ends of the booster cables in the proper manner: (+) to (+) procedures.
and (-) to (-). Do not short-circuit terminals. Thoroughly
follow instructions given in this Manual.
Before any intervention, make sure that the battery isolator
switch is off.
BATTERY GAS IS HIGHLY FLAMMABLE. Leave the bat- TYRES AND WHEELS
tery compartment open during recharging to improve ven-
tilation. Never check battery charge by placing metal Make sure that the tyre inflation pressure corresponds to
objects across the posts. Keep sparks or open flames specifications issued by the Manufacturer. Regularly
away from batteries. Do not smoke near the battery to check inflation pressure.
prevent explosion hazard. Should pressure be changed, do this while staying on the
Before any intervention, make sure that there are no fuel or tyre side and at a safe distance.
electrolyte leakages. If any, correct prior to proceeding with Pressure checks should always be carried out with the
further work. Do not recharge batteries in confined spaces. machine unloaded and cold tyres.
Ensure proper ventilation is provided to avoid accidental
Never use reconditioned tyre rims, since possible
explosions due to build-up of gas released during charging.
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
Stop the engine and relieve all system pressure before using suitable stands conforming to current safety regula-
removing panels, housings, caps, plugs or covers. tions.
W230 EVOLUTION 0-7
SAFETY RULES
Deflate the tyre before removing objects from the tyre • Mechanical devices mounted under pressure (track
tread. tensioner etc.)
Never inflate tyres with flammable gas: explosions and
• Heavy machine components (frames, blades,
severe bodily injuries may result.
buckets etc.)
When starting your work shift, check for loose wheel or rim
bolts and brackets and retighten to correct torque as
necessary.
DECOMMISSIONING THE MACHINE WARNING

• The decommissioning of the machine must be
For the decommissioning of the machine, the performed exclusively by personnel trained,
availability of particular tooling (hoists, hydraulic qualified and authorised to perform such
presses. containers for liquids etc.) is required as well operation.
as specific tools listed in the Repair Manuals, available
from FIAT KOBELCO Dealers. • Start the disassembly of hydraulic components
This has the purpose of avoiding that during only after the same, the hydraulic oil and
disassembly operations, dangerous situations may lubricants have fully cooled-off and after all
arise both for the personnel involved and the residual pressures have been released, as
environment. described by the Repair Instruction Manual.
In the machine are present: • Prior to proceeding with disassembly

• Fluids under pressure (hydraulic system, cooling operations, comply with the GENERAL SAFETY
system etc.) RULES and drain each components of the
• Gases (air conditioning system and accumulator, if machine filled with fluids, both in the reservoirs
installed) and the relevant systems.
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 W230 EVOLUTION
TECHNICAL FEATURES OF WHEELED LOADER W230 EVOLUTION
IDENTIFICATION - 2677.230.00.1 Oil pump delivery (at 2200 RPM) ...........................

MARKING: W230 EVOLUTION .......................... Front 90.9 l/min. (20 USG/min.)
....................... Rear 105.7 l/min. (232 USG/min.)
Pump drive ratio ....................................... 0.983 : 1
"EMISSIONED" ENGINE Main pressure on control valve ............ 21 ÷ 24 bar
Transmission cut-off sensor ................... 15 ± 1 bar
Nominal power ............................ 179 kW / 240 HP Transmission oil high temperature setting ..............
Maximum Power Speed ........................ 2200 RPM ........................................................... 122 ± 3 °C
Net power at flywheel (ISO 9249) .............. 167 kW Bevel gear set ratio ................................... 1 : 4,625
Net power at flywheel (CEE 80/1289) ........ 167 kW Reduction ratio at wheels ......................... 1 : 5.400
The engine preserves the power declared up to 2500 Total ratio at axle .................................... 1 : 24,975
metres (8200 ft) over sea leve.
Brand and model CUMMINS 6CTAA8.3 Speeds Transm. Total Speed

Type Diesel, 4-stroke, direct injection, turbocharged ratios demultiplication calculated
Total displacement .................................. 8270 cm3 w/ tyres
Number of cylinders .............................................. 6 26.5 R25
Bore and stroke ................................114 x 135 mm 1a FW 1 : 3.426 1 : 85.569 18.36
Maximum torque at 1400 g/min ................ 1146 Nm 2a FW 1 : 1.815 1 : 45.338 15.14
Forced lubrication by gear pump. 3a FW 1 : 1.086 1 : 27.120 24.01
The engine complies with the regualtion regarding 4a FW 1 : 0.575 1 : 14.369 39.03
gaseous emissions "TIER 2".
1a REV 1 : 3.165 1 : 79.059 19.00
2a REV 1 : 1.677 1 : 41.889 16.20
ENGINE SPEEDS 3a REV 1 : 1.003 1 : 25.057 25.55
Low idle engine speed ............................ 850 RPM 4a REV 1 : 0.532 1 : 13,276 40.00
Max. idle engine speed ......................... 2460 RPM
Torque converter stall ........................... 2180 RPM
Steering stall at low idle ........................... 840 RPM
Equipment stall ...................................... 2320 RPM
Full stall ................................................. 1830 RPM
AXLES
Rigid front axle and pivoting rear axle, designed for

heavy duty work.
"Torque proportioning" differential, with automatic
TORQUE CONVERTER torque transfer.
Oil -bath, sealed final drives and brakes.
Brand and model .................. NIIGATA 1350MS370
Type ............ 3 elements,single stage, single phase Rigid front axle of a supporting structure type
Stall conversion ratio ....................................... 3 : 1 - total reduction ratio .............................. 1 : 24.975
Diameter ................................................. 342.9 mm Swinging rear axle of a supporting structure type
- total reduction ratio .............................. 1 : 24.975
TRANSMISSION TYRES
Brand and model .......................... TCM T676-4LC4 Type ......................................................... Tubeless

Type: countershaft Power Shift w/four forward and Radial ................................................. 26.5-25 XHA
four reverse speeds. 26.5-25 GP-2B
Control: electric by single lever. 750/65R25
W230 EVOLUTION 0-9
Load Travel Stabiliser L.T.S

BRAKES Load Travel Stabiliser L.T.S. electronic device.
Service brakes ................................... self-adjusting
Type ......................... oil-bath discs, on four wheels
Power assisted hydraulic actuation. STEERING SYSTEM
Independent circuit on each axle.
Control: by pedal located on the left of the steering Type ........................... hydraulic "LOAD SENSING"
column. ................................................. with priority valve
Electric switch for the pre-selection of transmission The pump uses one body of the hydraulic system
cut-off. pump.
Parking brake: oil-bath, multiple discs, located inside
the transmission. Maximum pump flow ..... 208.6 l/min (46 USG/min.)
Hydraulically actuated by lever inside the cab. Maximum operating pressure ..................... 210 bar
The braking circuit complies with the following Cylinders ...................................... 2, double-stroke
international standards: ..ISO 3450, EEC 71/320, Bore and stroke ................................. 80 x 542 mm
SAE J1473. Emergency steering with gear pump actuated by the
transmission.
Delivery of brake pump at nominal speed 29.7 l/min (6.5
USG/min.)
Accumulators re-charge starting pressure ... 80 ± 5 bar
Accumulators re-charge ending pressure ... 110 ± 5 bar ELECTRICAL SYSTEM
Accumulators pre-charge pressure (1.4 l/0.4 UGG) . 45 bar
Operational voltage.......................................... 24 V
Setting of transmission cut-off pressure switch ......
Maintenance-free, in-series batteries .................... 2
15 bar
– total capacity ................................. 160 Ah - 650 A
Setting of brakes oil low pressure sensor ..... 60 bar
– type .......................................... maintenance-free
Setting of stop lights pressure switch .......... 1.8 bar
Starter motor ............................................... 7.8 kW
Setting of parking brake engaged pressure switch
Alternator ....................... Delco renny 22SI-24V70A
ON 10 bar - OFF 15 bar.
HYDRAULIC SYSTEM
CAB
Sealed type with anti-cavitation and safety valve.
Modular, ROPS/FOPS type.
Steel gear pumps, with automatic wear take-up.
Glassed surface 4.6 sq m
A sequence valve cuts-off one pump when pressure
The ROPS/FOPS cab is complying with the following
exceeds 172 bar.
regulations:
– maximum flow ........... 146 (+208) l/min a 210 bar
ROPS - ISO34717SAE 1040
– max operating pressure ........................... 210 bar
FOPS - ISO34497SAE J 231.
Control valve ............................................... 2 spool
3 spool
– setting of pressure relief valve ................. 210 bar
– setting of raising safety valve . ................. 274 bar CAPACITIES
– bucket roll-back safety valve (A1) ........................
................................................................ 230 bar ENGINE
– bucket dumping safety valve (B1) ........................ Lube oil ............................................ 18 l (4.7 USG)
................................................................ 186 bar Antifreeze ...................................... 60 l (15.8 USG)
Fuel ................................................ 325 l (86 USG)
Control ...................................... piloted, single lever
..................................................... piloted, 2-lever TRANSMISSION
..................................................... piloted, 3-lever Torque converter/transmission oil . 40 l (10.5 USG)
Hydraulic cylinders, double stroke
boom control ...................................................... 2 HYDRAULIC SYSTEM ................ 160 l (42.2 USG)
bore and stroke .............................160 x 880 mm
bucket control .................................................... 1 AXLES
bore and stroke ............................ 190 x 550 mm Front ................................................ 36 l (9.5 USG)
Pipes and connecting flanges with O-Ring seals. Rear .............................................. 40 l (10.5 USG)
0 - 10 W230 EVOLUTION
DIMENSIONS AND WEIGHT
3000
40
R6670
5600 (220.5")
45
4180 (164.5")
961 (38")
3570 (140.5")
3120 (123")
1335 (52.5")
41
325 90 (3.5") 1650 (65")

(13")
2650 (104") 3300 (130") 2280 (90")
2200 (86.6")
8155 (321") 2875 (113")
Dimensions in mm (in)
Operating weight: 21210 kg (46760 lb)
Note — The machine is specified with 3.6 cu m standard bucket (without teeth), tyres 26.5 R25XHA, filled and
with operator.
TABLE OF FLUID CAPACITIES
ITEM QUANTITY FLUIDS OR LUBRICANT CLASSIFICATION VISCOSITY OUT DOOR

LITRES (USG) SPECIFICATIONS (SAE) TEMPERATURE OF
REFERENCE
W230 EVOLUTION
Ambra – Super Gold API CF-4/SG 15W-40 –10 to +50 °C (14 to 122 °F)
ENGINE 18 (4.8) MIL-L-2104E 10W-30 –30 to +20 °C (–22 to 68 °F)
Ambra-Super Gold HSP* API CH-4 15W-40 –10 to +50 °C (14 to 122 °F)
RADIATOR 60 (15.8) Ambra-Agriflu NH-900A – –35 to +50 °C (–31 to 122 °F)
API CF-4/SG 15W-40 –10 to +50 °C (14 to 122 °F)

TRANSMISSION 40 (10.5) Ambra-Super Gold
MIL-L-2104E 10W-30 –30 to +20 °C (–22 to 68 °F)
ISO VG 46, DIN 51524

HYDRAULIC SYSTEM 160 (42.2) Ambra-HITECH 46 – –20 to +50 °C (–4 to 122 °F)
Part. 1 e 2, QFH583/HD
Front. 36 (9.5) API GL5

AXLES Ambra-TX Fluid 85W-90 –20 to +50 °C (–4 to 122 °F)
Rear. 40 (10.5) QFH 584 TR
FUEL
TANK 325 (86) – – – –
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 %.
In the event of really heavy duty conditions, reduce the greasing intervals.
0 - 11
UNITS OF MEASURE CLASSIFICATION OF STANDARD COMPO-

NENTS TO DETERMINE THE TIGHTENING
Units of measure used in this manual are those TORQUES
adopted by the International System which replace
the units previously used by the M.K.S. system.
Force: N (decanewton) Note — In case, in the different sections, the tighten-

ing torque is not listed, refer to the table “TIGHTEN-
Pressure: bar, replaces kg/cm2 ING TORQUES”, only after identifying exactly the
component.
Torque: daNm (decanewton x meter)
The following tables is to be used to convert units of The latter is identified by a coded eight digit number,
measure: allowing a complete description of the item.
multiply by to obtain
Example:
Force kg 9.807 daN I / a b c d e / f g
Pressure kg/cm2 0.9807 bar
I - Standard index digit
Torque kgm 9.807 daNm
It is always represented by the digit 1. This number
indicates that the item can be fabricated in a number
of versions differing for material and coating.
Note — For current service use, the following a - b - c - d - e - Standard base digits
equivalences 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.
W230 EVOLUTION 0 - 13
Resistance class and material

Material
index (f)
FIAT UNI DIN SAE BSI BNA
0 4.8 4D - 4S - 4A 1 A 42
1 5.8 5S - 6S 3 P 56
2 8.8 8G 5 T 80
3 10.9 100 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:
8.8 replaces R80
10.9 " R100 for screws
12.9 " R120
8 replaces R50
10 " R80 for nuts
12 " R100
CDT = cadmed; FOSF = phosphated;

ZNT = galvanised.
NUTS (ZNT) SCREWS (ZNT/DEIDR)
Strength grade: 10 Strength grade: 10.9
Diameter Normal Low type With polyamide ring Diameter Normal Self-locking
and pitch Normal Low type and pitch ZNT ZNT
mm Nm Nm Nm Nm mm Nm Nm
M6 x 1 13 12 - - M6 x 1 13 -
M8 x 1.25 32 26 39 32 M8 x 1.25 13 35
M10 x 1.25 72 52 82 62 M10 x 1.25 71 79
M10 x 1.5 65 50 77 60 M10 x 1.5 65 70
M12 x 1.25 130 87 145 102 M12 x 1.25 127 139
M12 x 1.75 110 81 129 96 M12 x 1.75 110 120
M14 x 1.5 195 130 216 150 M14 x 1.5 200 220
M14 x 2 180 125 200 146 M14 x 2 180 190
M16 x 1.5 300 170 340 200 M16 x 1.5 300 330
M16 x 2 - - - - M16 x 2 - -
M18 x 1.5 450 250 500 290 M18 x 1.5 450 480
M18 x 2.5 - - - - M18 x 2.5 - -
M20 x 1.5 600 305 645 350 M20 x 1.5 600 650
M20 x 2.5 - - - - M20 x 2.5 - -
M22 x 1.5 800 410 - - M22 x 1.5 800 900
M22 x 2.5 - - - - M22 x 2.5 - -
M24 x 2 1000 470 1080 525 M24 x 2 1000 1100
M24 x 3 - - - - M24 x 3 - -
M27 x 2 950 401 - - M27 x 2 1000 -
M30 x 2 1300 494 - - M30 x 2 1400 -
M33 x 2 1700 - - - M33 x 2 1900 -
M36 x 3 2200 - - - M36 x 3 2400 -
SECTION 1
ENGINE
TABLE OF CONTENTS
PARAGRAPH SUBJECT PAGE
1.1 IDENTIFICATION DATA .......................................................................................... 1-1
1.2 GENERAL SPECIFICATATIONS OF ENGINE SERIES "C" ................................... 1-3
1.3 ENGINE SUPPORTS ............................................................................................ 1-6
1.4 COOLING SYSTEM (FAN DRIVE SYSTEM) ......................................................... 1-7

1.4.1 Cooling system hydraulic motors ........................................................................... 1-8
1.4.2 Fan hydraulic system pump ................................................................................... 1-9
1.4.3 Fan hydraulic control block ..................................................................................... 1-10
W230 EVOLUTION ENGINE 1-1
1.1 IDENTIFICATION DATA
Data plates of series C engine
The engine identification plate provides specific

information for your engine.
Note — the Engine Data plate must not be replaced

without approval by Cummins Engine Company Inc.
s Cummins C.i.D./L. CPL Engine Serial No.

in Engine Company Inc.
m
m
Cu Box 3005
Family Cust. Spec.
Columbia, Indiana
47202-3005
Engine Model
WARNING injury may result and warranty is voided
if fuel raten or rpm or altitudes exceed published Low Idle RPM
maximum valures for this model and application. 3
Valve lash cold int. Exh. Fuel rate at rated HP mm /st
Date of Mfg Firing Order Timing-TDC

Made in Great Britain by
Cummins Engine Co. Ltd. 3931416
Rated HP/KW at RPM
Fig. 1-1
1-2 ENGINE W230 EVOLUTION
Data plate of fuel injection pump
The data plate for fuel injection pump is located on

one side of the injection pump. It provides information
relative to the calibration of the pump.
Fig. 1-2
The data plate for Bosch fuel injection pump includes:

1. Pump serial number
2. 10 digit Bosch number
3. Bosch description code
Fig. 1-3
The Cummins ordering number for the pump-governor

combination is indicated on the governor plate.
Fig. 1-4
The Bosch governor plate includes:

1. Bosch governor description code
2. Cummins pump ordering number
Fig. 1-5
1.2 GENERAL SPECIFICATATIONS OF ENGINE SERIES "C"
Engine main data
Maker CUMMINS
Model 6CTAA8.3
Type 6 Cyl-in line-
turbocharge-AAC
Displacement cm3 8268
Number 6
Cylinder
Bore x Stroke mm x mm 114 x 135
Mass (water + oil) kg 617
Compression Ratio 18.0 : 1
Direction of Rotation Clockwise
(View from Front)
Gross Power @ Rated Speed kW @ rpm 179 @ 2200
Peak Power @ Speed kW @ rpm 192 @ 2000
Torque @ Low Idle Nm @ rpm 678 @ 850
SAE J1349 kW (CV) 167
Net Flywheel Power
DIN 6270 kW (CV) 167
ISO 9249 kW (CV) 167
Net Flywheel Power
CEE 80/1269 kW (CV) 167
Rated Speed rpm 2200
High Idle Speed rpm 2460
Max Gross Torque @ speed Nm @ rpm 1146 @ 1400

max torque l/h (g/(kWh) 40.7 (205)
Fuel Consumption
at max power l/h (g/(kWh) 51.2 (226)
longitudinal deg 40
Max angular position
transversal deg 45
Min Required Air Flow kg/min 23

@ Rated Power
Max Intake air restriction mmH2O 381
Exhaust Gas Flow @ Rated Power l/s 775
Max Exhaust Back Pressure mmHg 76
PTO SAE B - 2 bolt - 13 T
(Cont.) Engine main data
Maker Bosch
Type 3938371
Fuel Pump Model
Injection advance deg 10.5
before TDC
Injection order 153624
Fuel Filtration
Type Pushed
Lubrification
Filtration Full flow
At idle speed bar 0.69
Oil pressure (minimum allowed)
At rated speed (min.allowed) bar 2
Back pressure opening the oil filter bar 1.68
by-pass valve
Oil flow at rated speed (minus the flow lt/min 106.8
through pressure relief)
Oil temperature at rated speed °C 99 a 126
Oil temperature thermostat Fully open °C 116
(oil through heat
exchanger)
Closed (part of the oil °C 104
by-passes the heat
exchanger)
Oil sump capacity l 18
Intake mm 0.30
Valve Clearance
Exhaust mm 0.60
HC g/(kW*h) 0.21
CO g/(kW*h) 0.653
Emission (ISO 8178)
NOx g/(kW*h) 5.701
Particolate g/(kW*h) 0.174
Free Acceleration Smoke HSU

Low idle rpm 850
High idle rpm 2460
Low idle with steer relief rpm 840
Governed Speeds press
(50 h break-in) Transmission Stall rpm 2180
Implement Stall rpm 2320
Full Stall rpm 1830
(Cont.) Engine main data
Water Pump Flow (@ Press Head 2.8 bar) l/min 344 @ 2200 rpm
Coolant flow l 258
(thermostats fully open,
engine speed 2000 rpm)
Coolant capacity l 10.9
Maker ABB - SV
Type Aluminium
Drive Ratio Hydraulic fan
Fan (Engine : Fan) (0.76 : 1 max)
Diameter mm 710
Blades (number - angle) °C 6/27
Blades Sizes mm
Maker Donaldson
Model FTG15 - 0029
Diameter mm 381
Air Cleaner Type Dry, 2 stage w/safety
element
Rated Capacity m3/min (mbar) 25.5 (25)
Max Airflow Restriction mbar 30
Maker Donaldson
Type M 120512
Dimensions mm 308
Muffler
Max Back Pressure mbar 96
Exhaust pipe inside mm 98
diameter
1.3 ENGINE SUPPORTS
The engine is mounted on the rear module of the fra- bolted on elastic pads and on the rear, by plates bolted
me in four points: frontally, by the transmission-torque to the engine and supported by elastic pads as well.
converter group, that in turn, is supported by brackets
1 1
4 2
6
9 1
7
10
8
11
12 1
13
14
15
Fig. 1-6 Engine supports
Note - 1 224 Nm 2 110 Nm
1. Screw m16x2x110 - 2. Left rear support. - 3. Washer - 4. Screw M12x1.75x40 - 5. Upper pad. - 6. Lower pad. -
7. Plate - 8. Nut - 9. Screw m16x2x110 - 10. Left front support . - 11. Washer - 12. Screw M 16x2x40 - 13.Lower pad -
14. Plate- 15. Nut.
1.4 COOLING SYSTEM (FAN DRIVE SYSTEM)
General description
The configuration of the engine cooling system is as The oil, once it is sucked by pump 1 is forwarded to
follows: a controlling valve block 2 and through solenoid valve
A hydraulic pump 1 is installed on the engine (fuel 3, reaches two-direction hydraulic motor 4 driving the
pump side) powers by two hydraulic motors driving, main fan. Also through solenoid valve 3, oil under
respectively, the coolant radiator fan and the after- pressure reaches the second hydraulic motor 5 driving
cooler fan. A controlling valve is located between the the after-cooler fan, then it turns to the discharge.
two circuits with a dual function: modulating the oil
flow to the hydraulic motors, depending upon the speed
of the engine and invert the rotation direction of the
radiator fan, upon the command by the button located
in the cab.
DUAL DIRECTION
MOTORE MOTOR14CC/REV
BIDIREZIONALE 14CC/REV ALLATOLINEA
DISCHARGE LINE
DI SCARICO
(ENGINERADIATOR)
(RADIATORE MOTORE )
ONEDIRECTION
MOTORE MOTOR14CC/REV
UNIDIREZIONALE 14CC/REV
(AFTER-COOLER))
(AFTERCOOLER
4
5
1/2" BSP 10 1/2" BSP
220 BAR
11
220 BAR
3 T1
1/2" BSP
7
G1 T
2 3/4"BSP 3/4" BSP
9
200 BAR
8 B A
6
T P
P1 3/4" BSP
1 19CC/REV
Fig. 1-7
1. Pump - 2. Fan hydraulic control block - 3. Solenoid valve - 4. Dual direction hydraulic motor - 5. One direction hydraulic
motor - 6. Proportional valve - 7. Safety valve - 8. Orifice (2 mm) - 9. Safety valve -10. Safety valve - 11. Safety valve.
1.4.1 COOLING SYSTEM HYDRAULIC MOTORS
DUAL DIRECTION HYDRAULIC MOTOR

Radiator valve
INLET Pmax 210 bar Fig. 1-8

(constant)
INLET Pmax 240 bar Displacement: 14 cu cm/rev
(intermittent)
Rotation: dual direction
INLET Pmin 25 bar
(constant)
INLET Pmin 25 bar
(intermittent)
OUTLET Pmax 210 bar
(constant)
DISCHARGEPmax 5 bar
MAX SPEED 4000 rpm
MIN SPEED 500 rpm
ONE DIRECTION HYDRAULIC MOTOR Rechtslauf

CLOCKWISE ROTATION
After-cooler fan
INLET OUTLET
INLET Pmax 276 bar

(constant) Fig. 1-9
INLET Pmax 300 bar
(intermittent)
INLET Pmin 25 bar Displacement: 14 cu cm/rev
(constant) Rotation: leftward / anticlockwise
INLET Pmin 25 bar
(intermittent)
OUTLET Pmax 10.5 bar
(constant)
DISCHARGEPmax N.A.
MAX SPEED 3500 rpm
MIN SPEED 500 rpm
1.4.2 FAN HYDRAULIC SYSTEM PUMP
SUCTION DELIVERY
Fig. 1-10
TYPE: gear
DISPLACEMENT: 19 cu cm/rev
REVOLUTION: clockwise
Fig. 1-11 Fan hydraulic system pump

Installation on machine
1 - 10 ENGINE W230 EVOLUTION
1.4.3 FAN HYDRAULIC CONTROL BLOCK
1 9
7
8
POS. DESIGNATION
1 Drilled block 5
2 Safety valve
3 Proportional valve
4 Safety valve
5 Solenoid valve
6 Anti cavitation valve 2
7 Safety valve
8 Safety valve
9 Dowel Fig. 1-12
Fan hydraulic control block

Location on the machine Fig. 1-13
SECTION 2
TRANSMISSION
TABLE OF CONTENTS
2.1 GENERAL DESCRIPTION ..................................................................................... 2-1
2.2 TORQUE CONVERTER - TRANSMISSION .......................................................... 2-2
2.3 TORQUE CONVERTER ......................................................................................... 2-7
2.4 TRANSMISSION - TORQUE CONVERTER PUMP ............................................... 2-9
2.5 TRANSMISSION .................................................................................................... 2-10

2.5.1 Power train diagram ............................................................................................... 2-14
2.5.2 Transmission control valve ..................................................................................... 2-16
2.6 AUTOMATIC TRANSMISSION CONTROL SYSTEM ............................................ 2-31

2.6.1 Electronic unit ATC for automatic transmission control ........................................... 2-32
2.7 TRANSMISSION SELECTOR ................................................................................ 2-36

2.7.1 "SHIFT-DOWN" Device .......................................................................................... 2-38
2.7.2 "KICK-DOWN" Function (with manual and automatic gearshift) ............................. 2-38
2.7.3 "FORWARD/REVERSE" Function switch (Variant) 2-38
2.8 OIL CIRCUIT .......................................................................................................... 2-41
2.9 DISASSEMBLY TRANSMISSION .......................................................................... 2-43
2.10 REASSEMBLY TRANSMISSION ........................................................................... 2-70
2.11 TROUBLESHOOTING GUIDE ............................................................................... 2-97

2.11.1 Troubleshooting guide ............................................................................................ 2-97
2.11.2 Transmission .......................................................................................................... 2-98
2.11.3 Parking brake ........................................................................................................ 2-99
2.12 STANDARD VALUES FOR MAINTENANCE .......................................................... 2-100

2.12.1 Torque converter ................................................................................................... 2-100
2.12.2 Control valve .......................................................................................................... 2-101
2.12.3 Transmission ......................................................................................................... 2-102
2.12.4 Accumulator .......................................................................................................... 2-103
2.12.5 Parking brake ........................................................................................................ 2-103
2.13 TIGHTENING TORQUES OF MAIN FIXTURE ...................................................... 2-104
2.14 PROP SHAFT ........................................................................................................ 2-105

2.15 FRONT AND REAR AXLES ................................................................................... 2-107

2.15.1 Axle ....................................................................................................................... 2-107
2.15.2 Differential ............................................................................................................. 2-112
2.15.3 Final drives ............................................................................................................. 2-114
2.16 AXLE DISASSEMBLY ............................................................................................ 2-116
2.17 AXLE REASSEMBLY ............................................................................................. 2-128
2.18 TROUBLESHOOTING ........................................................................................... 2-151
2.19 STANDARD VALUES FOR MAINTENANCE .......................................................... 2-152
2.20 TIGHTENING TORQUE VALUES FOR MAIN BOLTS .......................................... 2-153
2.21 WHEELS ................................................................................................................ 2-154

2.21.1 Tyres ...................................................................................................................... 2-154
W230 EVOLUTION TRANSMISSION 2-1
2.1 GENERAL DESCRIPTION
The transmission power train is made of a drive group The power driven to each axle reaches, through the
(torque converter and transmission), prop shafts, front wheels, the tires, thus driving the loader.
and rear axles and tires. Here below a diagram of the transmission power train
The engine power is driven to the converter-transmis- is provided.
sion group, where the r.p.m. are reduced and the torque
is increased.
Front axle Front wheel
Engine Torque Transmission

converter
Rear Rear
axle wheel
: Prop shaft
Tire and wheel assembly
Torque converter
Rear axle
Prop shaft
Transmission
Front axle
Fig. 2-1 Composition of transmission power train
2-2 TRANSMISSION W230 EVOLUTION
2.2 TORQUE CONVERTER - TRANSMISSION
TORQUE CONVERTER
- Model: ...................................................................................................................(NIIGATA 1350 M5370)

- Type: ............................................................................................ 3 elements, single stage, single phase
- Radiator: ................................................................................... Water cooled, with multiple radiating fins
- Setting pressure: ............................................................................................................... 2.8 bar (40 psi)
- Conversion ratio at stall: ................................................................................................................... 3 : 1
TRANSMISSION PUMP
- Designation: ................................................................................................................... SDB 4044
TRANSMISSION
- Model: ............................................................................................................................. TCM T676-4LC3

- Control: .................................................................................................................... Manual or automatic
- Type: Controlled by solenoid valves, full power-shift with constant mesh gears with controlled modulation
- Speeds:............................................................................................................... 4 forward and 4 reverse
- Transmission ratios: ........................................................................................... 1a 1 : 3.426 1 : 3.165
2a 1 : 1.815 1 : 1.677
3a 1 : 1.086 1 : 1.003
4a 1 : 0.575 1 : 0.532
- Oil capacity: ..................................................................................................................... 40 l (10.5 USG)

- Weight (converter - transmission): ................................................................................. 838 Kg (1847 lbs)
CLUTCHES (TRANSMISSION)
- Type: ...................................................................................................................... Oil bath, multiple disc

- Operation: ................................................................................................................................. Hydraulic
- Setting pressure: .......................................................................................... 21 to 24 bar (304 to 348 psi)
GENERAL DESCRIPTION
The control group of the transmission is made of a The engine power is driven to the transmission unit
combination of the torque converter and the trans- by the flywheel and the converter.
mission, in a single body. The engine and the torque converter - transmission
The power train system is connected to the engine group are connected by means of a splined flange.
and is installed on the rear frame.
Transmission - Torque converter Besides for the removal of the parking brake, it is
necessary to compress the engagement springs by
Countershaft power-shift type with 6 clutch packs for means of a screw placed on it.
4 forward and 4 reverse speeds. The torque converter This operation must be carried out each time the
is mounted are the transmission housing and is a 3 machine must be moved with a dead engine.
element type, single stage, single phase.
The hydraulic circuit has:
- The lubrication fo the shaft with the directional Transmission control
clutches assured by a section of the feed pump.
The gear shifting is completely electric and there are
- The second speed clutch engagement modulation
various gearshifting modes:
is assured by an accumulator and a no-return val-
ve with an orifice.
- Normal working phase in automatic and manual
The hydraulic circuit is feed by a two-section gear
modes.
type pump. The first section feeds the clutch
- Kick-down function.
engagement circuit, the torque converter and assure
- Shift-down function (only for automatic mode).
the lubrication of the shafts with the speed clutch
- Transmission disengagement when braking.
packs.
The second section assures the lubrication of the
All the components are located inside the cab. the
directional clutch packs.
gear selector located on the steering column, a switch
On the second speed shaft is installed the multiple
located under the throttle pedal and a switch located
disc parking brake. It is disengaged by hydraulic
at the base of the bucket control for "Kick-down"
pressure and engaged by spiral type springs. The
function, a series of relays and fuses located in the
control is assured by means of a steel cable actuated
main electric board and the transmission electronic
by a control lever located on side of the operators
unit located behind the seat the main difference
seat and operating an hydraulic control valve.
between a machine with automatic transmission and
The selection of the various speeds is obtained through
one with manual transmission is given by the fact
a control valve incorporating all the valves, such as,
that all functions described above are in an automatic
the spools, the main pressure regulating valve and
transmission controlled by the electronic unit, while
the modulating valves.
in the manual transmission the sames are controlled
Totally there are 4 solenoids that are controlled by a
speeds selector installed on steering wheel support. by the relays and fuses console.
The only valves placed outside the control valve are
the torque converter inlet safety valve and the Advantages of automatic transmission:
modulating valve with accumulator for the engagement - Comfort.
of the second speed. - Modulation.
To avoid traction losses during shifting operations from - Less gearshifting requirements.
second to first speed, a non-return valve with orifice - Less noise (two to medium low no-load engine
and accumulator is fitted or the second speed supply speeds during gearshifting).
retarding the disengagement of the clutch pack. - No loads on transmission.
As a result there will be a temporary pressure - Optimized use of power-train components (engine,
overload in the first and second clutch packs (also of transmission, axles).
the third clutch pack as a result of the system - No possibility of incorrect operation.
arrangement) with partial engagement of the two - Performance and production.
clutch packs. - Maximum use of engine output.
In this way the machine is not moving backward during - Overall efficiency of torque converter.
shifting from second to first speed in uphill operations. - Less fuel consumption.
The emergency pump is connected to the output shaft - Reduction in travel times.
through on idler gear placed on 3rd and 4th gear shaft. - Increased production.
The transmission disassembly does not reguire - Easy and safe driving.
particular cautions, there are no adjustment either for - More operator concentration on production.
clutch packs or shafts.
All shafts are rotating on ball bearings. The only caution
to be observed regards the removal of the torque
converter that must be removed together with thee
transmission front cover to which it is connected with
screws mounted on the inside.
2 3
2
3
4
3
6
7
8
Fig. 2-2 Supports of the transmission-torque converter group
Note - 1 31 Nm Threaded part: LOCTITE 262
2 51 Nm
3 225 Nm
4 90 Nm
1. Engine - 2. Gasket - 3. Cover - 4. Torque converter-transmission group - 5. Support bracket - 6. Upper rubber support pad
- 7. Lower rubber support pad - 8. Plate.
Clutch engagement oil pressure: 21 to 24 bar (304.5 to 348 psi)

Opening pressure of safety valve: 9,4 bar (136 psi)
Pressure test point
Section G-G
View from F
1
3
Note:
1 Threaded part: LOCTITE 572
2 Energizing table of transmission control valve solenoid

valves
Fig. 2-3 Torque converter group (1) ( : Energized)
sol. FWD. sol. REV. sol. A sol. B
4th FWD.
• •
TORQUE CONVERTER GROUP
1. From heat exchanger - 2. Oil filler hole - 3. Parking brake disengagement pressure - 4. To heat exchanger - 5. From filter - 11. Reverse
3rd FWD.
•
clutch 21 - 24 bar pressure port - 12. Forward clutch 21 - 24 bar pressure port - 13. 1st speed clutch 21 - 24 bar pressure port - 14. 2nd speed 2nd FWD.
• • •
clutch 21 - 24 bar pressure port - 15. 3rd speed clutch 21 - 24 bar pressure port - 16. 4th speed clutch 21 - 24 bar pressure port - 17.
Pressure switch mounting port - 18. Temperature sensor mounting port - 19. Converter output pressure port - 20. Converter input pressure
1st FWD.
N
• •
port - 31. Transmission pump - 32. Suction pipe - 33. Strainer- 35. Control valve - 36. Hose - 37. Breather - 38. Spring - 39. Plunger (safety
valve) - 40. Mounting for emergency steering pump. st
1 REV.
• •
2nd REV.
• • •
Note — For sections D-D, E-E, J-J, please refer to the page to follow. 3rd REV.
•
4th REV.
• •
Note - 1 Torque converter housing connection flange: LOCTITE FMD-127
4 Outer diameter: LOCTITE 572
5 Setting of gap E: after bringing the sensor against the gear, move it away, by
loosening it, 1.5 turn.
Note - Procedure for the installation of seals
3 Seal outer diameter (metal): LOCTITE 262
Seal lip: Grease
Bevel and sliding surface of connection flanges: Grease
Green Black
35 34
3 1 38
5 3
39
2 40
41
36
37
Section J-J Section E-E Section D-D Detail area Z
Fig. 2-4 Torque converter group (2)
2.3 TORQUE CONVERTER
The torque converter consists of a torque converter The hydraulic pumps drive actuates the transmission
group, an hydraulic pumps drive gear and a turbine power pump, the equipment pump and the steering
shaft. pump, through the drive gear, mounted on the pumps
The torque converter group is composed of a pump drive hub.
wheel and a turbine wheel, positioned one in front of
the other, with an intermediate stator, located inside
the torque converter housing, filled with oil.
1 9
2
10
3
11
4 2
5
12 3
1
13
6
3 7
8
14
15
Fig. 2-5 Torque converter group
Nota - 1 40 ÷ 46 Nm 3 Align the arrows with the oil outlet grooves in

the stator holder and the stator hub
2 52 ÷ 60 Nm
1. Taper plug - 2. Pump wheel cover - 3. Coupling gear - 4. Turbine - 5. Pump hub - 6. Input guide - 7. Stator hub - 8. Stator -
9. Impeller cover- 10. Pump wheel - 11. Pump drive gear - 12. Stator retainer - 13. Turbine shaft - 14. Seal - 15. Seal.
Power train
The engine power is transmitted through the engine
flywheel, the disc joint or the coupling gear, the front
cover, the pump wheel, the turbine and the transmis-
sion.
Oil flow (see fig. 2.4 )

The oil of the torque converter coming from the trans-
mission control valve enters the torque converter
wheel through the duct in the stator support.
As soon as the engine starts, the pump wheel ro-
tates, throwing oil from the vanes of the blades of the
wheel (under the effect of centrifugal force), towards
the vanes of the turbine wheel blades. The oil flow
hits the turbine with an angle such that, in turn, the
turbine shafts rotates. The reaction torque produced
by the oil flow which hits the turbine blades, repre-
sents the output torque provided by the turbine shaft.
The stator diverts the oil flow coming from the turbine
vanes, directing it into the pump vanes, thus creating
an increase of the torque.
Part of the oil contained by the torque converter wheel
is directed into the heat exchanger through the appro-
priate duct in the stator support. In correspondence
with the oil inlet into the torque converter, a safety
valve is mounted, which discharges excess oil into
the torque converter housing.
2.4 TRANSMISSION - TORQUE CONVERTER PUMP
The pump is mounted on the torque converter cover. and speed clutches, it provides lubrication to the inner com-
It powers, through the control valve, the forward-reverse ponents of the transmission, feeds the torque converter.
Pump main data: 4 3 1

Type: ....................................... 2 sections, gear
Drive: ........................................................... gear 2
Delivery front sect. at 2200 rpm:90.9 l/min (20 USG/min.)
Delivery rear sect. at 2200 rpm:105.7 l/min (20 USG/min.)
Pump/transmission speed ratio: ................ 0.983
Fig. 2-6 Installation of pump on transmission-torque converter group
1. Transmission - torque converter group - 2. transmission - Torque converter pump - 3. Sleeve - 4.Pump securing screw -
5. Transmission control valve.
5 13 7
11-12 8
11-12
10
13
6 14
Z 3 15
2
17 16
18
1
9
View from Z
16
16
4
16
Fig. 2-7 Composition of transmission-torque converter pump
1. Front cover. - 2. Pump body - 3. Gear - 4. Gear - 5. Side plate. - 6. Plate - 7. Body - 8. Gear - 9. Gear - 10. Top cover. -
11. Support - 12. Seal - 13. Seal - 14. Screw - 15. Washer - 16. Bushings - 17. Seal - 18. Snap ring.
2 - 10 TRANSMISSION W230 EVOLUTION
2.5 TRANSMISSION
The transmission changes the speeds and the travel DIRECTION CLUTCHES SHAFT
direction.
The direction clutches allow the engagement or
The transmission includes three clutch shaft groups, discugagement of power, under load, no matter what
one inverter gear, one output shaft, a parking brake speed is engaged.
and a control valve.
16
1 2 3 4 5 6 1 8 9 11 12 13
7 10 1
FORWARD REVERSE
14 15
Detail A Detail B
Fig. 2-8 Typical configuration of directional clutch packs shaft
Note - 1 Sliding surfaces: grease.

(Pay attention to the mounting direction. Please refer to the enlarged views shown above).
1. Shaft and drum - 2. Gear - 3. Inner toothed disc - 4. Return spring - 5. Outer toothed disc. - 6. Spacer - 7. Discharge valve -
8. Sealing ring (outer) - 9. O-ring - 10. Sealing ring (inner) - 11. Piston - 12. End disc - 13. Gear - 14. Sealing ring - 15. Plug -
16. Spring.
W230 EVOLUTION TRANSMISSION 2 - 11
(Forward/reverse shaft)
FORW. REV.
(1st/2nd speed shaft)
2a 1a
(3rd/4th speed shaft)
4a 3a
Q.ty FW.-R. 1st - 2nd 3rd - 4th

Discs
(inner toothed)
13 - 13 17 - 10 17 - 10
Discs
(outer toothed) 13 - 13 17 - 10 17 - 10
Fig. 2-9 Clutch shafts
OPERATION
The clutch is engaged by the oil under pressure flow- Then the clutch piston compresses the outer and in-
ing from the transmission control valve. ner disc fully, thus holding the clutch shaft with the
Pressurized oil flows through the distribution cover clutch hub, allowing the driving of the power through
and the ducts in the clutch shaft reaching the rear the output shaft of the transmission.
side of the clutch piston, moving it.
1 2 3 4 5
Pressurized oil
From transmission
control valve
Fig. 2-10 Clutch engagement
1. Clutch shaft - 2. Clutch piston - 3. Clutch inner disc - 4. Clutch outer disc. - 5. Clutch hub.
When pressurized oil from the control valve is cut-off, the clutch shaft and the clutch hub to rotate inde-
the return spring moves the clutch piston backward, pendently, thus avoiding the transmission of power to
freeing the clutch inner and outer disc pack, allowing the output shaft of the transmission.
1 2 3 4 5 6
To transmission
control valve
Fig. 2-11 Clutch disengagement
1. Clutch shaft - 2. Clutch piston - 3. Clutch inner disc. - 4. Return spring - 5. Clutch outer disc - 6. Clutch hub.
2ND SPEED CLUTCH ACCUMULATOR
7 8 9
From control valve

1
3 2nd speed
clutch
4
5
6 To reservoir
Fig. 2-12 1st - 2nd speed oil distribution cover
1. Plug - 2. Adapter - 3. Spring- 4. Ball - 5. 1.0 mm (0.039 in) orifice - 6. Cover - 7. Plug - 8. Spool - 9. Spring.
The accumulator comes into action when a sudden In graph of fig. 2.12, it is possible to note how the
pressure drop accours in the actuating clutch packs pressure changes with and without accumulator.
as it happens for example when passing from 2nd to The engagement time of 1st speed t2 is distinctly lower
1st speed with a full bucket on step gradient. The ac- then time t1 without accumulator. This translates into
cumulator therefore releases pressure to prevent the an almost constant availability of the power during
rolling backward of the machine when using that is gearshifting, preventing unwanted backing of the ma-
the automatic selection of lower speeds (KICK-DOWN). chine, under the operating conditions described above.
The accumulator operates, also, in the same manner
during normal gearshifting (from 2nd to 1st, from 2nd to
3rd).
Clutch
pressure
t1 1
t2
Clutch
2 engagement oil
pressure
2
Time Operation
1 1st speed engagement pressure 1. When the 2nd gear is engaged, pressurised oil
flowing out the control valve flows through the
2 2nd speed engagement pressure check valve, to the 2nd speed clutch pack and
(without accumulator)
into the accumulator.
2 2nd speed engagement pressure 2. When from the 2nd gear the operator shifts to
(with accumulator) another speed, pressurised oil is discharged
through an orifice, so that the oil pressure in the
Fig. 2-13 Graph of accumulator operation 2nd speed clutch decreases gradually.
2.5.1 POWER TRAIN DIAGRAM

(4th forward - 4th reverse)
1. Gearshift lever in neutral 2. Gearshift lever in forward
When both the forward and reverse clutches are dis- When both the forward and reverse clutches are
engaged, the power driven from the torque converter disengaged, the power driven from the torque converter
rotates the forward-reverse clutches shaft, without rotates the forward-reverse clutches shaft, without
driving the speed clutches. driving the speed clutches.
FWD. REV.
A
C
- - - - - - - - - - 1st forward speed

– – – – – – – 2nd forward speed B
2a 1a
–– – –– – –– 3rd forward speed D
–– – – –– – 4th forward speed
C A
4a 3a
D
B
Fig. 2-14 Power train diagram in forward speed
3. Transmission gearshift lever in reverse
When the gearshift lever is in any of the four reverse reach the transmission output shaft through the for-
gears, the power driven from the torque converter can ward clutch and the clutch of the speed selected.
FWD. REV.
A
C
- - - - - - - - - - 1st reverse speed 2a 1a B

D
nd
– – – – – – – 2 reverse speed
–– – –– – –– 3rd reverse speed
–– – – –– – 4th reverse speed
C A
4a 3a
D
B
Fig. 2-15 Power train diagram in reverse speed
2.5.2 TRANSMISSION CONTROL VALVE
The transmission control valve allows the selection The control valve is equipped, also, with a modulation
of the clutches receiving oil at the engagement pres- device operating distinctly, depending upon the speed
sure to shift direction and speed of the loader. engaged. If the electrical system fails, it is possible
to operate manually the control valve.
The control valve includes a body and 4 solenoid
valves that are energised and de-energized by the
transmission gearshift selector (control lever), to move
the distribution spools regulating the oil under pressure.
A A
B B
C C 3 4
D 2
Fig. 2-16 Transmission control valve
1. Plate (for manual operation) - 2. Cover - 3. Cover - 4. Cover - 5. Solenoid valve - 6. Connection block - 7. Control valve
body (lower) - 8. Forw./rev. selector spool. - 9. Adapter - 10. Spring - 11. SpooL (A) - 12. Selector spool spring - 13. Spool (B) -
14. Selector spool spring - 15. Orifice 0.8 mm (0.031 in) diam. (for solenoid valve) - 16. Orifice [W] ACCESS plug - 17. orifice
[z] ACCESS plug See Note - 18. Orifice [Y] ACCESS plug - 19. Orifice [x] ACCESS plug - 20. Control valve body (upper) -
21. Spring - 22. Flow valve. 23. Spring - 24. Pin - 25. Rod - 26. Inner spring - 27. Intermediate spring - 28. Outer spring - 29.
Load plunger (H) - 30. Pressure regulating valve - 31. Plunger. Asta
7
15
sol 8
IND.
9
sol 10
AV. (W)
11
12
A sol (Z) (X)
13
14
B sol (Y)
Section A-A
6 16 17 18 19
View from B-B
20
30
21
31
22
39
32
23
24 33
25 34
26 35
27 36
Section D-D
28 29 38 37
Section C-C
Fig. 2-17 Transmission control valve
Note — Orifices diam. in mm (inches)
Feeding 1st / 2nd 2nd 3rd / 4th

orifice [W] orifice [X] orifice [Y] orifice [Z]
6.0 (0.23") 0.9 (0.03") 0.9 (0.03") 1.5 (0.05")
32. Outer spring - 33. Inner spring - 34. Modulating spool - 35. Inner spring - 36. Intermediate spring - 37. Outer spring -
38. Load piston L - 39. manual spool (for emergency movements).
.
1 ÷ 4 , FWD., REV. : Clutches
Accumulator
One way 1 2
FOR./REV restriction
selector spool FWD. REV.
4
sol. REV.
sol. B
sol. FWD.
To torque Spool B
converter
Manual
spool
sol. A
Spool A
Pressure (Y)
regulating
valve (W) (Z)
(X)
Flow valve
Modulating valve
from Pump
Accumulator
(load plunger)
Fig. 2-18 Transmission control valve - Hydraulic circuit diagram
OPERATION
The modulating valve of this control valve changes The intervention of the modulating valve is represen-
the time required to increase the oil pressure up to ted in the diagram by points A - E. The intervention of
the clutch engagement value, modifying the pressure the solenoid valves and the manual spool (emergen-
increment curve, in accordance with the transmission cy travel spool) is explained in the pages to follow.
speed, allowing a smother gearshifting.
Speed
A D
2nd
Oil pressure
speed
3rd/4th
speed E
C
1st
speed
0 Time
Fig. 2-19 Variation curves of clutches engagement oil pressure
3rd speed in Neutral

(Point A of fig. 2-19)
1. The oil delivered by the transmission pump to the chamber of the 3rd speed clutch. The other clutches
pressure regulating valve through duct (1) of the are connected with the discharge.
control valve, flows through a small calibrated hole
“a”: filling chamber (2) behind the spool, moving it 4. The oil in circuit (8) flows through the axial hole of
leftward, as in the figure. spool A, reaching circuit (19). Then, the oil goes
The oil, which pressure is regulated at the value of through orifice [Z] and joins chamber (20) of the
engagement of the clutch, travels circuit (3) to reach accumulator.
the circuit of modulation valve (5). Oil in excess is In this chamber there are two load plungers, one
discharged into the torque converter, through circuit for low pressure, the other for high pressure. After
(4). the movement of the low pressure plunger moves
to contact the rod, the high pressure plunger starts
2. The oil in circuit (5) flows through the gap left open moving.
by the chamfer of the modulating valve plunger,
reaching circuit (6), communicating, through ori- 5. The oil in circuit (12) is stopped by the FORW./
fice [W] with the circuits of the gear shift spool (8), REV. selector spool. Both the forward and reverse
of flow valve (9) and forward/reverse selector spool clutches are disengaged (neutral).
(12).
6. All solenoid valves are in “OFF” (not energized)
3. The oil sent into circuit (8) reaches, through condition, thus the oil reaching them through the
passages (8) → (16) → (17) → (18) to the piston relevant orifices is discharged.
2 - 20
FWD. CLUTCH CLUTCH
Fig. 2-20
4 1
REV.
3 2
TRANSMISSION CONTROL VALVE
“OFF” 18
sol. “OFF”
REV. sol. B
“OFF”
sol.
3rd speed in Neutral

FWD.
FORW./REV.
SELECTION
12
“OFF” SPOOL B 17
w sol. A
FORW. N REV. 16
6
MANUAL SPOOL
SPOOL A
To TRANSMISSION
8 19
5 MODULATOR
(LUBRICATION)
TORQUE
CONVERTER
TRANSMISSION
HEAT EXCHANGER 3 Z X Y
9
SAFETY VALVE
FLOW
4 a VALVE
FILTER
ACCUMULATOR
PUMP
1 2
PRESSURE RELIEF HIGH PRESSURE 20 BLOW PRESSURE
VALVE
SUCTION AND PRESSURE OIL CONVERTER
DRAIN OIL LUBRICATION OIL
W230 EVOLUTION
Transmission gearshifting with 1st in Forward

(Point B of Figure)
1. Solenoid valves F and A are energized. 5. The pressure difference between circuits (9) and
(22) moves the flow valve plunger rightward, as
2. With solenoid valve F energized, the oil discharge indicated in the figure, discharging the oil of
is closed, so the oil flow coming from the pressure accumulator (20).
relief valve is forced to move toward circuit (26)
where the FORW./REV. selector spool is located. 6. The modulating valve plunger moves rightward, as
The pressure created by this oil flow moves the shown in the figure, as a consequence of the
FORW./REV. selector spool rightward, as shown pressure drop in circuit (25), letting only the quantity
in the figure. of oil due to circuits (5, 6) go through.
3. In the same manner, with solenoid valve A

energized, spool A moves rightward, as shown in
the figure.
4. After the FORW./REV. selector spool movement,

the oil from circuit (12) can reach circuit (21) where
the FORW. clutch is located. During the oil filling
of the FORW. clutch piston chamber, a pressure
differential is created between the circuits (6 for
modulating valve, 22 for the left side-flow valve)
upstream, and the downstream circuits (8 of
gearshifting selection spool A, 9 for the right side-
flow valve, 12 for FORW./REV. selection spool),
with respect to orifice [W]. The upstream circuit
have a higher pressure).
Speed
A D
2nd
Oil pressure
speed
3rd/4th
speed E
C
1a
speed
0 Time
Variation curves of clutches engagement oil pressure
2 - 22
FWD. CLUTCH CLUTCH
4 1
Fig. 2-21
REV.
3 2
“OFF” 26 21 18
sol. FF “OFF”
REV. sol. B
“ON”
sol. FORW./REV. 12
FWD. SELECTION
“ON” SPOOL B 17
w sol. A
FORW. N REV. 6 16
Transmission in 1st Forward

MANUAL SPOOL
25
A SPOOL A
To TRANSMISSION 5 8
MODULATOR
(LUBRICATION)
TORQUE
CONVERTER
TRANSMISSION
HEAT EXCHANGER
Z X Y
9
SAFETY
VALVE
FLOW VALVE
22
FILTER
ACCUMULATOR
PUMP PRESSURE RELIEF
VALVE
1
HIGH PRESSURE 20 LOW PRESSURE
SUCTION AND PRESSURE OIL CONVERTER VARIABLE
DRAIN OIL LUBRICATION OIL PRESSURE OIL
W230 EVOLUTION
Engagement of clutches - 1st speed Forward

(Point C of Figure)
1. When the clutches selected have been filled with

oil, the pressure differential before and after orifi-
ce [W] is eliminated, thus the plunger of the flow
valve moves leftward, as shown in the figure, pu-
shed by the spring, thus closing the oil discharge.
The oil in circuit (23) flows through the axial hole
of spool A, enters circuit (24), then goes through
orifice [X] and enters chamber (20) of the accu-
mulator.
2. At the same time, the oil flows through the gaps

(5, 6) of the modulating valve and the holes in the
plunger of the valve itself, moving into chamber
(7) behind the plunger. Consequently, the plunger
of the modulating valve moves gradually leftward
for the combined effect of the oil pressure in
chamber (25) and the spring, increasing gradually
the engagement pressure of the clutch.
3. When the clutch engagement pressure reaches the

pre-established value, the load plunger in chamber
(20) of the accumulator stops against the rod.
Speed
A D
2nd
Oil pressure
speed
3rd/4th
speed E
C
1st
speed
0 Time
FWD. CLUTCH CLUTCH
2 - 24
4 1
Fig. 2-22
REV.
3 2
“OFF”
sol. F “OFF”
REV. sol. B
“ON”
sol.
FWD. FORW./REV.
SELECTION
w “ON” SPOOL B
sol. A
FORW. N REV. 6
MANUAL SPOOL
25
7 SPOOL A
24
23
Engagement of clutches (1st forward)

To TRANSMISSION 5 MODULATOR
(LUBRICATION)
TORQUE
CONVERTER
TRANSMISSION
HEAT EXCHANGER
Z X Y
SAFETY
VALVE
FLOW VALVE
FILTER
ACCUMULATOR
VALVE
HIGH PRESSURE 20 LOW PRESSURE
SUCTION AND PRESSURE OIL CONVERTER

DRAIN OIL LUBRICATION OIL
W230 EVOLUTION
After the engagement of the clutches - 1st speed

Forward
(Point D of Figure)
1. When the packs of clutches FOR. and 1st speed

are both engaged, the pressure in chamber (20) of
the accumulator tends to raise, forcing the load
plunger to move, until it touches the stop rod (ma-
ximum load).
At the same time, the pressure increases also in
chamber (25) of the modulating valve, until it ba-
lances the pressure existing on the other side (7)
of the modulating valve plunger, which, in any
case, moves leftward, thanks to the combined
action of pressure and spring.
At this point, the pressure has reached its maxi-
mum value, corresponding to the setting pressure
of the relief valve.
Speed
A D
2nd
Oil pressure
speed
3rd/4th
speed E
C
1st
speed
0 Time
FWD. CLUTCH CLUTCH
4
2 - 26
1
Fig. 2-23
REV.
3 2
“OFF”
sol. “OFF”
REV. sol. B
“ON”
sol. FORW./REV.
FWD. SELECTION
“ON” SPOOL B
W
FORW. N REV. sol. A
25
MANUAL SPOOL
SPOOL A
7
ToTRANSMISSION
MODULATOR
(LUBRICATION)
TORQUE
CONVERTER
Conditions with clutches engaged (1st Forward)

TRANSMISSION
HEAT EXCHANGER Z X Y
FLOW VALVE
SAFETY
VALVE
FILTER
ACCUMULATOR
VALVE
HIGH LOW
PRESSURE 20 PRESSURE

W230 EVOLUTION
Engagement of the clutches Forward and 2nd speed

(Point E of Figure)
1. Solenoids A and B are energized, transmission

spools A and B move rightward, as shown in the
figure.
2. The oil arriving into circuit (8) of gearshifting spool

A flows into circuit (23). Thus it goes to power,
through the holes drilled in the spool, circuit (24)
from which, a portion of the oil flow is directed
through calibrated orifice [X] to chamber (20) of
the accumulator.
At the same time, the other portion passes from
circuit (24) to circuit (27) of gearshifting spool b.
From circuit (27) the oil passes through circuit (28)
and calibrated orifice [Y] of circuit (29) flowing into
chamber (20) of the accumulator.
Thus, when the control lever is shifted into 2nd
speed, the oil flows through calibrated orifices [X,
Y] causing a fast increment of the pressure, with
an immediate engagement of the clutch packs of
the 2nd speed, with respect to the selection of the
1st speed.
Speed
A D
2nd
Oil pressure
speed
3rd/4th
speed E
C
1st
speed
0 Time
FWD. CLUTCH CLUTCH
4
2 - 28
1
Fig. 2-24
REV.
3 2
“OFF”
sol. “ON”
REV. sol. B 28
“ON”
sol. FORW./REV.
FWD.
SELECTION
“ON” SPOOL B 8
W sol. A 27
FORW. N REV.
MANUAL SPPOL
SPOOL A
23 24
ToTRANSMISSION MODULATOR
(LUBRICATION)
29
TORQUE
CONVERTER
Engagement of clutches (2nd speed Forward)

TRANSMISSION
Z X Y
HEAT EXCHANGER
SAFETY
VALVE
FLOW VALVE
FILTER
PUMP PRESSURE RELIEF VALVE ACCUMULATOR
HIGH LOW
PRESSURE PRESSURE
20

W230 EVOLUTION
Operation of the solenoid valves Solenoid valve not-energized
Four solenoid valves are mounted on the control valve. Oil at the pressure controlled by the pressure relief
When selecting speeds, an electric signal is trans- valve, flows constantly through the calibrated orifice
mitted to the solenoid valves of the control valve. For and enters the solenoid valve. When the solenoid is
each speed selected, a combination of solenoid valves not energized, the oil flows through it and discharges
are energized (see tables here below) which have the to tank.
purpose of controlling the selecting spools “FOR and The oil pressure in point P is 0 bar (0 psi).
REV “A and B”.
sol. FOR sol. REV sol. A sol. B
4a
• •
FOR
3a
•
2a
• • • NOT ENERGIZED
"OFF"
P
1a
• • CALIBRATED
ORIFICE
1a
• •
REV.
2a
• • • FROM PRESSURE RELIEF VALVE
3a
• Fig. 2-26
4a
• • Solenoid valve energized
When the solenoid valve is energized, the oil pas-

sage inside it is closed and the oil is prevented from
1 discharging. The oil pressure in point P becomes equal
5
to the pressure set by the pressure relief valve. The
travel direction and speed control is actuated by the
2 action of FOR/REV spool and gearshifting spools A
IND. and B.
6
AV.
3
7
A
4
8
B
ENERGIZED "ON"
Fig. 2-25
1. Transmission control valve body - 2. FOR/REV spool -

3. Spool A - 5. Spool B - 5. Solenoid valve (Reverse) - FROM PRESSURE RELIEF VALVE
6. Solenoid valve (Forward) - 7. Solenoid valve (A) -
8. Solenoid valve (B). Fig. 2-27
Operation of manual spool

(emergency travel)
Should the solenoid valves fail to operate correctly 3 4 5 1

due to a cut-off electrical connection or any other elec-
trical fault, it is possible to actuate the transmission
control valve in 3rd forward or reverse, using this spool.
It is recommended that this spool is used when the
loader has to be moved away from a traffic area or to
be repaired.
2
WARNING
Ensure that the engine is not running prior to ope- Fig. 2-28 Transmission control valve
rate the manual spool. Should the spool actuated
when the engine is running, the loader could move 1.Control valve - 2. Solenoid valves - 3. Screw - 4. Spools
suddenly, causing accidents. retainer plate - 5. Manual spools
“OFF” FOR. CLUTCH

Sol.
REV.
REV.
“OFF”
Sol. 26
FOR.
FOR. N REV.
FORW./REV.
MANUAL SPOOL SELECTOR SPOOL
32 31
33
Drain oil
From MODULATING VALVE

Pressure oil
From PRESSURE RELIEF VALVE
Fig. 2-29 Angaged forward gear by means of manuals spool
a. Transmission in 3rd Forward 2.6 AUTOMATIC TRANSMISSION CONTROL

SYSTEM
To shift into 3rd forward, pull-out the manual spool about
10 mm (0.39 in). The entire control system of the transmission is man-
aged by the ATC electronic unit, which receives all
1. The oil, at the pressure set by the relief valve, the signals of each component of the transmission,
goes through the orifices and reaches the circuits controlled by solenoid valves in the transmission con-
of the manual spool (31, 32). Since circuit (31) is trol valve, the oil passages flowing to the clutches of
blocked by the spool, the oil is diverted from cir- each speed and travel direction of the machine.
cuit (33) into circuit (26) of the FORW./REV. selec-
tor spool, moving it rightward, as indicated in the The control system is composed of the following items:
figure, so that the oil pressure in the FORW. clutch - transmission control selector;
increases. - switch for actuation of automatic shifting;
- Kick-down and Shift-down button.
2. The oil of circuit (32) goes through the spool and
the REV. solenoid valve to be discharged.
3. Being both solenoid valves A and B of the gear- WARNING

shift spools not energized, the pressure in the 3rd
speed clutch increases (refer to Fig. 2-24). Conse- Prior to proceeding with inspection or repair
quently, the loader will travel in 3rd forward. interventions of electric components, disconnect
the power through the battery main switch.
b. Transmission in 3rd reverse
To shift into 3rd reverse, push-in the manual spool about Note - The connection of the wires on the ATC with
10 mm (0.39 in). the system energised could result in damaging the
The operation principle is the same as in the case of electronic components of the unit with the subsequent
3rd forward. zeroing of all the ATC functions.
2.6.1 ELECTRONIC UNIT ATC FOR AUTOMATIC

TRANSMISSION CONTROL
Operation
Rotating the starting key on the ON position: The switch AT/MAN in automatic mode:
1)Are under control: the warning lamps, the solenoid 1) The logic of gear shifting is controlled by the electro-
circuits, the solenoids A and B of the speeds, the nic unit according to the following table.
rev sensors and the L.T.S. circuit. 2) The gear shifting depends on the speed and is ac-
2) The solenoids F and R (forward and reverse) are tuated accroding to three different logics: same di-
controlled when actuated. rection of travel, inversion of direction, use of Kick-
3) If during the check a malfunction is noticed the down button.
situation is indicated by the flashing of one of the 3) The gear up shifting it is possible only with the throt-
warning lamps. tle pedal pressed down. The hold function is possi-
ble only when the foot releases the accelerator.
AT/MAN switch in manual mode: 4) The Kick-down function is automatically released
1) The logic of gear shifting depends on the position when the travel speed reaches a certain value.
of the selector. 5) The electronic unit reads the signal in HZ sent by
2) With the Kick-down button it is possible to shift two sensors located in transmission.
down from 2nd to 1st speed both in forward or rever- 6) The two sensors read the same signal on the same
se without limitation values. gear. A malfunction of a sensor is indicated as er-
3) The disengagement of the Kick-down is obtained ror.
by moving the selector either in neutral position or
in another speed. The L.T.S. (Load Travelling System) operates in all spe-
4) The L.T.S. operates in all speeds, it engages at 7 eds. It engages at 7 km/h (4.3 mph) and disengages at
km/h (4.3 mph) and disengages at 5 km/h (3.1 mph). 5 km/h (3.1 mph).
Selector Operating onditions Speeds engaged With kick-down
1st ----------
1st only 1st
2nd loading 2nd only 1st
3rd loading and travel 2nd →3rd aut. 2nd - 1st
4th travel 2nd - 3rd - 4th aut. 3rd - 2nd - 1st
"ACC"
14 15
Wiring diagram of the automatic transmission D10
1. ATC control unit

D38 R9
2. Transmission control selector 3 S37
FB11A
974 FB9
3. Brake pedal valve pressure switch
4. Proximity sensor
18 B16
P9
M8 B20 B6 D3 P8
5. Parking brake pressure switch
6. Solenoid valves AV - IND - A - B
7. Shift-down and Kick-down button PARKING
8. Automatic engagement switch 17 C24 C21 C4 C15
9. Speed engaged indicator 11 6

D11 D9 D17 D10 D15 D14 D19 6
10. Tachometer OUT
Q5
11. Parking brake indicator C1 5 AV IND A B
12. Back-up relay 4

+
13. Back-up alarm
14. Solenoid relay
C4 C8 C2
16 19
C3 C5 D6 D3
C19 C20 C16 C17
15. Starter key SW1-3 E16 D31 D28 D32 D30

16. Switch 1-2 10 P5 P10 P7 P6
17. Resistor 3 2 1 SW1-4
E17 E10 E3 E12
18. Transmission sensor
19. Capacitor F7
D10 D43 D42
F5A - F6A - F8B - F10A Fuses E11 CN1-4 CN1-3 CN2-13 CN2-12 CN1-9
CN2-1
ATC
+30
E4 N11
E14 N9 N7 N8 S3
CN2-2
D29
Connectors SW1-1
E13
CN2-11 CN1-2
B-G-M-D-E-P-C-N-S RELE'
SW1-2 CN2-17 SERVICES
SERVIZI
E15 RELAY
CN2-16
Connectors C-D-B
CN2-10
1 CN2-15
S2 VC2
1 G17 E9
G1 CN2-4 CN2-14
M-B
2 G18 E8
Transmission selector CN2-3
M-N
wire Connectors
9 3 G15 E7
CN1-13
+VC2
M-V CN1-7 CN1-5 CN1-11 CN2-7 CN2-8 CN2-9 CN2-6

4 G14 E6 F7A
H-L
Numbered wires are located outside the cab.
Coloured wires are located inside the cab. B-N
D17 E1 N2 N6 N3 12
N1 +VC
D27
B16 E2 033
H-L
Colours of wires: D33
O3 O2
SW2/3 SW2/4
DSS 07 05 04
06 MV3
A: Light blue M3 M14 M4
B: White MAN - OFF

AUT - ON
7 3 1 2 2 2 B10 B12 B12
C: Orange
1 3
D: Yellow SW2-1
E: Grey 8 B10
4 N
1 R
F: Blue
F
13
G: Brown 2
N: Black
R: Rosso
S: Red
V: Green
Z: Violet
Fig. 2-30 Wiring diagram of the automatic transmission (position 4 in neutral)
CN1-4 CN1-3 CN2-13 CN2-12 CN1-9

CN2-1
CN2-2 ATC "ST"
CN2-11 CN1-2 B1
CN2-17 M
CN2-16
CN2-10
1 CN2-15 F4A
F4B
CN2-4 CN2-14
R5
CN2-3
07
CN1-13
CN1-7 CN1-5 CN1-11 CN2-7 CN2-8 CN2-9 CN2-6
937
033 R4
022
N1
N2 N6 N3
D37 033
SW2-3 SW2-4 H13

H5
C1 F7A
06 07 05 04 03 02 01
R7
R-N
A-R
S-G
C-H
C-V
C3
A-V
C-B
D27
M14
B11
L-B B2 L-B
B-R
R-G B3 G-R
A-V B4 A-B
R-V B5 R-V
C-N B7 C-N
R-N B6 R-N
3 1 2 3 2
2 3
N
1 4 2 R F
5
ACC
D10
F11A
R-G
2
S-G
C-B
G/V
G/R
A-B
A-V
A-V
H-L
L-B
G1
N
R
B
7 11 1 4 3 5 8 10 9 12 13 2 6
R
1 9 1 3
0 1 3 G1 G3 G5 G2 G4 G6
4 5 10
D
R R
Fig. 2-31 Auxiliary reverser electric diagram

1. ATC unit - 2. Safety switch or Forw./Rev. auxiliary diverter - 3. Forw./Rev. auxiliary diverter - 4. Forw./Rev. micro controller - 5. Transmission pilot control - 6. Forw./Rev. auxiliary diverter arrangement on "single lever equipment control".
F 8
A
6 1
2
F
3
4
N
R
9
F/R
C H C H
COOLANT OIL TRAM
1 2 3 4
E\G OIL BRAKE PRESS
COOLANT TEMP T\M OIL TEMP

20 30
12 CHARGE E F
10
40
ENG STE
1\10 h PARKING
GENERAL
FUEL 50 HOUR METER WARNING
13 km\h
10
5
CN1
4 3 11
ATC
1
CN2
14
Fig. 2-32 Arrangement of the automatic transmission devices on the machine
1. Electronic unit - 2. Logic board - 3. L.T.S. solenoid valve - 4. Sensor under the throttle pedal (for function hold) - 5. Button for "KICK DOWN" function - 6. L.T.S. engagement switch - 7. Automatic Transmission mode engagement switch - 8. Transmission pilot valve - 9. Speed
engaged inticators - 10. Tachometer - 11. Engagement solenoid valves on trasmission control valve - 12. Direction reverser auxiliary switch control button (option) - 13. "Forward/reverse" function switch - 14. "Forward/reverse" control unit.
2.7 TRANSMISSION SELECTOR
CONNECTIONS WIRE TERMINAL COLOUR

1 VP RED
X1 2 E YELLOW
3 F PINK
4 G GREY
X2 1 B WHITE
1 C BROWN
X3 2 D GREEN
3 A BLUE
4 H VIOLET
ND
X1 4
3
2
1
X2 1
1
2
3
4
X3
TABLE OF ENERGIZED SOLENOID VALVES AS A FUNCTION OF THE

SPEED ENGAGED BY THE SELECTOR
FORWARD SOLENOIDS RELAY

A B FORW. REV. NEUTRAL
1a 1 0 1 0
2a 1 1 1 0
3a 0 0 1 0
4a 0 1 1 0
NEUTRAL SOLENOID VALVE
1
REVERSE SOLENOID VALVE

A B FORW. REV.
1a 1 0 0 1
2a 1 1 0 1
3a 0 0 0 1
4a 0 1 0 1
(1) SOLENOID VALVE ENERGIZED

(0) SOLENOID VALVE NOT ENERGIZED
A CD B F (REV.) E (FORW.) G (F.)

Speed selected F.
2 3 REV. FORW.
1 4
1 = 1st speed
2 = 2nd speed
3 = 3rd speed
4 = 4th speed H VP
Transmission selector electrical system
Fig. 2-33 Transmission control selector
AUTOMATIC GEARSHIFTING
The speeds and the inversion of directions are choo- Forward ("F")
sen by a transmission control selector located on the Push the button of the transmission automatic sy-
left side of the steering column, under the steering stem (on the right panel) to engage the automatic
wheel (see figure). mode, rotate the knob to position 3 or 4 and move the
The knob of the selector incorporates a horn button; gearshift lever to forward (“F”).
In this position the transmission ratios are changed
the speeds which can be selected are eight (four automatically as a function of the speed of the ma-
forward and four reverse). chine, from second to third respectively or from se-
A particular feature distinguishing machines equip- cond to forth. The display indicating the transmission,
ped with “Automatic Power-shift” is to have available shows the ratio being used.
both gearshifting modes, in automatic and manual. When the gearshift lever is in this position and the
machine is at a standstill, the second gear is auto-
matically engaged (the first being not enabled).
The following gears (third and fourth) will be engaged
as you accelerate.
MANUAL GEARSHIFTING Dowhshifting from fourth to third to second occurs
automatically as the loader ground speed decreases.
Forward ("F")
However, when moving on steep slopes, the machi-
When the lever is moved to the forward position (“F”)
ne does not change the gear ratio even if the throttle
the machine moves forward.
is fully released. This is due to the action of a sensor
Rotate the knob to positions 1, 2, 3, and 4 to select
located under the throttle pedal, which will be descri-
the first, second, third, and fourth gear ratios, respec-
bed in detail further on.
tively. The gear ratio selected will be displayed on the
Transition from the automatic to the manual mode is
dashboard display (automatic gearshift option only).
always possible, while it is necessary to reduce engi-
Neutral ("N") ne rpm and machine ground speed adequately to chan-
When the gearshift lever is in the middle position (“N”), ge the direction of travel.
the trasmission is in neutral.
Neutral ("N")
Reverse ("R") When the gearshift lever is moved to the middle po-
When the gearshift lever is in this position, the ma- sition (“N”), the transmission is in neutral.
chine can move only rearwards, with the possibility to The second gear, however, remains engaged as it is
select the first, sescond, third or fou rth gears. the basic ratio.
Change of direction is always possible independently
of the gear selected. Reverse ("R")
For example, if you are working using the second When the gearshift lever is in this position, the ma-
forward and reverse the direction of travel by moving chine can move only rearwards and the gears change
the gearshift lever to the “R” position, the transmis- automatically according to the the ground speed.
sion will automatically switch from second forward to Operation modes and gear selection are same as for
second reverse. forward travel.
Reduce the engine rpm when reversing the direc- “HOLD” function
tion. When operating on steep ramps or downhill, it is easy
overheating the brakes while slowing down continuo-
usly the machine, to prevent a galloping speed under
the effect of the automatic shifting to higher speeds.
The HOLD function provides that, when the foot rele-
ases the accelerator, the transmission keeps the speed
engaged, without allowing the shifting into higher spe-
eds.
In the event the speed of the machine results to be
too high, it is possible to slow-down further, without
using the brakes, with the function described below.
Automatic
transmission
switch
Fig. 2-34 Kick-Down button to downshift
2.7.1 SHIFT-DOWN DEVICE In the event, during the use of the function, the ge-
arshifting lever is moved, the device is cut-off. To
The Shift-Down device is actuated by the automatic re-engage it, return the gearshifting lever into neu-
transmission button engaged, on the right console. This tral and press the neutraliser button again.
function allows, under steep gradient situations, the
down-shifting by simply pressing button A located betwe-
en the equipment control levers. The device is compo-
FORWARD
sed of a down-shifting button and two relays.
REVERSE
NEUTRAL
2.7.2 KICK-DOWN” FUNCTION

(with manual and automatic gearshift)
Whit this device, it is possible, by actuating button

“A”, to change from the 2nd to 1st ratio. This is parti-
cularly useful, as an example, under all circumstan-
ces when it is necessary to change frequently from
1st to 2nd speed and viceversa. To zero the Kick-
Down, reverse the motion or, with an automatic tran- Fig. 2-36 "FORWARD/REVERSE" function on
smission, to increase the speed, move the selector "piloted single lever" on equipment
to neutral. control (variant)
2.7.3 FORWARD/REVERSE FUNCTION SWITCH Engine starting safety system in Neutral

(OPTIONAL) The engine starting safety system in neutral preven-
ts the starting of the engine in the event the selector
is not in neutral. This allows avoiding that the loader
is suddenly moving, when the starter key is moved to
A START.
Make sure that the selector is in neutral, prior to star-
ting the engine.
The engine starting safety system in neutral is incor-
porated in the circuit of the engine starting system.
Operation
1. When the key is moved into START with the se-
lector lever in neutral, the neutral relay is closed,
allowing electric power to go through the safety
relay, thus powering the starter motor of the engi-
ne.
Fig. 2-35 2. When the starter key is moved to START with the
pilot valve not in neutral, the neutral relay stays
To activate this direction reversing auxiliary function, open, preventing the power from crossing the sa-
it is necessary that the gearshifting lever is in neutral fety relay. The engine cannot be started.
and the reverser auxiliary switch neutraliser button is
engaged.
Switch pressed forward: forward speed
Switch pressed backward: reverse speed
Operation of the electrical system of the KICK-

DOWN device
Gearshift lever in 2nd forward Actuating the Kick-Down device
1. When the gearshift lever is moved into 2nd speed, 1. When the KICK-DOWN device is actuated, relay
solenoid valve AV is energized by power “a”, whe- 2 is activated by power “e”, that in turn, cuts-off
reas relay 1 is actuated by power “b”. power “d” to solenoid valve B, de-energizing sole-
noid valve B. Thus, the transmission shifts to 1st
2. Solenoid valve A is energized by power “c” where- speed.
as solenoid valve B is energized by power “d”.
Consequently, the transmission engages the 2nd
forward.
–– ––
–– ––
Relay 1 Relay 1 e
b 13
b 13
Kick-down Kick-down
Relay 2 e
button Relay 2 button “ON”
14 14
d
Transmission e
Transmission
Solenoid d selector Solenoid selector
valve A d
1a 2a 3a 4a valve A 1a 2a 3a 4a
14 14
c e
d
Solenoid Solenoid
valve B valve B
d
d
Solenoid valve 13 Solenoid valve
FOR b FOR.F. REV. 13 FOR. F. REV.
FOR
11 a
Solenoid valve REV 11
Solenoid valve REV
9
9
15
15
Fig. 2-37 Fig. 2-38
2. At the same time, power “f” appears, allowing re- Transmission in reverse direction
lay 2 to remain self energized, thus it stays acti-
vated also after the KICK-DOWN button device is 1. When the gearshift lever is moved to reverse, power
released. “b” is zeroed, thus relay 1 is de-activated. This
Consequently, the transmission stays in 1st speed causes the cut-off of power “f” at relay 2 causing
after the KICK-DOWN device is de-activated. also the opening of relay 2.
2. Power “d” energizing solenoid valve B is re-esta-

blished, thus shifting into 2nd speed.
+ ––
Relay 1
13 3. Also, solenoid valve “REV.” is energized by power

Kick-down “g” to engage the transmission in 2nd reverse.
Relay 2 f button “OFF”
14
f
Transmission
Solenoid selector ––
––
valve A 1a 2a 3a 4a
Relay 1
b
14
b
13
Kick-down
Solenoid f
Relay 2 button “OFF”
valve B
14
f
13 FOR. F. REV. d Transmission
Solenoid valve FOR
Solenoid d selector
11 valve A 1a 2a 3a 4a
Solenoid valve REV
14
9
d
Solenoid
15 valve B
d
13 b
Solenoid valve FOR FOR. F. REV.
11 g
Fig. 2-39 Solenoid valve REV
g
9
15
Fig. 2-40
2.8 OIL CIRCUIT
GENERAL DESCRIPTION
The oil used to engage the clutches is taken from the The oil drain by the rear pump passes, with the oil lea-
transmission housing. ving the converter, into the heat excharger to be coo-
As soon as the engine starts, the dual power pump led. After leaving the heat exchanger, the oil lubricates
sucks the oil from the sump of the transmission hou- and cools all the speed clutch packs, prior to returning
sing, through the mesh filter. The oil sucked by the into the sump of the transmission housing.
front pump flows through the delivery filter, to the tran-
smission control valve. The control valve divides the Note - The heat exchanger is located inside the lower
oil flow into two parts: one for the operation of the tor- tank of the engine coolant radiator.
que converter and the other for the actuation of the
transmission clutches.
2 3 4
7 8
6
9 10
Fig. 2-41 Transmission oil circuit
1. Feeding double pump - 2. Torque converter - 3. Heat exchanger - 4. Oil distribution cover (3rd / 4th speed shaft) - 5. Oil
distribution cover (1st / 2nd speed shaft) - 6. Oil distribution cover (forw./rev. shaft) - 7. Delivery filter - 8. Transmission control
valve - 9. Strainer - 10. Transmission housing.
Delivery filter
The delivery filter is located in the transmission clu- When the filtering element is clogged, the pressure at
tch engagement control oil delivery circuit. the filter inlet port increases so that the by-pass val-
The oil flows through the filtering element from the ve opens, letting the oil flow directly to the outlet port
outside to the inside and filtered oil is sent to the tran- of the filter.
smission control valve.
Operating pressure of the by-pass valve 1.75 bar (25.3 psi)

Filtering capacity: 25 µ
A A
3
1
Section A-A
Fig. 2-42 Delivery filter
1. Filter support - 2. Filter body - 3. Filter safety valve (by-pass).
2.9 DISASSEMBLY TRANSMISSION
Note:
• Use a working bench, hoist, bearing puller and
hangers for easy and safe disassembly.
• Put the disassembled parts to insure speedy parts
in order, and efficient reassembly of them.
• You are reminded that the real configuration of the
machine can differ from the illustrations.
• Unit weight: 838 kg (1847.5 lb)
TORQUE CONVERTER DISASSEMBLY
a) Draining oil and removing charging pump
1. Lift the drive unit in an upright position or put on

the working bench to drain the oil from the drain
outlet.
Quantity oil: 40 l (10.5 USG).
Fig. 2-43
2. Remove the tube from the charging pump.
3. Remove the 2 bolts securing the charging pump.

Tapping with a copper hammer or using a bar
remove the charging pump along with the drive
sleeve for the shaft.
Fig. 2-44
Fig. 2-45
4. Put the drive unit with the torque converter side

pointed upward.
5. Remove the tube of the transmission case and

detach the suction strainer and O-ring from the
transmission case. It the strainer is hard to de-
tach, rake it out by inner diameter using a screw-
driver.
Fig. 2-46
b) Removing distributor cap and hose
1. Loosen the two hose clips and remove the hose

connecting to the distributor cap.
Fig. 2-47
2. Loosen the five bolts securing the 3rd/4th speed

distributor cap and remove the distributor cap.
If it is too hard to remove, use a soft hammer or
bar.
Fig. 2-48
3. Then, remove the spacer.
Fig. 2-49
4. Remove the snap ring from the groove at the outer

diameter of the bearing.
Fig. 2-50
c) Removing distributor cap and hose
1. Remove the cap assembly (on the 1st and 2nd

speed shaft) in the same manner as the distribu-
tor cap.
Fig. 2-51
2. Remove the plug (1) (with an O-ring) from the

cap. Remove the adapter (2), spring (3) and che-
ck ball (4) in that order. 4
3
2
1
Fig. 2-52
3. Remove the hex. plug (1) (with an O-ring).

Remove the spool (2) and spring (3) in that order.
1
2
Fig. 2-53
d) Removing converter housing
1. Temporarily lift the converter housing and the 30

bolts attaching the transmission case.
Fig. 2-54
2. Suspending the mating surface with 2 punched

bolts and checking the housing is removed smo-
othly, lift the converter housing little by little with
a hoist.
Fig. 2-55
e) Removing converter wheel
1. Turn the converter housing upside down with con-

verter wheel downward and remove the 9 bolts
securing the stator support.
Fig. 2-56
2. Turn the converter housing upside down again

with converter wheel upward.
3. Attach a hanger to the input guide and lift it gen-

tly to remove. It it is too hard to remove, use a
soft hammer.
Fig. 2-57
f) Removing converter wheel
1. With the converter wheel lifted, remove the twen-

ty-four bolts securing the impeller wheel and co-
ver wheel.
Fig. 2-58
2. Disconnect the cover wheel with a soft hammer.
Fig. 2-59
3. Loosen the 6 bolts securing the input guide and

remove the input guide from the cover wheel.
Remove the bearing from the covr wheel.
Fig. 2-60
4. Remove the snap ring and spacer from the shaft

and remove the turbine wheel.
Fig. 2-61
5. Remove the snap ring in the stator support and

detach the stator wheel
Fig. 2-62
6. Pull up the impeller wheel assembly and remove

it.
Fig. 2-63
7. Remove the seal ring from the turbine shaft left

behind. And remove the snap ring and pull out
the spacer and bearing.
Fig. 2-64
8. Disconnect the stator support from the impeller

wheel assembly using a soft hammer.
Fig. 2-65
9. Remove the seal ring from the stator support.
Fig. 2-66
10. Loosen the 16 bolts securing pump drive gear

and remove the pump drive gear from the impel-
ler wheel. Remove the bearing from inside the
pump drive gear.
Note — You are reminded to remove the pump wheel

plate.
11. Remove the remaining impeller hub at the center

of the impeller wheel.
Fig. 2-67
g) Removing pump drive gear
1. Loosen the bolt securing the pump drive gear and

remove the gear, bearing and bearing support as
one unit.
Fig. 2-68
2. Remove the snap ring from inside the gear.

Removed the bearing and bearing support as one
unit.
Fig. 2-69
3. Remove the bearing from the bearing support.
4. Remove the other 2 pump drive gears in the same

manner.
Fig. 2-70
h) Removing safety valve
1. Loosen the plug of the safety valve.
Fig. 2-71
2. Remove the plug, spring and plunger.
Note - The plunger mounting seat is strongly fitted

into the case. Do not remove it as long as it is normal.
Fig. 2-72
i) Disassembly of clutch shafts
1. Put the transmission case upright. Loosen the 6

bolts securing the distributor cap of the forward/
reverse shaft and remove the distributor cap.
Fig. 2-73
2. Remove the snap ring from the groove at the outer
diameter of the bearing.
Fig. 2-74
3. Put the transmission case with its opening

upward. Remove the snap ring from the idler shaft
and detach the bearing using a puller.
Fig. 2-75
4. Remove the idler gear from the spline.
Fig. 2-76
5. Attach a hanger to the forward/reverse shaft and

remove it from the case using a hoist.
Clutch shaft: Approx. 45 kg (99 lb).
Fig. 2-77
6. Using the same procedure, remove the 1st/2nd

speed shaft and 3rd/4th speed shaft.
Clutch shaft: Approx. 50 kg (110 lb).
Fig. 2-78
7. The flange at the converter side is inserted into

the spline. Remove it in this state.
Fig. 2-79
l) Removing and disassembling parking brake
1. Turn the transmission case upside down with its

opening downward. Remove the 6 socket bolts
securing the brake assembly.
Fig. 2-80
2. With a soft hammer, rise the contact surface and

remove the brake assembly.
Fig. 2-81
3. With a soft hammer, rise the contact surface and

remove the brake assembly.
Fig. 2-82
4. Remove the snap ring from the shaft.
Fig. 2-83
5. Remove the disk hub, end plate, 6 palates and 5

disks in that order.
Fig. 2-84
6. Remove the 2 bolts securing the brake housing

to the transmission case.
Fig. 2-85
7. With a bar or others, rise the contact surface and

remove the brake housing from the transmission
case. Remove it along with the O-ring from the
mating surface of the housing.
Fig. 2-86
8. Put the brake assembly on a working bench.

Loosen the 2 hex. bolts alternately little by little
and remove the cap from piston housing.
WARNING
Use caution when loosening the bolts since strong
springs are incorporated inside the cover. Loosen
the bolts in turns little by little until you come to
feel no spring force.
Fig. 2-87
9. Remove the 22 springs.
Note — In this state, pay attention to the marks on

the piston and piston housing near the oil pressure
piping port.
Fig. 2-88
10. Remove the O-ring from the piston housing

groove.
Fig. 2-89
11. Remove the piston from the piston housing us-

ing a soft hammer.
12. Remove the (large and small) O-rings from the

outer diameter of the piston.
Fig. 2-90
m) Removing and disassembling rear case
1. Remove the snap ring from the case groove next

to the brake shaft (1st/2nd speed shaft) bearing.
Fig. 2-91
2. Loosen the 4 bolts securing the cover plate of

the 3rd/4th speed shaft and remove the plate and
O-ring.
Fig. 2-92
3. Remove the snap ring from the case groove next

to the 3rd/4th speed shaft bearing.
Fig. 2-93
4. Remove the 4 bolts securing the flange and de-

tach the flange, retainer plate and O-ring.
Fig. 2-94
5. Remove the 2 bolts securing the seal retainer

and detach the seal retainer. If it is too hard to
remove, rise it using a bar.
6. Remove the O-ring and oil seal from the seal re-
tainer.
Fig. 2-95
7. Remove the spacer from the output shaft.
Fig. 2-96
8. Remove the speed sensor.
Fig. 2-97
9. Attach a hanger to the rear case and temporarily

lift it with a hoist. Loosen the 33 bolts securing
the case. If the case is floated, rise it gently us-
ing a punched bolt or soft hammer.
Fig. 2-98
10. Press the outer diameter of the roller bearing to

remove them of the 1st/2nd speed, 3rd/4th speed
and output shafts which remain in the rear case.
Note — Use caution to prevent losing the lock ball

between the 1st/2nd speed shaft bearing and case.
Fig. 2-99
n) Removing and disassembling gear and

shafts
1. Remove the 2 bolts securing the oil baffle and

detach the oil baffle.
Fig. 2-100
2. Pull out the roller bearing inner race which re-

mains in the output shaft using a bearing puller.
Fig. 2-101
3. Remove the snap ring. Remove the output shaft

gears (1) and (2) from the spline shaft. 1
Fig. 2-102
4. Remove the high gear on the transmission case.

Remove the bearing from the high gear using a
puller.
Fig. 2-103
5. Remove the low gear on the transmission case.

Remove the bearing from the low gear using a
puller.
Fig. 2-104
6. Put the transmission case upright. Remove the

snap ring from the groove at the outer diameter
of the idler shaft bearing.
Fig. 2-105
7. Remove the idler shaft together with the gear and

bearing by tapping the shaft with a soft hammer
toward the opposite side.
Fig. 2-106
8. Remove the snap ring from the idler shaft and

detach the bearing and gear using a puller.
Fig. 2-107
9. Remove the 2 bolts securing the seal retainer
from the front side of the transmission case.
Remove the seal retainer.
Remove the oil seal from the seal retainer.
Fig. 2-108
10. Remove the output shaft and bearing as one unit

from the opposite side with a soft hammer.
Fig. 2-109
11. Remove the snap ring from the output shaft.

Remove the bearing using a puller.
Fig. 2-110
12. Remove the snap ring from the 1st/2nd speed shaft
hole in the transmission case. Press the outer
diameter of the roller bearing outer race little by
little to remove.
Using the same manner, remove the bearing ou-
ter race from the 3rd/4th speed shaft hole.
Note — Use caution to prevent losing the lock ball

between the 1st/2nd speed shaft bearing and case.
Fig. 2-111
13. Remove the snap ring from the back gear shaft.
Fig. 2-112
14. Remove the shaft by attaching the drawing stud

to the tap hole (M10) on the back gear shaft.
Use caution to prevent losing the lock ball.
Fig. 2-113
15. Remove the back gear and spacer.
Fig. 2-114
16. Remove the 2 bearings and snap ring from insi-

de the back gear.
Fig. 2-115
o) Removing control valve
1. Attach a hanger (M10) to the valve (upper sec-

tion) and lift it with a hoist temporarily.
2. Remove the 11 bolts securing the valve (upper

section). Remove the valve (upper section) tap-
ping it with a soft hammer.
Note — Record the position of the one short bolt.
Fig. 2-116
3. Using the same manner, remove the valve (lower

section). The number of bolts is 3.
Lower valve: Approx. 26 kg (57 lb).
Fig. 2-117
p) Disassembling forward/reverse clutch shafft
1. Put the shaft upright with the forward clutch pack

(spline shaft side) upward, and secure it.
2. Remove the snap ring from the groove in the shaft.
Fig. 2-118
3. Using a chisel, move the gear outward a little so

that the puller's claw catches the gear.
Fig. 2-119
4. Using a puller, remove the hub gear.
Fig. 2-120
5. Remove the 2 snap rings from inside the hub gear

and pull out the bearing using a jig.
Fig. 2-121
6. Press the belleville spring using a press and re-

move the snap ring from the groove in the clutch
drum.
WARNING
Return springs are installed inside the clutch. Be
sure to press the belleville spring using a press.
Fig. 2-122
7. Loosen the press and remove the belleville

spring, end plate, plate, return spring and disk in
that order.
Fig. 2-123
8. Using a puller, remove the bearing from the shaft.
Fig. 2-124
9. Turn the clutch shaft upside down. Feed air through

the forward clutch oil pressure hole to down the
piston and remove it from the clutch drum.
Fig. 2-125
10. Remove the seal ring from the piston. Remove

the seal ring from the shaft groove next to the
piston.
Note — Do not remove the check ball of the piston

as long as it is normal.
Fig. 2-126
11. Remove the snap ring from the bottom of the

clutch drum and detach the spacer. Remove the
O-ring from the spacer.
Fig. 2-127
12. Remove the 3 seal rings from the shaft end of

the reverse clutch pack.
13. Remove the snap ring from the shaft. Using a

puller, remove the bearing. Remove the remai-
ning snap ring.
Fig. 2-128
14. Disassemble the clutch shaft in the same man-

ner as for the forward clutch pack.
q) Disassembling 3rd/4th speed clutch shaft
1. Put the shaft with the 3rd speed clutch (spline

shaft side) upward and secure it.
2. Remove the snap ring securing the roller bearing

inner race. Using a puller, remove the inner race
and the spacer.
Fig. 2-129
3. For the disassembly procedure, refer to the step

(4) to (10) of "(1) Disassembling forward/reverse
clutch shaft".
4. Disassemble the 4th speed clutch shaft on the

other end in the same manner as for the 3rd spe-
ed clutch shaft.
r) Disassembling 1st/2nd speed clutch shaft

For the disassembly procedure, refer to "(2) Di-
sassembling 3rd/4th speed clutch shaft".
s) Disassembling control valve (upper section)

1. Remove the 6 bolts securing the 6-bolt cover.
Remove the cover. If the cover is hard to remove,
tap it with a soft hammer..
WARNING
Pay your utmost attention when loosening the
screws, since springs are incorporated in the cover.
Loosen the screws alternatively, a little bit at a time,
until the pressure of the springs is no further felt.
Remember that the two central springs are longer
than the other ones. Fig. 2-130
2. Remove the rod (1), inner spring (2), outer spring 6

(3) and center spring (4) and load piston (5) from 7
9
the outer spool bore. Remove the flow sensing
spool (6) and spring (7) from the center spool 8
bore. Remove the plug (8) and regulator spring
(9). 5
4
3
2
1
Fig. 2-131
3. Remove the 7 bolts securing the cover at the

opposite side. Remove the cover. If the cover is
hard to remove, tap it with a soft hammer.
WARNING
Use caution when loosening the bolts since strong
springs are incorporated inside the cover. Loosen
the bolts in turns little by little until you come to
feel no spring force.
Fig. 2-132
4. Remove the rod (1), inner spring (2), outer spring

(3), center spring (4) and load piston (5) from the 5
3
outer spool bore. 4
2
Remove the spring (6), inner spring (11), and 1
modulation spool (7) from the center spool bore.
Remove the regulator spool (8) and piston (10)
from the remaining spool bore.
8
6
11 10
7
Fig. 2-133
t) Disassembling control valve (lower section)
1. Remove the manual spool lock plate and lock

bolt from the upper surface of the valve. Draw
out the spool.
Fig. 2-134
2. Remove the 5 socket bolts securing the sole-

noid valve adapters. Remove the adpters from
the valve body, together with the solenoid valves.
If the adapters are hard to remove, tap them with
a soft hammer.
Fig. 2-135
3. Remove the 4 solenoid valves with a special

spanner.
Note — Special spanner size

Width across flat: 34 mm (1.3")
Thickness: 3 mm (0.11")
Fig. 2-136
4. Remove the 8 bolts securing the cover. Remove

the cover. If the cover is hard to remove, tap it
with a soft hammer.
Fig. 2-137
5. Remove the F/R select spool (1), adapter (2) and

spring (3) from the spool bore. Remove the spool 4
A (4) and select spring (5) from the center spool 6
bore. Remove the spool B (6) and select spring
5
(5) from the remaining spool bore.
3
2
1
2
3
Fig. 2-138
6. There 8 throttle plugs: 4 in the adapter and 4 on

the valve body surface which mates with the upper
valve body. They can be removed using a plug
wrench.
Note — The throttle plugs are select fit. If more than

2 throttle plugs are to be removed, put matchmarks
to ensure correct reinstallation.
Incorrectly installed throttle plugs might cause poor
performance of the loader.
Fig. 2-139
2.10 REASSEMBLY TRANSMISSION

Cautions to be taken when reassembling
• Clean all the disassembled parts in cleaning solvent,
then dry with compressed air. In particular, remove
LOCTITE and gaskets thoroughly from the mating
surfaces of the case and others using a scraper.
• Make sure the cleaned parts are free from dirt or
foreign matter. Handle them carefully so as not to
cause dent, score or scratches.
• Inspect the parts disassembled for wear or dama-
ges, replacing the defective ones. Please refer to
"STANDARD VALUES FOR MAINTENANCE".
• Replace all the seals with new ones.
a) Reinstalling safety valve
1. Insert the plunger and spring into the safety val-

ve fitting hole.
Fig.2- 140
2. Attach a new O-ring to the plug and screw plug

into the case.
Fig. 2-141
b) Reinstalling pump drive gear
1. Fit the bearing support into the bearing.
Fig. 2-142
2. Fit the bearing (with bearing support) into the gear,

and attach the snap ring to secure it.
3. Using the same manner, install the other 2 pump

drive gears.
Fig. 2-143
4. Insert the 3 assembled gears into the support

holes in the housing. Tighten mounting bolts.
Note — Gear fitting position

Center: 83 D gear
Left and right: 80 D gear
Fig. 2-144
c) Reassembling converter wheel
1. Press the bearing into the pump drive gear with

the ball grove pointed inside.
Fig. 2-145
2. Install the impeller hub into the impeller wheel

with a soft hammer.
Fig. 2-146
3. Install the impeller wheel, impeller wheel plate and

pump drive gear with 8 bolts.
Fig. 2-147
4. Apply converter oil on the seal ring, and install it

on the sartor support.
Fig. 2-148
5. Press the assembled impeller wheel into the sta-

tor support using a press.
Fig. 2-149
6. Fit the bearing into the turbine shaft and install

the spacer and snap ring.
Apply converter oil on seal ring and install it.
Fig. 2-150
7. Put the turbine shaft upright. Install the impeller

wheel assembly into the turbine shaft.
Fig. 2-151
8. Install the stator wheel into the spline and secure

it with a snap ring.
Fig. 2-152
9. Install the turbine wheel into the spline and spa-

cer. Fit the snap ring to the tubine shaft groove.
Fig. 2-153
10. Press the bearing into the cover wheel and install
the input guide to it with 6 bolts.
Fig. 2-154
11. Lift the cover wheel with a hoist and put it onto
the wheel assembly to align bolt holes.
Fig. 2-155
12. Secure the impeller wheel and cover wheel with

24 bolts.
Fig. 2-156
d) Reinstalling converter wheel
1. Lift the input control with a hoist and press the

stator support bearing into the converter housing
mounting hole using a soft mallet.
Fig. 2-157
2. Tighten 9 bolts from the opposite side of the con-

verter housing.
Fig. 2-158
e) Reassembling forward/reverse clutch shaft
1. Install a greased O-ring on the piston spacer out-

er groove.
Fig. 2-159
2. Install a greased outer seal ring on the clutch pis-

ton.
Note - As shown in the sketch on the right, make sure

the seal ring's lip pointed upward.
Fig. 2-160
3. Put the shaft upright with its forward clutch (spline

shaft side) pointed upward and secure it.
4. Press the spacer onto the bottom of the clutch
drum and secure it with a snap ring.
5. Install a greased piston inner seal ring onto the
clutch shaft. Insert the clutch piston into the drum.
Fig. 2-161
6. Install the neccesary number of plates, return

springs, and disks into the drum in that order. At
this step, it is advisable to use rod jigs (A) for
A
aligning theplate splines.
Fig. 2-162
7. Finally put the end plate and belleville spring, and

press it to compress the return spring until the
snap ring groove inside the drum comes into view.
Note - Put the belleville spring with its concave side

pointed upward.
Fig. 2-163
8. Remove all the rod jigs and attach the snap ring
into the groove in the drum.
Fig. 2-164
9. Fit the hub gear ball bearing (inner) onto the clutch
shaft.
Note - Remember that the inner bearing does not have

a shield.
Fig. 2-165
10. Make sure the 2 snap rings are installed inside
the hub gear.
11. Install the hub gear inside the clutch drum, turn-
ing it to the right and left by hand to align the gear
teeth with the disk splines.
Fit the hub gear onto the shaft with a soft ham-
mer until it comes in contact with the bearing on
the shaft.
Fig. 2-166
12. Install the shield bearing into the hub gear with
the shield side pointed outside.
Install the snap ring into the shaft groove.
Fig. 2-167
13. Reassemble the reverse clutch shaft, using the

same procedure for the forward clutch shaft.
(Refer to step 1 to 12.)
14. Install the snap ring onto the clutch shaft. Install
the bearing onto the shaft with its snap ring groove
on its outer diameter pointing upward.
Install the snap ring onto the shaft.
Fig. 2-168
15. Install the 3 seal rings onto the clutch shaft.
Fig. 2-169
f) Reassembling 3rd/4th speed clutch shaft
1. Using the same procedure for the forward clutch
pack reassemble the 3rd speed clutch pack (spline
shaft side) till the hub gear shield bearing.
Refer to (1) Reassembling forward/reverse clutch
shaft, step (2) to (12).
Remember that a spacer is not used between the
drum and piston. A belleville spring is not used
either.
2. Install the spacer onto the shaft's hub gear shield

bearing.
3. Install the spacer onto the shaft's hub gear shield
bearing.
Fig. 2-170
4. Turn the clutch shaft upside down. Reassemble

the 4th speed clutch pack, using the same proce-
dure.
5. Finally install the 3 seal rings onto the clutch
shaft.
g) Reassembling 1st/2nd speed clutch shaft

For the reassembly of the 1st/2nd speed clutch
shaft, refer to: f) Reassembling 3rd/4th speed clu-
tch shaft.
h) Reassembling control valve (lower section)
Caution to be taken when reassemblig

• Clean all the disassembled perts in cleaning solvent and dry with compressed air. Do not use a shop rag or
paper for cleaning purposes; otherwise dirt or might enter the hydraulic circuit, thus causing the malfunction of
the system.
• Check the oil passage and orifice of each spool for clogging. If any spool is found to be clogged in its oil
passage or orifice, remove the clog an clean the spool.
• When reinstalling plugs without "O"-ring, apply LOCTITE 572 on their threaded area.
• Do not use sealing tape because it might cause clogging.
1. Apply LOCTITE 572 on the threaded area of each

of the 8 throttle plugs: 4 on the side surface and
4 on the top surface. Install the throttle plugs into
the valve body. Use caution not to have the wrong
positions.
Fig. 2-171
2. Install the spring (3), adapter (2) and F/R select

spool (1) into the 8-bolt hole side. 4
Install the select spring (5) and spool A (4) into 6
central spool bore. 5
Install the select spring (5) and spool B (6) into
remaining spool bore.
3
2
1
2
3
Fig. 2-172
3. Bond a gasket to the cover and install the cover

to the valve body using 8 bolts. Tighten the 8
bolts in turns little by little, to compress the sprin-
gs inside the cover properly.
Fig. 2-173
4. Using the same spanner which was used during

disassembly, install the 4 solenoid valves onto
the adapter.
Fig. 2-174
5. Bond gasket to the adapter. Install the adapter to

the valve body with 5 socket bolts.
Fig. 2-175
6. Insert the manual spool into the adapter and se-

cure it with the lock plate and lock bolt.
Fig. 2-176
i) Reassembling valve (upper section)

5
3
1. Install the load piston (5), center spring (4), inner 4
2
spring (2), outer spring (3) and rod (1) into the 7- 1
bolt hole side.
Install the spring (6), inner spring (11) and modu-
late spool (7) into the central spool bore.
Install the regulator spool (8) and piston (10) into
the remaining spool bore. 8
6
10
11
7
Fig. 2-177

to thevalve body with 7 bolts. Tighten the 7 bol-
ts in turns little by little, to compress the spring
inside the cover properly.
Fig. 2-178
3. Install the load piston (5), center spring (4), inner

spring (2) outer spring (3) and rod (1) into the 6- 6
bolt hole side. 7
9
Install the flow sensing spool (6) and spring (7)
into central spool bore. Install the regulator spring 8
(9) into the plug hole and tighten the plug (8).
5
3
4
2
1
Fig. 2-179

to the valve body with 6 bolts.
Tighte the 6 bolts in turns little by little, to com-
press the spring inside the cover properly.
Note that the two center bolts are longer than the
others.
Fig. 2-180
l) Reinstalling clutch shaft
1. Put the transmission case with its converter

mounting surface pointed upward.
2. Install the snap rings onto the 1st/2nd and 3rd/4th
speed shaft mounting holes. Install the roller bear-
ing outer race against the snap ring.
Fig. 2-181
3. Install the snap ring into the back gear fit the ball
bearings from both sides.
Fig. 2-182
4. Set greased lock ball into the hole in the larger-

diameter end of the back gear shaft. Use caution
not to drop the ball.
Fig. 2-183
5. Attach the spacer in the transmission case in

the area on which the back gear shaft front end
rests.
Fig. 2-184
6. Put the back gear position in the case. Fit the

shaft aligning with the lock ball position. After
installing the shaft, attach the snap ring in the
groove in the case to secure the shaft.
Fig. 2-185
7. Lift the forward/reverse shaft with a hoist. Install

the shaft bearing into the hole in the case, en-
gaging reverse hub gear with the back gear.
Fig. 2-186
8. Install the 3rd/4th and 1st/2nd speed shafts onto the

roller bearing outer race attached into the hole in
the case.
Fig. 2-187
m) Reinstalling gear and shafts
1. Install the snap ring, 38D gear and another snap

ring into the 3 snap ring grooves in the idler shaft.
Install the roller bearing to the step of the shaft
and secure it with a snap ring.
Fig. 2-188
2. Install the snap ring and 51T gear onto the oppo-
site end of the shaft. Press the roller bearing and
secure it with a snap ring.
Fig. 2-189
3. Put the reassembles idler shaft with the 38T gear

pointed downward. Install it onto the transmis-
sion case engaging with the hub gear on the 1st/
3rd speed shaft and back gear.
Fig. 2-190
4. Press the shaft barring into the hole in the case,

engaging the 51T gear with the hub gear on the
2nd/4th speed shaft and forward hub gear.
Fig. 2-191
5. Press the ball bearing into the output shaft and

Fig. 2-192
6. Press the output shaft into the snap ring installed

in the transmission case with a copper hammer.
Fig. 2-193
7. Press the oil seal into the seal retainer and in-
stall the "O"-ring into it.
Note — Apply LOCTITE 262 on the outer diameter of

the oil seal . Apply grease on the oil seal lips.
Fig. 2-194
8. Install the seal retainer onto the transmission

case and secure with 2 bolts.
Fig. 2-195
9. Put the transmission case upright. Install the

snap ring into the groove at the outer diameter of
the forward/reverse shaft bearing.
Fig. 2-196
10. Install the snap ring into the groove at the outer
diameter of the bearing on the idler shaft.
Fig. 2-197
11. Install the locks onto the 1st/2nd a 3rd/4th speed

shaft not to drop them.
Fig. 2-198
12. Put the transmission case with its converter side

pointed downward.
13. Install the snap ring onto the output shaft. Install
the 34T gear into the spline.
Fig. 2-199
14. Press the roller bearing into the high gear and
15. Install the assembled high gear into the spline
on the 3rd/4th speed shaft, engaging it with the
output gear.
Fig. 2-200
16. Install the 51T gear into the output shaft. Install
the snap ring.
Fig. 2-201
17. Press the roller bearing inner race onto the low
gear. Install it into the 1st/2nd speed shaft engag-
ing with the output gear.
Fig. 2-202
18. Install the oil baffle and two two tubes on the
transmission case and tighten the two mounting
bolts.
Fig. 2-203
n) Reinstalling rear case
1. Apply LOCTITE FMD-127 linearly on the trans-

mission case in its torque converter mounting
surface without a break. Avoid the bolt holes.
Fig. 2-204
2. Lift the rear case with a hoist and mount it on the

transmission case using a soft hammer with the
33 bolts aligning the bearing holes and bolt mount-
ing holes.
Fig. 2-205
3. Install the roller bearing onto the output shaft

using a driving jig.
Fig. 2-206
4. Apply LOCTITE 572 on the threaded area of the

speed sensor. Threaded it into the rear case.
Apply the front end of the sensor to the output
gear. Back off one and a half of a turn secure
with the nut.
Fig. 2-207
5. Install the spacer into the output shaft.
Fig. 2-208
6. Press the oil seal into the seal reatiner and in-
stall the O-ring.
Note — Apply LOCTITE 262 on the outer diameter of

the oil seal . Apply grease on the lips.
Fig. 2-209
7. Install the seal retainer onto the output shaft and

tighten 2 mounting bolts.
Fig. 2-210
8. Install the flange into the output shaft. Put the

"O"-ring in the groove. Put the retainer plate on it
and apply LOCTITE 262 on four mounting bolts
to tighten them.
Fig. 2-211
9. Install the snap ring into the groove of the case

at the outer diameter of the 3rd/4th speed shaft
high gear bearing.
Fig. 2-212
10. Install the O-ring onto the cover plate. Install

them into the case and tighten the four mounting
bolts.
Fig. 2-213
11. Press the roller bearing outer race into the 1st/2nd
speed shaft low gear. At this step, install the spa-
cer for the bearing shaft into it.
Note — Remember the lock ball between the outer

race and case.
Fig. 2-214
12. Install the snap ring into the groove of the case
at the outer diameter of the bearing.
Fig. 2-215
o) Reassembling and reinstalling parking brake
1. Install the 2 O-rings into the groove at the (large

and small) outer diameter of brake piston.
Install the piston into the piston housing aligning
marks.
2. nstall the O-ring into the groove in the piston hou-
sing.
Fig. 2-216
3. Put 22 springs into the drill holes in the brake

piston.
Fig. 2-217
4. Put the cap so as to properly house the springs

in the holes on the cap side.
5. Tighten 2 hex. bolts alternately to properly com-
press the spring inside.
Fig. 2-218
6. Install the brake disk hub onto the low gear spli-
nes of the 1st/2nd speed shaft and secure with the
snap ring.
Fig. 2-219
7. Install the 2 O-rings in the brake housing.

Install it to the case with 2 soket bolts.
Fig. 2-220
8. Install the plates and disks alternately onto the

brake housing, and finally install end plate.
Fig. 2-221
9. Install the brake assembly (reassembled at the

step 5) and tighten 6 socket bolts.
Fig. 2-222
10. Put the transmission upright. Apply converter oil

on the seal rings on the fwd/rev shaft.
Fig. 2-223
11. Put the distribuidor cap for the forward/reverse

clutch shaft using a gasket and tighten the 6
mounting bolts.
Fig. 2-224
p) Reinstalling torque converter
1. Put the transmission with its torque converter

mounting surface pointed upward.
2. Put the oil stainer and install the O-ring into the
groove at the outer diameter.
Fig. 2-225
3. Install the flange on the converter side into the

spline of the output shaft.
Fig. 2-226
4. Remove the locks from the 1st/2nd and 3rd/4th

speed shafts.
5. Apply LOCTITE FMD-127 linearly on the trans-
mission case in its torque converter mounting
surface without a break. Avoid the bolt holes
Fig. 2-227
6. Lift the converter housing with a hoist and mount

it on the transmission case aligning the bearing
holes, shafts, knock pins and bolt holes. Tighten
the 30 mounting bolts after aligning the mounting
surface.
Note — Check the mating surface of the converter

housing and transmission case for foreign matter and
O-ring for damage.
Fig. 2-228
q) Reassembling cap assembly
1. Install the spring (3) and spool (2) from the top of 1
the cap (the 1st/2nd distributor cap) and tighten
the hex. plug (with a O-ring) (1).
2
Fig. 2-229
2. Install the check ball (4), spring (3) and adapter

(2) from the side and tighten with the plug(with a
O-ring)(1).
4
3
2
1
Fig. 2-230
r) Reassembling and reinstalling distributor cap
1. Install the snap ring into the groove at the outer

diameter of both the 1st/2nd and 3rd/4th speed shaft
bearings.
Fig. 2-231
2. Install the spacer onto both the 1st/2nd and 3rd/4th

speed shafts.
3. Apply converter oil on the seal ring of the 1st/2nd
and 3rd/4th speed shafts.
Fig. 2-232
4. Install the O-ring onto the 3rd/4th speed distributor

cap. Make sure the 2 O-rings on the oil port of
the seating surface and install the cap onto the
converter housing. Tighten 5 mounting bolts.
Fig. 2-233
5. Install the cap assembly (the 1st/2nd speed dis-

tributor cap) in the same manner.
Fig. 2-234
6. Install a hose between the 3rd/4th speed distribut-

er cap and 1st/2nd speed distributer cap and se-
cure them with a clip.
Fig. 2-235
s) Reinstalling charging pump
1. Install the suction tube flange using a gasket.

Tighten the 4 mounting bolts.
Fig. 2-236
2. Put the transmission assembly upright.

3. Install the drive sleeve into the pump drive gear
and install the charging pump onto the converter
housing. Tighten the 2 bolts securing the pump.
Fig. 2-237
4. Install the cap assembly (the 1st/2nd speed dis-

tributor cap) in the same manner.
Fig. 2-238
t) Reinstalling control valve
1. With a new gasket, install the control valve (low-

er section) onto the transmission case with 3
bolts.
Fig. 2-239
2. With a new gasket, install the control valve (up-

per section) onto the control valve (lower sec-
tion) with 11 bolts.
Fig. 2-240
2.11 TROUBLESHOOTING GUIDE

2.11.1 TROUBLESHOOTING GUIDE
Problem Cause Inspection Corrective Action
Low oil level Check oil level wiht oil level Add oil to the speci-
gauge fied level
Improper oil used Check oil type Change for the speci-
fied oil
Malfunction of cooler Check cooling water for dir Clean
line
Measure oil pressure at inlet port Disassemble and re-
of torque converter place parts
Defective oil seal ring
Check breather for oil flash Disassemble and re-
place parts
Measure oil pressure at inlet port Disassemble and re-

Malfunction of safety valve
of torque converter place parts
Overheat or lower
horsepower Observe foreign material in Disassemble and re-
transmission drain place parts
Broken bearing
Check line filter and oil Disassemble and re-
place parts
Check transmission strainer for Clean
clogging
Low discharge from charging Measure oil pressure at inlet port Replace pump
pump of torque converter
Measure oil pressure of trans- Replace pump

mission clutch
Check operating conditions and Use properly
Excessive use
operation
Transmission failure Refer to "2.11.2 TRANSMISSION"
Defective oil baffle oil Check for oil leak to flywheel Replace parts
Oil leak (from seal
flywheel)
Defective O-ring of oil baffle Check for oil leak to flywheel Replace parts
Observe foreign material in Disassemble and re-

transmission drain place
Broken bearing
Check line filter and oil Disassemble and re-
place parts
Broken gear or improper back- Check with sound checker Disassemble and re-
Unusual noises lash place parts
Broken pump or drive Check with sound checker Replace pump
unit
Check oil for air mixed Retighten piping or re-
Air in oil
place parts
fied oil
2.11.2 TRANSMISSION

Torque converter
Refer "TORQUE CONVERTER"
overheat
Low oil level Check oil level with oil level gauge Add oil to the speci-
fied level
fied oil
Slipping or seizing of clutch Measure oil pressure of tran- Disassemble and

smission clutch replace parts
Overheat or lower
horsepower Low clutch lubrificant Measure oil pressure at outlet Clean oil cooler
port of torque converter
Observe foreign material in Disassemble and

Broken bearing transmission drain replace parts
Check line filter and oil
Low engine output and Controllare regime Adjust engine

speed
Check with sound checker
Broken bearing or improper Observe foreign material in Disassemble and

assembling transmission drain replace parts
Check with sound checker

Unusual noises
Broken gear or excessive Observe foreign material in Disassemble and
backlash transmission drain replace parts
Measure oil pressure of Disassemble and

Seizing clutch transmission clutch replace parts
Check oil level with oil level gauge Add oil to the speci-
Low oil level
fied level
Machine won't Measure oil pressure of Replace charging
travel forward/ Malfunction of changing pump transmission clutch (lowered in pump
reverse all ranges)
Measure oil pressure of Disassemble and
Regulator valve stayed open transmission clutch (lowered in replace parts
all ranges)
Broken bolts securing torque Check the operation of load Replace parts
Machine won't
converter input plate handling system
travel forward/
reverse Parking brake won't release
(stuck or dragged) Refer to "2.11.3 PARKING BRAKE"
Manual spool (emergency Check manual spool position at Raise the spool to
travel spool) is pressed in the the control valve locate it in the normal
position for reverse travel condition
Machine won't
travel forward Slipping forward clutch (F Measure oil pressure of forward Disassemble and
(can travel solenoid valve is not operated clutch replace parts
reverse)
Seizing reverse clutch Check if machine travels reverse Disassemble and
with clutch in neutral replace parts
Manual spool (emergency Check manual spool position at Lower the spool to
travel spool) is pulled in the the control valve locate it in the normal
position for forward travel) condition
Machine won't
travel reverse
Slipping reverse clutch (R so- Measure manual spool position Disassemble and
(can travel
lenoid valve is not operated) at the control valve replace parts
forward)
Check if machine travels forward Disassemble and
Seizing forward clutch with clutch in neutral replace parts
Machine won't Slipping 2nd clutch (A and B Disassemble and

solenoid valves are not Measure oil pressure of 2nd clutch replace part
travel in
2nd gear operated)
Machine won't Slipping 1st clutch (A solenoid Disassemble and

travel in 1st valve is not operated) Measure oil pressure of 1st clucth replace parts
gear
Machine won't Slipping 4th clutch (B solenoid Disassemble and
travel in 4th valve is not operated) Measure oil pressure of 4th clutch
replace parts
gear
2.11.3 PARKING BRAKE

Oil leak from parking brake Measure braking oil pressure
Disassemble and
piston (defective D-ring) (Check for oil leakage)
replace parts
Parking brake
won't release
(stuck or Malfunction of disk brake
Overhaul
dragged) (Piston has foreign matter Wash and replace
caught or stuck, or brake disk parts
is seized)
Slackened or broken brake Overhaul Wash and replace

spring of disk brake parts
Parking brake
Malfunction of disk brake
won't activate Overhaul Wash and replace
(Piston has foreign matter
parts
caught or stuck, or brake disk
is worn)
2.12 STANDARD VALUES FOR MAINTENANCE
2.12.1 TORQUE CONVERTER

Standard value Useful limit
Item mm (in) mm (in)
Pump drive gear backlash 0.13 to 0.23 -

(0.005 to 0.009")
Width (axial) 3.0 to 3.1 2.6

(0.118 to 0.122") (0.102")
Turbine shaft seal ring
Thickness (radial) 2.9 2.76
(0.114") (0.108")
Width o seal ing groove in turbine shaft 3.2 to 3.3 3.5

(0.125 to 0.129") (0.137")
I.D. of stator holder in turbine shaft seal ring sliding area 50 50.05
(1.97") (1.99")
Width (axial) 2.99 to 3.09 2.6

(0.117 to 0.121") (0.102")
Stator holder seal ring
Thickness (radial) 3.3 3.14
(0.129") (0.123")
Width of seal ring groove in stator holder 3.2 to 3.3 3.5

(0.125 to 0.129") (0.137")
I.D. of Pump drive gear in stator holder seal ring sliding area 84 84.05
(3.307") (3.309")
2.12.2 CONTROL VALVE Unit: mm (in)
Item Standard value Useful limit
Free heiht 97.9 (3.85") 94.0 (3.70")

Regulator spring Setting load kg 31.62 (1.24") 28.5 (1.12")
Setting height 82.4(3.24") -
Free height 53.1 (2.09") 50.1 (1.97")
Inner Setting load kg 3.61 (0.14") 3.3 (0.12")
Setting height 34.5 (1.35") -
Modulation spring
Free height 53.1 (2.09") 51.0 (2")
Outer Setting load kg 7.27 (0.28") 6.5 (0.25")
Setting height 34.5(1.35") -
Free heigh 65.4 (2.57") 62.8 (2.47")
Flow sensing spring Setting load kg 0.90 (0.35") 0.8 (0.03")
Free height 116 (4.56") 111.4 (4.38")
Inner Setting load kg kg 10.58 (0.41") 9.5 (0.37")
Setting height 90 (3.54") -
Free height 116 (4.5") 111.4 (4.60")
Load piston L spring Center Setting load kg 27.38 (10.07") 24.6 (0.96")
Free height 91 (3.58") 87.4 (3.44")
Free height 109.9 (4.32") 105.5 (4.15")
Inner Setting load kg 15.69 (0.61") 14.1 (0.55")
Free height 109.9 (4.32") 105.5 (4.15")
Load piston H spring Center Setting load kg 23.23 (0.91") 20.9 (0.82")
Free height 84.9 (3.342") 81.5 (3.208")
Free height 39 (1.53") 37.4 (1.47")
A/I select spool spring Setting load kg 8.47 (0.33") 7.6 (0.29")
Free height 43 (1.69") 41.3 (1.62")
Spool B spring Setting load kg 6.84 (0.26") 6.2 (0.24")
Spool A spring
main (W) 6.0 (0.23") -
1st/2nd speed (X) 0.9 (0.035") -
Throttle diameter 2nd speed (Y) 0.9 (0.035") -
3rd/4th speed (Z) 1.5 (0.059") -
solenoid valve 0.8 (0.031") -
2.12.3 TRANSMISSION
Unit: mm (in)
I.D. of distributor cap in clutch shaft seal ring sliding area 55 to 55.02 55.07
(fwd/rev 1st/2nd, 3rd/4th) (2.165 to 2.166") (2.192")
Width 1.95 to 2.05 1.7
Clutch shaft seal ring (axial) (0.076 to 0.080") (0.066")
Thickness 1.95 to 2.05 1.9
(radial) (0.076 to 0.080") (0.074")
Width of seal ring groove in clutch shaft 2.10 to 2.15 2.3

(0.082 to 0.084") (0.090")
Clutch plate thickness 1.65 to 1.75 1.5

(0.064 to 0.068") (0.059")
Clutch disk thickness 2.12 to 2.28 1.9
(0.083 to 0.089") (0.074")
4.105 to 4.355 3.94
Free height (0.161 to 0.171") (0.155")
Return spring
Compression load 92.2 to 112.8 83
at free height (3.62 to 4.44") (3.26")
O.D. of companion flange in oil seal sliding area 89.9 to 90.0 89.863
(3.539 to 3.543") (3.537")
2.12.4 ACCUMULATOR Unit: mm (in)

O.D. of accumulator spool 24.967 to 24.980 (0.982 to 0.983")
Clearance
I.D. of distributor cap in accumulator spool sliding area 0.064
25 to 25.021 (0.984 to 0.985")
Free height 56.3 (2.21") 54.0 (2.12")

Accumulator spring Setting load at free height 2.142 (0.084") -
Orifice diameter 1.0 (0.03937") -
Note — The accumulator is incorporated in the distributor cap of the 1st/2nd speed shaft.
2.12.5 PARKING BRAKE Unit: mm (in)

Brake plate thickness 1.65 to 1.75 (0.064 to 0.068") 1.53 (0.060")
Brake disk thickness 2.12 to 2.28 (0.083 to 0.089") 1.98 (0.077")
Free height 77 (0.03") 75.6 (2.97")
Brake spring Setting load at free height 53.5 (2.10") 48.2 (1.89")
2.13 TIGHTENING TORQUES OF MAIN FIXTURE
2.13.1 TORQUE CONVERTER
Item Tightening torque kg-m Remarks

Stator holder fitting bolt 106
Bolt securing impeller wheel to cover wheel 40 - 46
Bolt securing pump drive gear to impeller hub 52 - 60
Input guide fitting bolt 40 - 46
Charging pump fitting bolt 35
2.13.2 TRANSMISSION
Item Tightening torque kg-m Remarks
Distributor cap fitting bolt 35
Output shaft bearing cap fitting bolt 24
Output shaft companion flange retainer plate fitting bolt 90 Apply LOCTITE 262
Brake housing fitting socket bolt 53
Parking brake assembly hex. bolt 93
Parking brake fitting socket bolt 93
Converter housing fitting bolt 35
Control valve fitting bolt 53
2.14 PROP SHAFTS
The prop-shaft connected to the front axle is equip-

Type: .................................................. CARDANIC ped with an intermediate support, secured to the front
frame, as a stopping element, since the loader is arti-
Length (between pins): culated.
Front ........................................... 796 mm (31.33") The prop-shafts have the purpose of compensating
Intermediate ................................ 784 mm (30.86") the changes of the distance and angle between the
Rear ........................................... 144.2 mm (5.67") transmission output shafts and input shafts of each
axle, thus ensuring a smooth transfer of power from
the transmission to the axles.
The prop-shafts transfer the power of the transmis-

sion to the front and rear axles.
4 1 7 2
2 2 2 1 3 6
Fig. 2-241 Prop-shafts group
Notes - 1 146 Nm 2 88 - 102 Nm
Threaded part: LOCTITE 262 Threaded part: LOCTITE 262
1. Front prop shaft - 2. Intermediate prop shaft - 3. Rear prop shaft - 4. Front axle - 5. Transmission - 6. Rear axle - 7. Rigid
support.
3 4 1 1 2 3 7 5 8
Fig. 2-242 Front prop-shaft
1. Shaft - 2. Bearing support - 3. Bearing - 4. Spider - 5. Flange - 6. Grease fitting - 7. Washer - 8. Nut.
4 3 6 5 4 2 2
3
3 1
Fig. 2-243 Intermediate prop-shaft
1. Spider - 2. Spider - 3. Shaft - 4. Screw 3/8" - 24 - 5. Spider grease fitting - 6. Shaft grease fitting.
1 2 2
2 2
4
3
Fig. 2-244 Rear prop-shaft
1. Shaft - 2. Screw 1/22" - 20UNF - 3. Spider - 4. Grease fitting.
Notes - 1 155 to 185 Nm 2 150 to 160 Nm
3 Lubricate the spider with litium base EP grease NIG L 2
2.15 FRONT AND REAR AXLES
Drive: 4 wheel
Front axle: Rigidly secured to the frame
Rear axle: Pivot pin

Semi floating type
Reduction unit and differential

Model: TCM 678-30
Type: Current, 2 stage reduction
Differential housing: Single piece
Differential limiting device: Torque proportioning differential
Final reduction
Model: TCM 678-30
Type: Planetary
Weight
Front: 1216 Kg (2680 lbs)
Rear: 1184 Kg (2610 lbs)
2.15.1 AXLE Axle mounting
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
the prop shafts to the front and rear axles. Thus, the supports on both sides of the axle, secured by screws
power is driven to the differential that splits it to the to the rear frame. Consequently, the rear axle can pivot
axle right and left shafts driving the final drives, around the axle of the differential with an amplitude
reaching 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
drive and operates as service brake. As for the improves the driving conditions of the loader when
operation of the service brakes, please refer to section travelling on rough terrain, since the loader jumps at a
"3 - BRAKES SYSTEM". lesser extent than a loader with axle supported by a
traditional oscillating cradle system.
1 2
2 1
3 4
5 6
Fig. 2-245 Mounting of axles
Note - 1 788 Nm 2 1610 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. 2-246 Assembly of rear axle and pivoting supports
Notes - 1 227 Nm 4 Grease the inner surfacace

the bushes. Install the bevel
Threaded parts: LOCTITE 262 towards the axle.
2 Install with the groove toward plate (6)

5 Align the greasing holes with the grooves.
Grease until it flows out the opposite side.
3 Install with lip outwards
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 3 14 2
A Brake piping connection
ports, 2 points
Fig. 2-247 Front axle
Notes - 1 230 Nm Threaded part: LOCTITE 262
2 230 Nm Threaded part: LOCTITE 262
4 Lip: Grease
5 Mating surfaces: LOCTITE 509
1. Oil seal - 2. Axle shaft - 3. Final drive - 4. Differential housing - 5. Differential - 6. Crown gear hub - 7. Pin - 8. Pin - 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
A Brakes piping connection 5

A 3 13 3 14 2
parts, 2 points
Fig. 2-248 Rear axle
4 Lip: Grease
5
Mating surfaces: LOCTITE 509
1. Oil seal - 2. Axle shaft - 3. Final drive - 4. Houding differential - 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 plug -
15. Dipstick.
2.15.2 DIFFERENTIAL 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 gears rotating together; the idle pinions inside the gear
differential gear housing through the pinion/bevel gear cage do not rotate. Thus the right and left side gears
group. Thus, it is driven through the right and left gears, drive the power to the wheels. When the loader turns,
to the final drives. The reduction of r.p.m. is obtained the right and left wheels turn at different speeds, the
by the pinion/bevel gear ratio. idle pinions in the gear cage rotate around their pin,
proportionally with the speed difference between the
right and left side gears.
While travelling straight While making turns

1
2
High Low
speed speed
4 5
6 7
Fig. 2-249 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 A proportional torque differential design is almost
conditions, such as sandy or muddy grounds. Under identical to a normal differential, with the exception of
such unfavourable terrain conditions, a loader the idle pinions, having an odd number of teeth with a
equipped with a standard differential could experience special profile. When the tyres start spinning on soft
a spinning of the wheels, thus making difficult to ground, the idle pinions continue to drive both side
exploit fully its potential performance. Also, the tyres gears, without turning on their pins, until the difference
could wear quickly. To avoid this, some models are of the adhesive force of the right and left tyres on the
equipped with a proportional torque type differential, ground reach a certain value. In this manner, the
limiting its function. spinning of the tyres is prevented.
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. 2-250 Differential
Notes -
5 Outer diameter: LOCTITE 262 Lip: Grease
6 Backlash between bevel pinion/crown gear: 0.25 ÷ 0.36 mm
7 After reassembling the differential, set the spacer so that the rolling torque is 0.15 ÷ 0.26 Nm, 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.
2.15.3 FINAL DRIVES
The final drive units are of a planetary type and crea- shaft rotates the three planet gears inside the toothed
te the final rpm reduction in the power train. drum, thus driving the axle shaft through the planet
The power driven by the differential to the sun gear gear carrier.
8 7 6 5 4 3 2
1 A
Section A-A Power transmission

(Operation of planet gears)
Fig. 2-251 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. 2-252 Final drive
2 Procedure for the setting of shims
1) Tighten screw (1) to a torque of 50 Nm (36 ft-lbs) 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 adjusting shims forming a pack with a total thickness exceeding 0.03 to 0.10 mm the value of
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 (4.4 ÷ 8.8 ft-lbs).
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.
2.16 AXLE DISASSEMBLY
Cautions to be used when disassembling
• When disassembling and reassembling the drive axle, it is good practice to place it on a unit table and use
disassembly and reassembly jigs.
• Unit weight: front: 1216 kg rear: 1184 kg
(2680 lbs) (2610 lbs)
1) Removing axle tube
1. Remove the drain plug and drain gear oil.

Front 36l (9.51 USG)
Rear 40l (10.56 USG)
Fig. 2-253
2. Remove the axle tube mounting bolts.

Number of bolts: 20
Fig. 2-254
3. Lift the axle tube with a crane temporarily, hold-

ing the axle tube at the opposite side to prevent
it from lowering.
Fig. 2-255
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. 2-256
5. Remove the sun gear and shaft from the diffe-

rential.
Fig. 2-257
6. Remove the snap ring and disk hub from the spli-
nes. Then, remove the snap ring.
7. Remove the axle tube and shaft at the opposite
side, using the same procedure as above.
Fig. 2-258
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. 2-259
2. Using a prying tool, separate the final reduction

gear assembly (planet carrier) from the shaft spli-
nes, and remove it with a crane.
Remove any shim, if attached to the axle shaft.
Fig. 2-260
3. Lay the axle tube on the bench. Using a screw-

driver, remove the oil seal from the axle tube.
Fig. 2-261
4. Remove the bearing cone from the differential

side of the axle tube.
Fig. 2-262
5. Using a crane, lift the axle tube with its differen-

tial side upward to let the axle shaft drop from
opposite side.
Fig. 2-263
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. 2-264
8. Remove the bearing cups from the differential and

wheel sides of the axle tube by tapping their out-
er diameter evenly.
Fig. 2-265
9. Using a portal jig, remove the ring gear from the

axle tube. Thrust bolt
Portal jig
Plate
Ring gear
Fig. 2-266
3) Disassembling final reduction gear assem-

bly
1. Remove the snap ring from the planet gear shaft.
Fig. 2-267
2. Drive the shaft from the gear.

Use caution not to lose the lock ball that the shaft
has.
Fig. 2-268
3. Remove the planet gear and the (2) thrust

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

cause they may come off with the planet gear.
Fig. 2-269
4. Remove the needle rollers and the spacer from

inside the gear.
Number of needle rollers: 66
5. Remove the (2) other planet gear shafts, using

the same procedure as above.
Fig. 2-270
6. Remove the retainer plate from inside the planet

carrier. Keep any shim, if attached.
Fig. 2-271
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. 2-272
2. Remove the bolt (3), adapter (2) and spring (1)

from the brake piston.
Remove the bolts, adapters and springs from other
five positions in the same way.
3 2 1
Fig. 2-273
3. Install a stopper (1) on the differential body tube

mounting surface, to prevent the piston from pop- 1
ping out.
4. Supply compressed air through the oil pressure
port to remove the piston from the differential
body.
Fig. 2-274
5. Remove the O-rings respectively from the larger

diameter and smaller diameter of the brake pi-
ston.
6. Remove the brake unit at the opposite side, us-
ing the same procedure.
Fig. 2-275
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. 2-276
2. Check the ring gear for tooth surface contact pat-
tern and backlash. Refer to steps (5) and (6) in
2.17 Reassembly".
3. Remove the bolts securing the bearing cage.
Number of bolts: 8 for front axle
10 for rear axle
Fig. 2-277
4. Install two of the bolts removed at step (3), into

the puller screw holes in the bearing cage. Tight-
en both evenly to separate the seating surface.
Holding 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. 2-278
6) Disassembling drive pinion
1. Put the drive pinion with the flange side upward.

Using a nut runner (special tool), loosen the flan-
ge lock nut.
Fig. 2-279
2. Remove the nut and detach the washer ring and

O-ring.
3. Remove the flange from the drive pinion.
Fig. 2-280
4. Using a press, push down the drive pinion and

remove it from the bearing cage.
Fig. 2-281
5. Remove the two spacers from the pinion shaft.

6. Using a separator, remove the bearing cone from
the pinion shaft.
Fig. 2-282
7. Break the oil seal on the bearing cage with a screw-

driver and remove it.
Fig. 2-283
8. Remove the other bearing cone.
Fig. 2-284
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. 2-285
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. 2-286
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 retain-
er, holding the bolts.
Fig. 2-287
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. 2-288
6. Remove the ring gear and differential case as-

sembly from the differential body.
Fig. 2-289
8) Disassembling differential case
1. Loosen the bolts securing the ring gear and re-

move the ring gear.
Number of bolts: 20
Fig. 2-290
2. Turn the differential case upside down and re-

move the 12 bolts securing the case from the
plane half case side.
Fig. 2-291
3. Tap the center of the spider with a rod to sepa-

rate the case into two halves.
Fig. 2-292
4. Remove the 2 side gears, spider, 4 pinion gears

and 6 thrust washers from inside the differential
case.
Fig. 2-293
5. Using the bearing puller, remove the bearing cone

from the plane half case and flange half case.
Fig. 2-294
9) Disassembly of the "LSD" differential housing
1. Mark the two half-housings of the differential and

remove the 12 connecting screws.
To split the two halves of the differential, tap the
centre of the spider using a metal bar.
Fig. 2-295
2. Remove the five discs (A), clutch discs (B) and

A
the relevant shim from the pack.
Remove shaft gear (C). B
Fig. 2-296
3. Then, remove spider group (D) complete with

thrust washers (E).
Fig. 2-297
4. Remove the other shaft gear and the relevant

clutch pack.
If required, pullout the half-housing bearings us-
ing a double grip puller.
Fig. 2-298
2.17 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 "2.19 STANDARD VALUES FOR 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
using a press or soft mallet.
Fig. 2-299
2. Make sure the two dowel pins in the differential
case. Align the two holes in the thrust washer
with the dowel pins and install the thrust washer
into the case.
Fig. 2-300
3. Install the side gear.
Fig. 2-301
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. 2-302
5. Using a soft mallet, lock-up the spider to the

mounting holes in the case.
Fig. 2-303
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. 2-304
7. Turn the plane half case upside down and align

the thrust washer with the pins and paste it with
grease.
Fig. 2-305
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. 2-306
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. 2-307
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. 2-308
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. 2-309
2) Reassembly of the "LSD" differential hou-

sing
1. Arrange the flanged half-housing on the bench

work and press the taper bearing with a press or
a soft material mallet, after heating the inner race
of the bearing.
Note — clean accurately all components before in-

stalling them using non-flammable, non-toxic solven-
ts.
Fig. 2-310
2. Turn the flanged half housing upside down, and

insert in sequence:
- an outer lobe counter disc (A), an inner toothed
disc (B) and so on, completing the clutch pack
with spacer (C).
Fig. 2-311
A clutch pack assembly is composed of: B

Q.ty 4 clutch discs (inner toothed)
Q.ty 5 reaction discs (outer lobes)
Q.ty 1 spacer
plus possible shimming discs.
C
A
Fig. 2-312
3. Insert the shim or the shims on spacer (C) ap-

plying a film of grease between the contact fac-
es before the installation.
D C
Fig. 2-313
4. Install shaft gear (P) paying attention that the

splines match the inner teeth of the discs.
Fig. 2-314
5. Install the 4 planetary gears and the 4 thrust

washers on the spider and install them on the
shaft gear, matching the teeth.
Use a soft material mallet to set the spider in the
seats of the half-housing.
Fig. 2-315
6. Match the second shaft gear with the planetary

gears, then insert the second disc pack in the
sequence reversed with respect to what described
in items "2" and "3". Insert shims, if any, apply-
ing a film of grease between the contact faces.
Continue inserting a spacer, then an outer lobe
disc, an inner toothed disc etc.
Fig. 2-316
7. Align accurately the lobes of the reaction discs.
8. Install the two differential half-housings match-

ing the marks etched during the disassembly, and
then tighten the screws indicated to a torque of
9 Nm.
Fig. 2-317
9. Check, from both sides of the differential in the

two points at 180°, using a feeler gauge, that each
clutch pack has a play between 0.05 and 0.15
mm (condition required for a correct operation of
the L.S. differential).
0.05-0.15
Before measuring, make sure that the shaft and
planetary gears are properly matching.
Measure the tolerance through the openings on
each one of the two half-housings.
In the event the value of the play is not within the
prescribed value, disassemble the differential and
re-assemble the clutch pack, using shims of ap-
propriate thickness.
Value of shims available mm:
(0.1 - 0.2 - 0.25 - 0.5).
10. Close the differential and check again that the

operation is correct.
Fig. 2-318
Fig. 2-319
2) 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. 2-320
2. Apply grease to the O-ring and install into the

groove at the outer diameter of the bearing cage.
Fig. 2-321
3. Press the bearing cone into the drive pinion.
Fig. 2-322
4. Install the longer spacer into the bearing cone

with the chamfered area at the inner periphery
pointed downward, and install the shorter spa-
cer.
Fig. 2-323
5. Put the bearing cage on the drive pinion. Then

put the bearing cone on it.
Fig. 2-324
6. Press the bearing cone into the drive pinion.
Fig. 2-325
7. After pressing, give a load to the bearing cone

using a hydraulic press. Measure the rotational
resistance torque with a spring balancer:
0.15-0.26 Nm.
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. 2-326
10. Using a jig, press the oil seal into the cage.
Fig. 2-327
11. Apply grease to the oil seal lip.
Fig. 2-328
12. Install the companion flange onto the drive pin-

ion splines. Slide the flange several times to elim-
inate strain on the seal lip.
Fig. 2-329
13. Then put the O-ring into the groove between the
flange and pinion, and put the washer on it.
Fig. 2-330
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. 2-331
3) Installing differential case
1. Install the bearing cup to the two bearing retain-

ers.
Fig. 2-332
2. Screw in the adjust nut until it comes in contact

with the cup.
Fig. 2-333
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. 2-334
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. 2-335
4) 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. 2-336
2. Tighten the bearing cage with the mounting bolts.

Number of bolts: 8 for front axle
10 for rear axle
Fig. 2-337
3. Using a jig (1), tighten the right and left adjusting

nuts to 10 to 12 kg-m (72 to 87 ft-lbs).
Use a torque wrench to check the tightening
1
torque.
Fig. 2-338
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. 2-339
5) 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. 2-340
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.
If the backlash is too small, adjust it in the oppo-
site procedure as above. Ring gear backlash
Standard value: 0.25 - 0.36 mm
(0.0098 - 0.0142 in)
6) 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. 2-341
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. 2-342
a. Normal contact pattern
The normal contact pattern of the tooth surface

is from the toe to the heel and its length is ap-
prox. 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 Ring
has opposite contact conditions. gear
Fig. 2-343
b. Adjusting contact condition at toe
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 pinion.
Then, reduce the shim thickness of the bearing
cage and bring the drive pinion closer to the ring
gear. Ring gear
Drive pinion
Fig. 2-344
c. Adjusting contact condition at heel
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
the drive gear. Ring gear
Drive pinion
Fig. 2-345
d. Adjusting contact condition at face
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
pinion.
Ring gear
Drive pinion
Fig. 2-346
e. Adjusting contact condition at frank
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
case and bring the ring gear closer to the drive
pinion.
Ring gear
Drive pinion
Fig. 2-347
7) Installing brake unit
1. Install D-rings at the two grooves at the outer

diameter of the brake piston. After that, apply
grease.
Fig. 2-348
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. 2-349
3. Install the spring (1), adapter (2) and bolt (3) of

the piston return mechanism onto the differential
body passing through each of the six piston ho-
les. 2 1
3
Fig. 2-350
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 upward.
Fig. 2-351
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. 2-352
7. Install the brake disk onto the disk hub splines,

and then install the brake ring.
Fig. 2-353
8. Install the second brake disk, aligning with the
first disk.
9. Then, install the brake ring and end plate in this
order.
Fig. 2-354
10. Install the other six lock pins using a soft mallet.
11. Install the brake unit at the opposite side, using
Fig. 2-355
8) 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 four pins.
Fig. 2-356
2. Turn the tube upside down, press the bearing cup

from the wheel side and install the bearing cone.
Fig. 2-357
3. Then press the oil seal and apply grease to the

lip.
Note — Install the inner sleeve to the oil seal.
Fig. 2-358
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. 2-359
5. Put the tube jig (item (1) in Fig. 360) onto the
axle shaft and press the oil seal and bearing of
the wheel onto the shaft.
Fig. 2-360
6. Install the bearing (cup and cone) onto the axle

tube.
Fig. 2-361
7. Using a jig, press the bearing between the shaft

and tube.
Fig. 2-362
9) Adjusting the preload of axle shaft bearing

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

shaft splines.
Fig. 2-363
2. Put the retainer plate in the planet carrier.

Turning the axle tube, tighten the retainer plate
mounting bolt to the torque of 5 kg-m (36 ft-lbs).
Fig. 2-364
3. Loosen the retainer plate mounting bolt and re-

move the retainer plate. Measure the difference
in height (Y in Fig. 366) between the axle shaft
end surface and the planet carrier.
Fig. 2-365
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 dif-
ference (Y) is shown in Fig. 366.
Fig. 2-366
5. Install the selected shim on the axle shaft and

the retainer plate in this order. Tighten the bolt.
Fig. 2-367
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. 2-368
8. After the shim thickness is determined, loosen

the bolt securing the retainer plate and remove
the planet carrier which was temporarily instal-
led.
Fig. 2-369
10) 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 one spa-
cer at the center. Apply grease properly to pre-
vent the rollers from dropping off.
Number of needle rollers: 66
Fig. 2-370
2. Install the two thrust washers in the planet carrier.
Note — Set the washer's torque in the groove of the

carrier.
Fig. 2-371
3. Insert the planet gear between the thrust

washers.
Fig. 2-372
4. Install the lock ball on the planet shaft and press

the planet shaft into the planet carrier.
Fig. 2-373
5. Install the snap ring in the groove of the carrier to

lock the shaft.
Fig. 2-374
6. Put the retainer plate into the planet carrier.

7. Reassemble the other two planet gears and in-
stall them in the planet carrier, using the same
procedure as above.
Fig. 2-375
8. Put the selected shim on the axle shaft and in-

stall the reassembled planet carrier on the shaft.
Fig. 2-376
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 carri-
er. Fig. 378 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. 2-377
11) 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. 2-378
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. 2-379
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. 2-380
5. Fill the differential with gear oil before mounting

the cover.
Oil capacity
Axle (front) 38 l Axle (rear) 38 l (10.03 USG)
Fig. 2-381
6. Install the cover on the differential body and

tighten the mounting bolts.
Number of bolts 28
Fig. 2-382
2.18 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.
Loose planet carrier holding bolt (retainer plate

Retighten (Adjust shims).
Noisy axle tube. mounting bolt).
Improper preload of axle shaft bearing. Adjust shims.
Add oil to specified

Low gear oil. 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 leakage from Oil seal worn or damaged. Replace oil seal.
axle shaft.
Oil seal installed improperly. Repair or replace.
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.
Frenata scomposta. Overhaul and replace.
Wornparallel pin of disk brake..
Rusted brake piston

Dragging brake Overhaul and replace.
Brake disk and brake ring seized
2.19 STANDARD VALUES FOR MAINTENANCE

Unit: 1 mm = (0.03937")
Item Standard size Useful limit Remarks
Thickness of bearing cage shim 0.1 - 0.2 - 0.3 -

Inner diameter of differential 35.05 to 35.13
pinion gear
0.2
Diameter of differential spider pin 34.90 to 34.93
Thickness of differential pinion 1.562 to 1.613 1.41

gear thrust washer
Thickness of differential side gear thrust washer

2.31 to 2.36 2.24
Adjustment by
Backlash between drive pinion and ring gear From 0.25 to 0.36 kgm - adjusting nut
Rotational resistance torque of drive pinion 0.15 to 0.26 - Adjustment by

(no oil seal) machining
spacer
Outer diameter of the companion

flange in the oil seal sliding area 89.913 to 90.000 89.863
Rotational resistance torque of axle shaft bearing From 2.0 to 4.0 kgm - Shim
(tube fitting bolt pitch circle) adjustment
Shim thickness of axle shaft 0.1 - 0.2 - 0.25 - 0.5 -
Unit: 1 mm = (0.03937")
Item Standard Size Useful limit Remarks
Brake disk thickness 5.9 to 6.5 5.58

Brake ring thickness 4.9 to 5.1 4.5
9.9 to 10.1 9.5
Free heigt 33 31.7
Settings load.
Brake piston reaction spring 20.8 kg 18.8 kg
Settings
heigt 20
2.20 TIGHTENING TORQUE VALUES FOR MAIN BOLTS
Item Tightening torque (Nm) Remarks
Ring gear mounting bolt 230 Apply LOCTITE 262
Differential case mounting bolt 150 Apply LOCTITE 262
Differential bearing retainer mounting bolt 90 Apply LOCTITE 262
Bearing cage mounting bolt 230 Apply LOCTITE 262
Flange nut 670 Apply LOCTITE 262
Brake piston return spring mounting bolt 50 Apply LOCTITE 262
Planet carrier holding bolt 1110 Apply LOCTITE 262

(Retainer plate mounting bolt)
Axle tube mounting bolt 230 Apply LOCTITE 262
Differential cover mounting bolt 50
2.21 WHEELS 2.21.1 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 of a inappropriate rim could shor- operation and working requirements.
ten the life of the tyre and, in the worst cases, cause
serious accidents. Example: 23.5 R 25 XHA TL
Also, the dimension 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. 2-383 Rim - Q.ty 5 pieces
Fig. 2-384 Tread of XHA tyre
Tightening torque for wheel securing screws 788 Nm
PRESSURE bar (psi)

WORK TRAVEL
TYRE TYPE FRONT REAR FRONT REAR
26.5R25 GP-2B 4 (58 psi) 3 (43.51 psi) 3 (43.51 psi) 3 (43.51 psi)
26.5R25 XHA 4 (58 psi) 2 (29 psi) 2 (29 psi) 2 (29 psi)
26.5R25 XLDD2 4 (58 psi) 2 (29 psi) 2 (29 psi) 2 (29 psi)
26.5R25 RL-5K 4 (58 psi) 3 (43.51 psi) 3 (43.51 psi) 3 (43.51 psi)
26.5R25 XLDD1 4 (58 psi) 2 (29 psi) 2 (29 psi) 2 (29 psi)
750/65 R25 XLD 4.5 (65.26 psi) 2 (29 psi) 2 (29 psi) 2 (29 psi)
(*) The pressure can be increased 0.5 bar (7.2 psi) under work conditions not requiring particular floating conditions.
SECTION 3
BRAKES SYSTEM
TABLE OF CONTENTS
3.1 GENERAL DESCRIPTION ..................................................................................... 3-1
3.2 OPERATION .......................................................................................................... 3-3

3.2.1 Operating conditions ............................................................................................... 3-3
3.3 DISC BRAKE .......................................................................................................... 3-6
3.4 BRAKE PEDAL VALVE ........................................................................................... 3-7
3.5 BRAKES/POWER SYSTEM PUMP ....................................................................... 3-9
3.6 PARKING BRAKE CONTROL VALVE .................................................................... 3-10
3.7 PARKING BRAKE .................................................................................................. 3-11

3.7.1 Manual release procedure ...................................................................................... 3-11
3.7.2 Disc parking brake operation .................................................................................. 3-12
3.7.3 Brake disengagement ............................................................................................. 3-12
3.8 OTHER COMPONENTS ........................................................................................ 3-13

3.8.1 Service brakes accumulator ................................................................................... 3-13
3.8.2 Check valve ............................................................................................................ 3-13
3.9 BRAKE PEDAL VALVE HYDRAULIC CONNECTIONS .......................................... 3-14
3.10 DIAGNOSTICS AND TESTING .............................................................................. 3-15

3.10.1 Brake control pressure testing ................................................................................ 3-17
3.10.2 Minimum and maximum accumulator recharge pressure adjustment ..................... 3-18
3.10.3 Parking brake engagement test .............................................................................. 3-19
3.10.4 Accumulator pre-charge test .................................................................................. 3-20
3.10.5 Instructions for the restorantion of the service brake accumulators precharge ....... 3-21
3.10.6 Bleeding the brake system ..................................................................................... 3-22
3.10.7 Brake disc wear check ........................................................................................... 3-23
W230 EVOLUTION BRAKES SYSTEM 3-1
The brake system consists of (refer to Fig. 3-1): The parking brake consists in:
- a two stage feeding gear pump (11), flanged to the - a recharge pump, gear type;
torque converter cover;
- a three-way diverter valve (14) which controls
- a filter (10) on pump outlet; engagement and disengagement of the parking
brake (16);
- a brake pedal valve (5) controlling simultaneously
front and rear brakes (1 and 2, respectively), which - a hydraulic ram (16) composed of springs and a
are located inside the drive axles; hydraulic cylinder to counter-act them. Spring force
is used to lock the parking brake discs when
- two accumulators (8 and 9) which during normal pressure oil in the cylinder is dumped by means of
operation stabilise system pressure and, in case of the diverter/control valve. When fed with pressure
emergency, with the engine stopped, allow to oil (by means of the diverter/control valve), the
positively apply the brakes for several times; cylinder overcomes spring action and consequently
the brake is released;
- the oil used in the brakes system is the same of the
equipment hydraulic system and it is taken from - an accumulator (not illustrated) mounted on the
hydraulic reservoir (S) through a filter. pressure relief valve, that during normal operation
stabilises the pressure inside the circuit, and, with
engine inoperative, allows the disengagement of the
parking brake, for a certain number of times.
3-2 BRAKES SYSTEM W230 EVOLUTION
1 1
6
7
9
5
4
8
12
3
V
M
10
13
T 11
14 S
15
16 2 2
Fig. 3-1 Brakes system
S. Reservoir - M. To pressure regulating valve - V. To pressure regulating valve - T. Discharging (hydraulic reservoir) - 1. Front
brakes - 2. Rear brakes- 3 and 4. Quick release pressure pick-up points - 5. Brake pedal valve - 6. Stop light pressure switch
- 7. Transmission cut-off pressure switch - 8 and 9. Brakes system accumulators - 10. Oil delivery filter - 11. Brakes oil pump
- 12. Check valve - 13. Parking brake control three way diverter - 14. Parking brake pressure switch - 15. Hydraulic cylinder
(included in the parking brake) - 16. Parking brake.
3.2 OPERATION
GENERALITIES 3.2.1 OPERATING CONDITIONS

(Fig. 3-2) (Fig. 3-2)
Braking system With:

- engine running
The brake system is fed by the pump (10) which draws
- brakes released
oil from the attachment oil reservoir and pilot sends it
- parking brake applied
to the flow regulator valve (24). This valve is controlled
- accumulators being recharged
by the accumulator recharge valve (16).
Two hydraulic accumulators (7 and 8) and two check
The flow from the pump (10) reaches the flow regulating
valves (17 and 18) allow to store an amount of pressure
valve (24). The oil flow opens and goes through the
oil sufficient to positively apply the brakes a limited
primary check valve (19), then opens and goes
number of times, also with the engine stopped, and
through the check valves (17 and 18) thereby charging
therefore without pump (10) delivery.
the brake accumulators (7 and 8).
The brake pedal (P) being released, the distributing
spools (20 and 21) stop oil flowing from the pump and
keep dumping oil from the brake pistons (1 and 2).
Parking brake The brakes are disengaged.
The parking brake diverter/control valve (12) is
The parking brake is composed of a disc brake (15) positioned as to dump oil from the parking brake
acting on the output shaft of the transmission. The chamber. Therefore the parking brake (15) is kept
system receives pressurised oil from the power sys- applied by the spring force.
tem pressure relief valve (25). The braking force is Accumulator recharge ends when the maximum
applied by springs (23); the release of the brake is recharge pressure has been attained, the plunger of
actuated by sending oil under pressure into the cylin- the valve (16) moves to the right.
der, through diverter (12). In this manner, the springs
are pressed and the brake is released.
Pressure switch (13) closes the electric circuit “park-
ing brake engaged” when the pressure drops below
the value of 15 bar, with the consequential engage-
ment of the parking brake. With:
- engine running
- brakes released
- parking brake applied
- accumulators charged
Service brakes
Under the conditions represented in the diagram the
The brakes are disc type, in oil bath, and are located plunger of valve (16) when it opens, allows the oil in
within the axle side reduction gears (1 and 2). When the spring side cavity of valve (24) to discharge, thus
the brake pedal is pressed, the valve (5) supplies the valve moves rightward, deviating the oil of the
control oil to the braking circuit at a pressure (and pump toward (M).
consequently with braking action) proportional to the At the same time, the primary check valve (19) closes
travel of the brake pedal. and traps pressure oil inside the brake hydraulic circuit.
When the pedal is released, the valve (5) dumps brake When, following braking or leakage in the brake valves,
circuit oil and nullifies the braking action on the discs pressure after the valve (19) drops below the minimum
(1 and 2). preset value, the spool of the valve (16) moves to the
During braking, the sensor (4) activates the stop lights left closing the valve (24) and the accumulators start
electrical circuit. The sensor (3) controls the being recharged.
transmission disengagement system (22).
With: The braking pressure acting on the bottom side of the

distributing valve (21) packs the brake discs (1 and
- engine running
2). In the way, as pressure on the brake discs
- brakes applied
increases, the distributing valves (20 and 21) are
- parking brake released
pushed upwards and close the inlet ports.
- accumulators charged.
As a result, the pressure applied to the brake discs (1
and 2), and consequently the braking action, are
This condition occurs when the machine is braked
proportional to the pressure applied to the pedal (P).
while working.
The presence of two accumulators (7 and 8) and two
The parking brake is released as the diverter valve
distributing valves (20 and 21) allow separate control
(12) sends pressure oil to the brake piston which
circuits for the front and rear brakes. Should one circuit
overcomes the action of the control springs (23).
fail, this will not affect proper operation of the other
When the brake pedal (P) is pressed, it compresses
circuit.
the springs which act on the distributing valves (20
and 21) and cause the inlet ports (1 and 2) to the
brakes to open.
Fig. 3-2 Brake system hydraulic diagram
P. Brake pedal - S. Reservoir - M. To equipment pilot system - 1. Rear brakes - 2. Front brakes - 3. Transmission
disengagement pressure switch - 4. Brake lights pressure switch - 5. Brake pedal valve - 6. Accumulator control pressure
switch - 7 and 8. Brake system accumulators - 9. Pressure oil filter - 10. Brakes oil pump - 11. Check valve - 12. Three
ways diverter valve for parking brake actuation - 13. Parking brake pressure switch - 14. Hydraulic ram - 15. Parking brake
- 16. Accumulators recharge valve - 17 and 18. Check valves - 19 . Primary check valve - 20. Front axle brake control valve
- 21. Rear axle brake control valve - 22. Trasmission disengagement device - 23. Hydraulic ram springs - 24. Flow
regulating valve - 25. Pilot system pressure regulation valve - 26. Heat exchanger - 27. Pilot controls safety valve - 28.
Equipment pilot valve.
22 1 1
17
7
13 12
3
18 21
20
8
14
2 2
4
23
6
15
19 28
9
16
STEERING
POMPA
PUMP
STERZO
M 26
24
27
25
10
S
Hydraulic circuit shown with engine running, P 11
accumulators being recharged, brakes
disengaged, parking brake applied.
Fig. 3-2 Hydraulic braking circuit schematic
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
loader, four brake groups are mounted in the axles, circumferences of the pressure plate and reaction
one on each axle shaft. plate are secured to the axle housing by dowels,
The structure of the disc brake is described in the so that, the locking of the brake discs causes the
“TRANSMISSION” section. stopping of the axle, thus braking.
OPERATION 2) Releasing the brakes

When oil pressure is relieved from the brake piston,
1) Actuation of the brake this moves slightly rearwards to release the brake
The pressure of the brake oil acts on the rear face disc and the the braking action stops.
of the brake piston and locks the brake discs
between the disc pressure plate and the reaction
plate.
4 5 6 7 8 11 9 10
Brake pressure
Drive line oil
1 2 3
12
13
14
Fig. 3-3 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
To dump
To other users
or dump
T1
Rear brake feed
port (45 bar)
T2
Accumulator pressure Front brake feed port
adjustment (80 - 110 bar) (45 bar)
Fig. 3-4 Brake pedal valve
Flow regulating valve
Accumulator maximum recharge

pressure adjust screw
Plug
Primary check
valve
Accumulator minimum recharge Accumulator recharge pressure
pressure adjust screw regulating valve
Fig. 3-5 Accumulator recharge pressure and flow regulating valve section view
Angle adjustment with pedal

released 40° to 60°
Min. angle from released position
to start sending pressure oil to
3°
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
From the recharge valve
To accumulator no. 1
4
2
3
To accumulator no. 2
5
Fig. 3-7 Section view of circuit separation valve and accumulator recharge one-way valves
1. One-way valve - 2. One-way valve - 3. Circuit separation valve - 4. Tapered piston - 5. Spring - 6. Piston seal seat.
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 KP1013CBG

Type: ................................................................................................................................................. gear
Drive: ............................................................................................................ mounted on steering pumpv
Delivery: ....................................................................................................................................... 7.4 gpm
Maximum pressure: ..................................................................................................... 170 bar (2466 psi)
Engine/pump speed ratio: ........................................................................................................... 0.949 : 1
5 4 3 2 1
10 9 8 7 6
Item "C"
Section A-A Section B-B 13 12 11
Fig. 3-8 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 - 10 BRAKES SYSTEM W230 EVOLUTION
3.6 PARKING BRAKE CONTROL VALVE
The parking brake valve controls the delivery of pres- The parking brake is equipped with detent devices to
surised oil to the disc brake. hold the spool, in each position.
The movement of the parking brake valve is control-
led by the appropriate knob actuating the discs brake.
A
T
11 12
A T
2 1
A T
7 6 5 4 3
8 9 10
B
Fig. 3-9 Parking brake valve
1. Rod - 2. Valve body - 3. Gland ring - 4. Ring - 5. O-Ring seal - 6. Cover - 7. Spool - 8. Detent spring -
9. Sleeve - 10. Detent ball - 11. Dust ring- 12. Oil seal.
W230 EVOLUTION BRAKES SYSTEM 3 - 11
3.7 PARKING BRAKE
Parking brake manual disengagement (in case of 3. Insert the bolt (1) into the plug hole and screw it
emergency) into the threaded hole at the centre of the brake
piston (3), as shown in Fig. 3-11.
WARNING
If it is not possible to release the parking brake WARNING
by means of the control knob following pump
failure or for any other reason, disengage it Disengage the parking brake manually only if it is
manually through the parking brake release screw. absolutely necessary. Namely, this should be done
only when towing a failed loader to traffic-free
areas. If the loader is on an incline, check that the
wheels are securely blocked with wedges or
stones prior to releasing the parking brake.
4. Screw the release bolt fully in to retract the brake

piston (3) and release the brake disc.
3.7.1 MANUAL RELEASE PROCEDURE The parking brake is of an oil-bath, multiple disc
type and it is mounted on the intermediate shaft of
1. Remove the manual release bolt and nut (1) from the transmission.
the parking brake cover on the transmission The brake is actuated by a series of inner springs
housing. and it is disengaged by the oil pressure controlled
by the parking brake valve.
2. Remove the plug (2) from the middle of the cover. Its structure is described in the section “2. TORQUE
CONVERTER - TRANSMISSION”.
2 3
1
1
Fig. 3-10 Fig. 3-11
3.7.2 DISC PARKING BRAKE OPERATION
1. When pressure oil acting on the piston brake is 2. The inner toothing of the rotating brake discs is
dumped, this is pushed by the spring force and keyed to the transmission shaft by the brake discs
packs the brake discs (rotating) against the fixed hub. The outer toothing of the fixed brake discs is
plates. keyed to the brake seat. As the rotating brake discs
are locked with the fixed brake discs, they stop
rotating. This causes the stopping of the rotation
of the transmission shaft, by the disc carrier hub,
thus braking the loader.
Brake pressure
oil dump
8 6 1
7 5 4 3
Fig. 3-12 Parking brake
1. Brake piston - 2. Spring - 3. Support plat e - 4. Brake housing - 5. Brake discs - 6. Disc hub - 7. Bearing - 8. Transmission.
3.7.3 BRAKE DISENGAGEMENT
1. When pressure oil is sent to the rear surface of 2. A clearance is established between each brake
the brake piston, this overcomes the spring action disc and fixed plate, the brake discs are released
and moves. and the brake is disengaged.
3.8 OTHER COMPONENTS

3.8.1 SERVICE BRAKES ACCUMULATOR
The membrane accumulator is used to store pressure Oil from the charge pump is diverted by the check
oil to release the parking brake. valve to the accumulator which maintains the pressure
at a certain value.
CAPACITY ...................................................................... 1.4 l (0.36 gal)

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

3 GAS PRE-CHARGE PRESSURE .............................. 45 bar (652 psi)
WEIGHT ............................................................. c.a. 5.4 kg (11.90 lbs)
Fig. 3-13 Accumulator
1. Gas filling plug - 2. Accumulator body - 3. Oil inlet connection.
3.8.2 CHECK VALVE (Parking brake)
The check valve is used to prevent oil back-feeding

from the accumulator.
. . . . .
B A
. . . . .
B A
Fig. 3-14 Check valve
A. From the accumulator - B. To parking brake control valve.
3.9 BRAKE PEDAL VALVE HYDRAULIC CONNECTIONS
N M
T1
F R1 R2
T2
T2
TI2
P
T1
P
M
R1
F
N
R2
TI1
Fig. 3-15 Brake pedal valve hydraulic connections
F. Accumulator control pressure switch - M. Other users or to dump - N. Dump - P. Inlet - R 1-2. Accumulator -
T1-2. To the brakes- TI1-2. Brake control pressure switch.
3.10 DIAGNOSTICS AND TESTING
2
1
6
5
7
T1
T2
4
Diagnostic and testing
10
N
9
3
To steering
valve
14
8
12
19
P
T
20
PV
11
oil reservoir
To hydraulic
13
valve locking
15
To pilot
18
17
16
Fig. 3-16 Braking system schematic
Brake system schematic
T1. Front brakes delivery port. (P Max. 45 bar) 14. Pressure relief valve (setting 30 bar)
T2. Rear brakes delivery port. (P Max 45 bar) 15. Three way diverter, parking brake engagement/
disengagement control
1. Rear axle brakes
16. Parking brake pressure switch (setting of
2. Front axle brakes pressure switch: OFF = 15 bar; ON = 10 bar)
3. Quick release pressure pick-up 17. Parking brake caliper cylinder
4. Quick release pressure pick-up 18. Brake disc
5. Transmission cut-off pressure switch 19. Heat exchanger

(setting = 15 bar)
20. Accumulator (capacity 0.7 litres - pre-charge 19 bar)
6. Stop lights pressure switch (setting = 1.8 bar)
(1 bar = 14.50 psi)
7. Brake pedal valve (operating pressure = 45 bar)
8. Accumulator control pressure switch (60 ± 5 bar)
9. Brake accumulator
(capacity = 1.4 litres - precharge = 45 bar)
WARNING - DANGER
Always disconnect and connect all fittings with
10. Brake accumulator the engine stopped and braking system disabled.
(capacity = 1.4 litres - precharge = 45 bar) Accumulators keep some branches of the circuit
under pressure even if the engine is stopped.
11. Powering pump (for brake system) Pressure oil escaping from loose fittings may cau-
se personal injury and damages to things.
12. Delivery oil filter Wear safety glasses with side shields.
13. Check valve
3.10.1 BRAKE CONTROL PRESSURE TESTING
Connect two pressure gauges (end of scale 100 bar)

(1450 psi) to the pressure ports shown in Fig. 3-17.
Release the lock-nut (E, Fig. 3-17) and turn the screw
Apply the parking brake. in or out if pressure values are not within the rated
range.
Start machine engine and wait until it settles to
maximum torque speed. Such a pressure must be measured after a pedal stroke
of about 70 mm (2.75 in).
With the engine idling, press the brake pedal and
check that pressure reading on the gauges is Seal the screw after adjustment.
approximately 45 bar (652 psi).
Rear axle
pressure port
Front axle
pressure port
Fig. 3-17 Braking pressure adjustment
3.10.2 MINIMUM AND MAXIMUM ACCUMULATOR

RECHARGE PRESSURE ADJUSTMENT
Connect two pressure gauges (end of scale 200 bar) release the lock-nut (5) and turn the screw (4) with
to the quick coupling pressure ports (7 and 8, Fig. micrometric variations until obtaining correct value.
3-18) on the accumulators. Check pressure again before tightening the lock-nut
Start machine engine and bring oil temperature to (5).
approximately 40 to 50°C by means of the attachment
control lever. Cycle the brake pedal several times to Maximum recharge value
make oil temperature even. With the engine idling and the parking brake applied,
observe maximum recharge pressure on pressure
Minimum recharge value gauges M1 and M2.
With the engine idling and machine at a standstill, Pressure should be 110 ± 5 bar (1595 ± 72 psi).
brake slowly 4 or 5 times. If maximum recharge pressure is different from the
Observe minimum pressure values on pressure rated value, remove the plug (1), release the lock-nut
gauges M1 and M2 before recharge starts. (3) and turn the screw (2) out to increase the
The pressure gauges should momentarily read accumulator maximum recharge pressure.
80 ± 5 bar (1160 ± 72 psi). If minimum recharge pressure
is different from the rated value, remove the plug (1),
M1
M2
7
8
1 2 34
6
Fig. 3-18 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 PARKING BRAKE ENGAGEMENT TEST
Start the engine and let it run for about thirty seconds Operate the control lever two or three times always
to charge the accumulator. checking that the brake linkage moves completely.
Move the parking brake control lever to the “released” The machine, set on 30° slope, shall be stopped.
position.
With the help of an assistant, observe the operation

of the parking brake control linkage.
2 1 4 7
M P
TO BRAKE
VALVE
PV T
5 6
TO PILOT VALVE
BLOCKING
3
T TO HYDRAULIC OIL
RESERVOIR
Fig. 3-19 Parking brake diagram
T. Discharge to oil reservoir - 1. Parking brake locking/release - 2. Three way valve - 3. Heat exchanger - 4. Check valve
- 5. Ram - 6. Parking brake - 7. Pressure relief valve.
3.10.4 ACCUMULATOR PRE-CHARGE TEST
Accumulators fitted to the braking system are mem- - tighten the screw (2) to a torque of 11 Nm;
brane type, pre-charged using nitrogen.
- test accumulator sealing using soapy water;
Normal minimum membrane porosity and continued
use reduce pre-charge pressure in time and limit - screw on protective cover (1).
accumulator efficiency.
Recharge the accumulator if the pressure is lower than
It is advised to check the nitrogen pre-charge every rated value.
six months and restore it, if necessary.
Pre-charge pressure should never drop below

approximately 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 (7 and 8, Fig. 3-2) by
pressing the brake pedal slowly several times; D1
- as regards the parking brake release accumulator
(13, Fig. 3-2) by operating repeatedly the diverter
valve (14) with the engine stopped. D
Check the pre-charge as follows:
- remove protection cover (1, Fig. 3-20);
- loosen the screw (2) by half turn using an hexagonal

Allen wrench; M
M D1
- screw in tool no. 75298472 (D) on the accumulator
connection;
- ensure that tap (D2) is closed;
- turn the handwheel (D1) to loosen the screw (2);
- when the pointer of the pressure gauge (M) starts D

moving, turn out the handwheel (D1) by one more D2
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:
- close handwheel (D1); Fig. 3-20 Accumulator pre-charge test

- open tap (D2) to discharge nitrogen pressure from D. Accumulator 75298472 pre-charge test tool - D1. Plug
within the tool (D); control handwheel (2) - D2. Discharge tap - M. Pressure
gauge - 1. Protective cover - 2. Threaded plug.
- disconnect tool (D) from the accumulator;
3.10.5 INSTRUCTIONS FOR THE RESTORATION

OF THE SERVICE BRAKES ACCUMULA-
TORS PRECHARGE
Using tool D 75298472 (fig. 3-21) screwed to the Close the nitrogen bottle tap.
accumulator' connection (see 3.10.4. before) proceed Wait five minutes.
as follows. Check on the pressure gauge (M) that inflating
pressure is 45 bar. Repeat the operation if lower.
Loosen the plug and screw in the hose from a nitrogen If pressure is higher, proceed as follows:
bottle complete with safety valve (V).
- slowly turn the handwheel (D2) to let the nitrogen
out and close;
WARNING - DANGER
- check on the pressure gauge (M) that pressure is
Use only nitrogen to recharge accumulators. Never as required. If not, repeat the operation;
use oxygen or other gases for any reason whatever
as explosion hazard may result. - turn the handwheel (D1) to screw in the accumulator
screw (2);
Slowly open the nitrogen bottle tap and check refilling - remove tool (D);
pressure as it increases on the pressure gauge (M).
- tighten the screw (2) to a torque of 11 Nm;
- check accumulator sealing using soapy water;

IMPORTANT - Refilling pressure should be 10% at
- screw on protection cover (1).
least higher than rated pressure considering that
pressure inside the accumulator decreases when the
compressed gas cools down.
D1
D
M D1
D
1 D2
A
2
Fig. 3-21 Accumulator recharge device
D. Accumulator 75298472 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.
3.10.6 BLEEDING THE BRAKE SYSTEM
It is necessary to bleed the brake system when anyone Bleed the system as detailed below (this is a two-
of the conditions here below occurs: man operation):
- after replacing hydraulic oil in the attachment oil - position the machine on a level surface and start
reservoir; the engine;
- when air has entered the system because of poor - with the engine idling, one operator should release
sealing of hoses or charge pump; the bleed screw (two on each axle) while the other
is pressing the brake valve pedal. Tighten the bleed
- after disconnecting or replacing any of the system screw before releasing the brake pedal;
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 for brake)
3.10.7 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 operational play must be
axle) is carried out after draining the oil from the group. performed with the brakes engaged by the pedal.
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
TABLE OF CONTENTS
4.1 GENERAL DESCRIPTION ...................................................................................... 1
4.2 STEERING GROUP ................................................................................................ 5
4.3 STEERING VALVE ................................................................................................. 7
4.4 STEERING SYSTEM PUMP ................................................................................ 9
4.5 STEERING VALVE CONTROL LINKAGE .............................................................. 12

4.5.1 Leverage installation procedure .............................................................................. 13
4.5.2 Operation ............................................................................................................... 14
4.6 STEERING CYLINDERS ...................................................................................... 18

4.6.1 Removal ............................................................................................................... 18
4.6.2 Disassembly and Reassembly .............................................................................. 19
4.6.3 Installation ............................................................................................................ 19
4.7 STEERING EMERGENCYCIRCUIT ...................................................................... 20

4.7.1 Components of emergency steering ...................................................................... 21
W230 EVOLUTION STEERING SYSTEM 4-1

Type: .................................................................................................................................................... follower
Mechanism: ................................................................................................................................. Linkage chain
Articulation angle of frames: ..................................................................................... 40° rightward and leftward
Number of turns of steering wheel: ............................................................................................................... 4.2
Steering reduction unit: ............................................................................................................. Worm and balls
Pressure setting: ................................................................................................................... 206 bar (2987 psi)
Flow setting: ............................................................................................................. 100 lt/min (26.4 USG/min)
Steering pump: ........................................................................................................................ See "4.4 PUMP"
Steering cylinder:
Type: ....................................................................................................................... Double acting piston
Q.ty: ..................................................................................................................................................... 2
Cylinder stroke: ....................................................................................................................... 542 mm (21.3 in)
Weight (per piece): ....................................................................................................................... 34 kg (75 lbs)
The loader is of the articulated frames type. The steer- The complete system includes:
ing system uses two hydraulic cylinders controlled by - two gear pumps, one of which is used in case of
a control valve, to which the steering wheel is con- emergency;
nected through a set of rods, links and levers. The - a steering valve with priority valve;
steering force is applied between the front and rear - two hydraulic cylinders;
modules by a couple of cylinders powereds by the - connecting pipes;
steering valve. - steering box/steering column;
- steering wheel.
Also, the emergency steering circuit, besides the
pump, includes a multiple check valve and a diverter
valve.
Cylinder
Steering
Steering valve
box
To main circuit
Linkage Pump
Hydraulic reservoir
Fig. 4-1 Chained leverage steering system
4-2 STEERING SYSTEM W230 EVOLUTION
NOTES:
EMERGENCY STEERING
STEERING CYLINDERS
IN
1,5 bar A B STEERING VALVE
245
245 bar bar
T 206 bar
EMERGENCY
STEERING PUMP DISCHARGE (IN COMMON WITH
EQUIPMENT CONTROL VALVE)
P PB
TO EQUIPMENT CONTROL
VALVE DELIVERY
TO BRAKE
VALVE
PILOT VALVE/BRAKE
AND STEERING PUMP
Fig. 4-2 Steering hydraulic circuit
The oil taken from the reservoir by the steering pump is delivered to the steering valve.
The steering valve regulates the pressure and the flow of the oil. Also, it is equipped with a
priority valve sending the excess oil from the steering circuit to the equipment circuit, when the
steering does not require all the oil. When the steering wheel is actuated, the steering valve is
activated, intercepting the oil coming from the pump, sending it to the steering cylinders. HYDRAULIC OIL RESERVOIR
The oil discharged returns through the steering wheel to the oil reservoir.
4.2 STEERING GROUP
The steering group is composed of steering wheel, Operation

steering column, steering box of the adjustable angle When the steering wheel is turned, a rotation of the
type. steering shaft and the worm corresponds. The latter
The steering box is of the recirculating-ball type and one drags, axially, the ball block, on the front part of
is characterised by a smooth operation. which, the rack is located. The rack, with its axial
movement, rotates the sector gear and its shaft keyed
to the pitman arm that, through the linkages, actuates
the steering control valve.
Note — The sketch does not illustrates the

connection pipes and the circuit of the “Emergency
steering”
Steering wheel
Upper shaft
Shaft support
Steering column
adjustment lever.
Universal joint Steering column

locking device
Lower shaft
Spring cylinder
Steering column
support
Steering wheel
Power link
Steering valve
Steering cylinder
Fig. 4-3 Steering system
4 2
9 2
4 10 1
3
11 5
4 5
12
6
5 13 14 15 16
8 5
2 9
1
SECTION A-A
Fig. 4-4 Steering box
Notes - 1 20-30 Nm 2 35-54 Nm
3 200-240 Nm 5 Sliding area: grease
4 Lip area: grease
1. Dust cover - 2. Dust seal - 3. Rear cover - 4. Shim - 5. Steering box - 6. Ball block - 7. Shaft - 8. Bearing - 9. Pitman arm
- 10. Dust seal - 11. Bush- 12. Gear sector - 13. Bush - 14. Setting screw - 15. Shim - 16. Side cover.
4.3 STEERING VALVE

Designation: .................................................................................................................................... KVMT-200L
Type: ................................................................................................ Valve with pressure compensation device
Maximum regulated flow: ........................................................................................ 100 lt/min (26.41 USG/min)
Main pressure setting: ........................................................................................................... 210 bar (3045 psi)
Safety and anticavitation valve setting: ................................................................................. 245 bar (3553 psi)
Weight: ................................................................................................................................... 22 kg (48.50 lbs)
The steering valve is a control valve with a pressure valve plunger, directing the oil toward the steering
compensation valve providing a delivery proportional cylinders.
to the movement of the steering valve spool, The steering valve consists of a valve body, spool,
independently from the variation of the load pressure priority plunger, main pressure relief valve and two
(steering cylinder pressure). The steering valve is anticavitation safety valves.
equipped with a priority valve that, when no oil is The main pressure relief valve limits the pressure in
required by the steering system, commutes the steering cylinders to 210 bar.
automatically toward the equipment system. Thus, all As soon as such value is exceeded, the valve opens,
the oil coming from the steering pump flows to the connecting the steering system to the discharge.
equipment control valve. The excess oil, then, is directed to the hydraulic
As soon as the steering wheel is actuated, the priority reservoir and the pressure returns within the maximum
valve feels the pressure drop at one of its ends. The value.
action of the spring, plus the action of the pressure, The safety/anticavitation valves, set at 245 bar,
acting from the opposite side, is capable of moving the protect the two circuits of the steering cylinders from
overloads, when the control valve is in neutral.
9 mm
9 mm
(Stroke) 1 2
A B B
T
A A
P PB
Fig. 4-5 Steering valve
1. Main pressure relief valve - 2. Safety and anticavitation valve - A. Cylinder port - B. Cylinder port - P. Pump port -
PB. outlet port (to main hydraulic circuit) - T. Discharge port.
1 P 4
2
5
SECTION A-A T
3
SECTION B-B
7
A B
7
SECTION C-C
Fig. 4-6 Configuration of steering valve sections
1. Plunger - 2. Main pressure relief valve - 3. Spool - 4. Spring - 5. Spring - 6. safety and anticavitation valve - 7. Safety and
anticavitation valve - 8. Spool spring cover.
4.4 STEERING SYSTEM PUMP
The steering cylinders control circuit is powered by a The pump sucks oil from the hydraulic reservoir, with
two section hydraulic pump. the steering system at rest, sending it 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 206 bar, regulates
power system pilot valve. the maximum pressure of the system, discharging
the pressure in excess.
Fig. 4-7 Installation of the steering pump on the transmission-torque converter group
Notes - 1 Pay attention to the installation 2 Mating surface LOCTITE 509

position of the elastic ring
1. Steering pump - 2. Brakes/power system pump - 3. Coupling sleeve- 4. Torque converter
Steering section
Designation: .................................................................................................................... Kayaba KFP5190

Type: ................................................................................................................................................... gear
Drive: .................................................................................................................................................. gear
Delivery at rated speed: ................................................................................ 208.6 lt/min (55.10 USG/min)
Maximum pressure: ........................................................................................................ 210 bar, 2200 rpm
Engine/pump speed ratio: .............................................................................................................. 0.949 : 1
4 - 10 STEERING SYSTEM W230 EVOLUTION
Delivery side
Suction side
Suction Delivery
Rotation direction
Fig. 4-8 Steering/brakes and power system pump
1. Steering (front pump) - 2. Brakes and power system (rear pump).
W230 EVOLUTION STEERING SYSTEM 4 - 11
7 6 5 4 3 2 1
12 10 11 10 9 8
13 14 15 15 14 13
Section B-B Section A-A
Fig. 4-9 Steering pump sections
1. Mounting flange - 2. Driven gear - 3. Intermediate plate - 4. Centering dowel - 5. Covering plate - 6. Adapter- 7. Brakes/
power system pump - 8. Seals - 9. Washer - 10. Plate - 11. Driving gear - 12. Coupling sleeve - 13. Plate - 14. back-up ring
- 15. Seal.
4.5 STEERING VALVE CONTROL LINKAGE
10
1
4
9
2
10
5 6
2 3 2
11
5
4 10
1
View from A
6 7 1 8
3
Fig. 4-10 Control linkage
Notes - 1 Threaded area: LOCTITE 262 4 251 ± 50 Nm
2 Align with central articulation pin centre line

5 35 ± 7 Nm
3 153 ± 30 Nm 6 89 ± 18 Nm
1. Steering valve - 2. Stroke end screw - 3. Steering box - 4. Rod - 5. Ball joint - 6. Support plate - 7. Rubber pad - 8. Rod -
9. Bearing - 10. Lever - 11. Pin.
The steering control linkage transfers the movement The hinging shaft between the steering control rod
of the steering wheel to the spool of the steering val- and lever 10 (fig. 4.10) stands exactly on the pivot
ve, through the steering box located under the steering axle of the two frames of the machine. In this manner
column (cab). the perfect operation of the steering valve indepen-
dently from the angle of the frames.
(120)
B
35
C
D
30
A = 404 mm
Fig. 4-11 Lay-out of leverage
4.5.1 LEVERAGE INSTALLATION PROCEDURE
- Set the length of the rod at value A indicated in the - Steer the loader on the spot and set the length of
sketch, before installing the leverage. the stop screws so that the gap between front and
- Set the length of stop B and C to the dimension rear frame is 15 mm.
indicated.
4.5.2 OPERATION
1. Steering valve in neutral

If the steering wheel is not turned, the steering valve valve are closed and there is no flow of oil into the
remains in neutral. The cylinder ports of the steering steering cylinders. Thus the loader moves straight.
LEVER
STEERING WHEEL
(STATIONARY)
STEERING BOX
STEERING VALVE IN
NEUTRAL
POWER LINK
PIN
Fig. 4-12 Steering valve in neutral
2. Turning the steering wheel in a clockwise

direction
Operation of the linkage
- When turning the steering wheel in a clockwise - The movement of the steering valve spool, thus the
direction, the gear sector shaft of the steering box entire linkage, is proportional to the turns made by
turns to move the pitman arm in the direction of the the steering wheel. Thus, the steering radius of the
rear side of the loader. loader changes with the rotation of the steering
- The movement of the arm, moves the lever through wheel.
the rod, pushing the spool of the steering valve. - The speed of operation of the linkage is determined
- When the steering valve is open, pressurised oil by the rotation speed of the steering wheel and
from the steering pump is delivered to the steering changes with the opening of the oil passage to the
cylinders, that move the front frame rightward, cylinders.
steering the loader in a clockwise direction.
ROD
ROTATION OF
LEVER
SUPPORT
POINT
LEVER
ROTATION OF ROTATION OF
RELAY LEVER STEERING
WHEEL CLOCKWISE
SPOOL PUSHED
LEFTWARD
POWER LINK
Fig. 4-13 Rotation of steering wheel in clockwise direction
3. Operation of the linkage under reaction
- After rotating the steering wheel clockwise, stop it - At his point, the front frame stops rotating,
and hold it in position. The steering linkage stops. maintaining the steering angle arranged by the
- Under the effect of the consequential rotation of the rotation of the steering wheel.
front frame, the linkage returns the rod connected
to the spool of the steering valve into neutral position
as well as the spool.
ROTATION OF THE SPOOL DRAGGED INTO

FRAME RIGHTWARD NEUTRAL POSITION
ROD
SUPPORT
POINT
ROD
LEVER ROTATION
Fig. 4-14 Operation of the linkage under reaction
4. Rotation of the steering wheel in

anticlockwise direction
When the steering wheel is rotated leftward, the spool Also the operation of the linkage under reaction is
is pulled toward the rear side of the loader, allowing opposite, although the spool is returned, in any case,
pressurised oil to flow toward the cylinders in a into neutral, as a consequence of the stopping of the
direction opposite to the situation of the clockwise steering wheel.
steering.
LEVER ROTATION
SUPPORT
POINT
ROTATION OF
STEERING WHEEL
RELAY LEVER ANTICLOCKWISE
ROTATION
SPOOL PULLED
RIGHTWARD
Fig. 4-15 Rotation of the steering wheel in anticlockwise direction
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;
rod. - disconnect the oil pipes;
- from the rod side, loosen the retaining plate securing
Specifications: screw and extract the pin;
Cylinder bore ..................................... 80 mm (3.14") - disconnect the greasing pipe of the pivot pin from
Rod diameter ..................................... 45 mm (1.77") the left cylinder;
Piston stroke ............... 542 ± 2 mm (21.33 ± 0.07") - from the bottom side, loosen the retaining plate
Weight ............................................... 34 kg (75 lbs) securing screw and extract the pin;
- 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. 4-16 Steering cylinder components
Notes - 1 460 Nm 3 16.5 Nm
Threaded area: Loctite 767 4 Pressure pick-up (PT1/8)
2 1050 Nm
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
from the cylinder rod (8). movements 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, burring

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 disassembly

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 .
4.7 STEERING EMERGENCY CIRCUIT
General description
The emergency steering circuit has the purpose of when the machine is moving forward or backward,
allowing the steering of the machine, in the event of the flow of oil to the emergency circuit is ensured.
accidental cutting-off of the engine or in case of failure The oil sucked by the emergency pump flows, through
of the main steering pump. a multiple check valve, to the diverter valve that, in
Its intervention is signalled by the activation of an case of failure of the steering pump, acts in a manner
indicator light located on the right of the dashboard. allowing the flow of oil toward the steering control val-
The configuration of the device includes a gear pump ve and the cylinders.
keyed directly to the 3rd - 4th speed shaft, so that,
Steering valve
Equipment-
steering-brakes
pump 1.5 bar
Steering
emergency
pump
Cab dashboard
C H
Emergency steering
indicator
1\10h
HOUR METER
Fig. 4-17 Emergency steering diagram
4.7.1 COMPONENTS OF EMERGENCY STEERING
Emergency Steering From Steering

Pump Pump
Multiple Check
Valve
Diverter
Valve Check Valve
Check Valve
Fig. 4-18 Components of the emergency steering circuit
1. PUMP
Designation: ........................................................................................................................................ R20150M

Type: ........................................................................................................................................................... gear
Drive: .......................................................................................................................................................... gear
Delivery: ............................................................................................................................................. 55 cc/rate
Max. pressure: ...................................................................................................................... 175 bar (2538 psi)
Max. speed: ............................................................................................................................... 600 - 2500 rpm
Fig. 4-19 Emergency steering pump
2. DIVERTER VALVE
From emergency steering pump
To hydraulic reservoir
To steering valve
Sensor seat
AT
Piloting (from P1
steering pump)
P
Plunger
Fig. 4-20
3. MULTIPLE CHECK VALVE
From Steering Emergency Pump
P
To diverter
valve
A B
T
Discharge
P
A B
Fig. 4-21
SECTION 5
BUCKET BOOMS AND FRAME

TABLE OF CONTENTS
5.1 GENERAL DESCRIPTION ...................................................................................... 5-1

5.1.1 Bucket .................................................................................................................... 5-5
5.1.2 Bucket positioner device ......................................................................................... 5-6
5.1.3 Setting of booms kick-out ....................................................................................... 5-7
5.2 Bucket abutting end plugs ....................................................................................... 5-8
5.3 FRAME ................................................................................................................... 5-10

5.3.1 Frame central pivot ................................................................................................. 5-12
W230 EVOLUTION BUCKET BOOMS AND FRAME 5-1
The load handling system is composed of: booms, The three bucket pivot pins and the lower strut hinging
strut, link, bucket, bucket cylinder, boom cylinders, pin are equipped with O-rings. All pivot pins are
pins. mounted with securing screws.
The bucket positioner device and the boom kick-out For the part relative to bucket and boom cylinders,
ensure an optimised efficiency of the equipment. please refer to Section 6 (Hydraulic system).
All pivot pins of the handling system have dust seals
to prevent the entry of debris.
Linkage: .............................................................................................................................. Zed

Bucket shape: ............................................................................................ DEB, general purpose
Bucket capacity
Heaped: .................................................................................................. 3.5 cu m (3.8 cu yd)
Struck: ................................................................................................................ 3 cu m (3.3 cu yd)
Bucket positioner: .......................................................................................... Mounted (proximity type)
Boom kick-out: ...............................................................................................Mounted (proximity type)
Weight
Booms: .............................................................................................................. 1270 kg (2799 lbs)
Rod: ...................................................................................................................... 66 kg (145.5 lbs)
Link: ......................................................................................................................... 396 kg (73 lbs)
DEB bucket: ....................................................................................................... 1532 kg (3377 lbs)
The data in parenthesis refer to an optional bucket.
5-2 BUCKET BOOMS AND FRAME W230 EVOLUTION
3 4
11
8 9
7 7
12
8
12
9 11
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
1 1
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. (0.19") diam. hole of the

bush must be aligned with the
centre line of the link and cylinder
ringes.
D
D
Section D-D
Duter lube groove
Bush installation diagram
Immer lube groove
Fig. 5-3 Installation of equipment central hinging bushes.
Note — On 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 available. The choice of the type of bucket, as a
edge, is supplied as a standard. Upon request, a function of the material and the work conditions, is
welded cutting edge and a bolted teeth version is essential, to ensure an efficient performance.
(Multiple purpose bucket with reversible cutting

edge, DEB)
Note - 1 1070 Nm 1
(Multiple purpose bucket with bolted teeth)
Note - 1 1940 Nm
2 1070 Nm
2
1
Fig. 5-4 Bucket
5.1.2 BUCKET POSITIONER DEVICE
Setting of automatic bucket positioner WARNING

The purpose of the bucket positioner is to stop the Prior to setting the bucket automatic positioner,
bucket at a predetermined digging angle. (It is set at apply the parking brake. Do not allow anyone to
the Plant so that the bucket is parallel with the ground stand near the loader equipment.
surface)
As an example, when the equipment control lever is
moved into the roll-back position, after dumping a load,
the lever is kept in this position until the bucket rea- Setting procedure
ches the pre-defined angle. Then the lever is automa-
tically returned to neutral. - start the engine and position the bucket on the ground
parallel to it;
- cut-off the engine;
Notice — Do not apply an excessive force on the - loosen nut 3;
bucket cutting edge during the roll-back. Cracks and
- slide the device in the slot until the tip of rod 1 is
damages could be caused to the bucket and other
aligned with sensor 2;
accessories that could have been mounted. The set-
ting of the bucket automatic positioner can be perfor- - tighten nut 3.
med, by setting the position of the proximity switch. The maximum actuating distance of device 2 indicated
The bucket automatic positioner is set so that the with respect to bar 1 is 5 mm (0.19"). To comply with
bucket is parallel with the ground surface. In the event this tolerance, actuate nut 3 appropriately.
it is necessary to change the setting, operate as fol-
lows:
4 B
2
3
Fig. 5-5 Bucket positioner
1. Positioner bar - 2. Proximity switch - 3. Switch setting nut - 4. Bucket positioner indicators
5.1.3 SETTING OF BOOMS KICK-OUT
The kick-out device stops the loader booms at a pre- The maximum lifting of the booms can be adjusted
determined heights, during the raise phase. (It is set proceeding as follows:
at the Plant at a height just below full stroke). - start the engine and raise the booms to the maxi-
When the booms raise lever is pulled backward, be- mum height desired;
yond the stroke end, it is kept automatically in detent - cut-off the engine;
by a solenoid inside the pilot valve. This type of detent - loosen securing screws "4" and move plate "2" as
makes the loader booms to raise automatically until required;
a pre-determined height is reached, to which corre- - tighten the securing screws;
sponds the release of the control lever, that returns to - start the engine and raise the booms a few times to
neutral position. make sure that the position is correctly set.
The maximum actuating distance of the device with
respect to plate "5" is 5 mm (0.19"). To comply with
such tolerance, please move the securing nuts of
sensor "1" as required.
2 4
Fig. 5-6 Stop booms device
1. Proximity switch - 2. Bracket - 3. Boom - 4. Setting screws - 5. Plate.
5.2 BUCKET ABUTTING END PLUGS
MAX LENGHTH - 5 mm (0.19")
A
30
580
Fig. 5-7
Set lower bucket hinging pin axis at 580 mm (22.83 in) from ground.
Extend bucket cylinder to its max. position and then retract it by 5 mm (0.19").
Weld the two upper abutting end plugs "A" to the bucket. Plug thickness shall be equal to the span between boom
and bucket.
20
Fig. 5-8
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") max.
5 - 10 BUCKET BOOMS AND FRAME W230 EVOLUTION
5.3 FRAME
The frame is of a welded steel plate type with two WARNING

pivoting modules, with the equipment mounted on the
front module and the engine-transmission group on Never attempt any modification to the ROPS (Roll
the rear one. Over Protection Structure) if installed, unless it is
previously authorised by the Manufacturer. In the
event the ROPS is damaged or distorted as a result
of a roll-over or a collision, it is recommended
that it is replaced with a new one, since a damaged
or distorted 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. Cap - 3. Cover - 4. Seal - 5. Shim - 6. Valve - 7. Split pin - 8. Bearing - 9. Cap - 10. Cap - 11. Seal - 12. Shim
- 13. Screw 16x120 - 14. Grease fitting - 15. Front frame - 16. Pin - 17. Shim - 18. Shim - 19. Pin - 20. Screw 16 x 25 - 21.
Washer - 22. Bushing - 23. Pin - 24. Bushing - 25. Bushing - 26. Washer 16 x 30 x 3 - 27. Screw 16 x 55 - 28. Screw 16 x
100 - 29. Shim - 30. Washer - 31. Shim - 32. Rear frame.
W230 EVOLUTION BUCKET BOOMS AND FRAME 5 - 11
(Upper hinging)
3 1
1 7
4 2
3
8
(Lower hinging)
13
3 1
14
15
16
10
17 4
11
12 18
1
2
Fig. 5-10 Central hinging
Notes - 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.
5 - 12 BUCKET BOOMS AND FRAME W230 EVOLUTION
Fig. 5-11 Rear ballast installation
Note - 1 1510 Nm Ballast weight: 2.350 kg (5.180 lbs)
5.3.1 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 steering.
WARNING
The steering action could crush the body betwe-
en the two modules (front and rear) of the frame.
Block the articulation with the safety bar, prior to
transporting the machine or performing repair
interventions. On the other hand, relocate the sa-
(With loader under repairs)
fety bar in its original position, prior to starting
operating the machine.
Fig. 5-12 Safety bar
SECTION 6
EQUIPMENT HYDRAULIC SYSTEM

TABLE OF CONTENTS
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 ............................................................................... 6-14

6.4.1 Description .............................................................................................................. 6-15
6.4.2 Pilot valve ............................................................................................................... 6-15
6.4.3 Equipment single lever control (variant) ................................................................... 6-18
6.4.4 Description of operation .......................................................................................... 6-19
6.4.5 3rdfunction control for single lever pilot valve ........................................................... 6-21
6.5 HYDRAULIC OIL RESERVOIR ................................................................................ 6-22
6.6 CYLINDRES ........................................................................................................... 6-23

6.6.1 Booms cylinder ....................................................................................................... 6-23
6.6.2 Bucket tilt cylinder .................................................................................................. 6-23
6.7 L.T.S. ANTI-PITCHING SYSTEM (VARIANT) ......................................................... 6-26

6.7.1 Description .............................................................................................................. 6-26
6.7.2 Discharge of the accumulators ................................................................................ 6-26
6.7.3 L.T.S. hydraulic diagram .......................................................................................... 6-28
6.7.4 Functional tests of L.T.S. system ............................................................................ 6-29
6.7.5 Check of L.T.S. accumulator precharge ................................................................... 6-30
6.7.6 Instructions for the resetting of accumulator precharge ........................................... 6-31
6.8 SUPPLEMENTARY HYDRAULIC FUNCTION (VARIANT) ....................................... 6-32
6.9 TROUBLESHOOTING ............................................................................................. 6-34

W230 EVOLUTION EQUIPMENT HYDRAULIC SYSTEM 6-1
The configuration of the hydraulic system is as follows: Once the speed of 7 km/h (4.3 mp/h) is exceeded, a
An hydraulic oil reservoir with a capacity of 97 l (25.62 solenoid valve automatically activates the system,
USG), capacity of the system about 160 l (42.26 USG) connecting the cylinder chambers with the
mounted centrally on the right side of the loader, com- accumulator and allowing the actuation of the damping
plete with filter protected by a by-pass valve set at 1 effect.
bar, located on the return oil circuit from the actuators. A sequence valve set at 120 bar (1740 psi), has the
An hydraulic pump with a by-pass valve mounted on function of protecting the accumulator from pressure
the transmission housing and driven by a gear secured peaks.
to the converter pump wheel.
A two-section, monobloc type control valve receives
the oil from the pump, setting the system pressure
through a main pressure relief valve set at 206 bar.
The control valve, as already stated is a two section
series type feeding two circuits: bucket roll back/dump
and boom raising and lowering.
Each one of these two circuits is equipped with safety
and anti-cavitation valves, preventing dangerous
pressure peaks that could occur in the pipes and
cylinders. Each section is equipped with a spool,
hydraulically piloted by a power assisted pilot valve;
the control valve control circuit operates at a pressure
of about 30 bar (435 psi) and it is connected with the
brakes circuit. The pilot valve can be hydraulically cut-
off by a three-way diverter valve (stop valve), so that
the accidental actuation of the levers, causing possible
undesired reactions by the equipment, is prevented.
The equipment control valve is connected with the
steering circuit. The excess oil arriving from the
steering pump is sent, with steering in neutral, to the
equipment circuit through a priority valve.
The circuit includes also, as an optional, a stress
reducing device when the machine is travelling on
rough terrain with a full bucket, the device is called
L.T.S. (Load Travel Stabiliser).
It is known, in fact, that during the travel of the
machine on rough terrain, the load of materials causes
a troublesome pitching of the unit, reflecting on the
stability of the machine itself, of the load and on the
operator’s comfort.
In this case, a big hydraulic accumulator, pre-loaded
with nitrogen and capable of absorbing the dynamic
loads, is connected through a block of valves with
the boom cylinders.
6-2 EQUIPMENT HYDRAULIC SYSTEM W230 EVOLUTION
Torque converter
housing
Oil reservoir
Pump
Main hydraulic
circuit
Bucket
dumping
cylinder
Control
valve
Boom left
cylinder
Fig. 6-1 Equipment hydraulic system
A T
NEUTRAL
BOOM
CYLINDERS
STEERING VALVE
B STOP VALVE
P
B2 EQUIPMENT
PILOT VALVE 1 3
274 bar
X A2
Pb2 Pa2 A1
B1 B1
230 bar 186 bar
2
A1
BUCKET Pb1 Pa1 A2

CYLINDER
B2
206 bar T
T1
P1 P2 T2
ACCUMULATOR
TO PARKING BRAKE
Y PRESSURE
TO DISCHARGE FROM RELIEF VALVE
STEERING VALVE
0.7 l
X2 B FROM STEERING VALVE 19 bar (5 l/min) FROM BRAKE VALVE

(PRIORITY VALVE) (FEEDING)
M P
X1
LTS VALVE
(OPTIONAL)
MX MA A Y T 30 bar
PV T
HEAT
EXCHANGER
EQUIPMENT PUMP
WITH QUICK
DISCHARGEVALVE
172
x
bar
RETURN
FILTER
EQUIPMENT PUMP 1 bar
OIL RESERVOIR
Fig. 6-2 Equipment hydraulic system
6.2 HYDRAULIC SYSTEM PUMP
The circuit controlling the hydraulic cylinders is The pressure established in the delivery circuit is
powered by an hydraulic pump sucking oil from the proportional to the performance required and it is, in
hydraulic reservoir and sending it to the equipment any case, limited by the pressure relief valve.
control valve. This valve, set at 210 bar (3046 psi), regulates the
maximum pressure of the system, discharging
pressure in excess.
Note - 1 Pay attention to the mounting position

of the circlip
2 1
1
B 6
Fig. 6-3 Installation of pump on transmission/torque converter group
A. From hydraulic oil reservoir (suction) - B. To equipment control valve (delivery) - 1. Equipment pump - 2. Pump drive
sleeve - 3. Torque converter - 4. Transmission pump - 5. By-pass valve - 6. O-Ring.
Designation: ..................................................................................................... Kayaba KFP5163CY-SNH

Type: ................................................................................................................................................. gear
Drive: ................................................................................................................................................ gear
Flow rate at nominal speed: .............................................. 146 l/min a 170 bar (36.57 USG/min 2466 psi)
Max. pressure: ............................................................................................................. 210 bar (3046 psi)
Engine/pump speed ratio: ........................................................................................................... 0.949 : 1
Pump speed: ................................................................................................................... 600 ÷ 2500 rpm
Weight: .......................................................................................................................... 42 kg (92.60 lbs)
37 35 36 38 14 9 5 1 3 4 13 11
B A
E
D C
B A
6 7 6 7
10 2 5 10 12
Detail C Detail D 6 6 7 8
7
8
26 30 29 28 27 24 30 25 30
32
23
20
22 22
31
17 19 21 34 33 15 16 18
Section B - B Section A - A
Longitudinal section
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. Valve
(check) - 17. Plug - 18. Elastic ring - 19. Spring - 20. Plug - 21. O-Ring - 22. O-Ring - 23. Nut - 24. Setting valve - 25. Nut - 26.
Plug - 27. Spring guide - 28. Spring - 29. Rod - 30. O-Ring - 31. Plug - 32. O-Ring - 33. Plug - 34. O-Ring - 35. Screw (L= 85.5
mm) - 36. Screw (L= 132 mm) - 37. Screw (L= 188.5 mm) - 38. Washer.
6.2.1 INSPECTION AND REPAIR OF

EQUIPMENT PUMP
When disassembling, mark all components so that Suction

they can be re-installed in the correct position. chamber
After cleaning each individual item, inspect all the parts
of the pump. a
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 itself.
Consequently, once the pump starts running, marks
left by the gear teeth are shown around the suction
port (fig. 6-5).
The contact mark is normal as long as it is less
than 1/2 the inner circumference of the gear cavity.
Dimension a of the mark depth (fig. 6-6) is normal
if it as about 0.05 mm (0.0019 in). When dimension
a exceeds 0.15 mm (0.0059 in) also the shaft and
bearings can wear out. Thus, these items as well, Contact mark
must be thoroughly checked.
If a is ≥ 0.15 mm (0.0059 in), replace the pump
with a new one. Fig. 6-6 Dimension of mark depth
2) Driving and driven gear

In case the shaft or the gear surface shows
roughness felt by running a finger nail, or in case
the surface of the teeth shows excessive wear
Suction zones, it is necessary to replace the item.
chamber
d
Ø
Contact mark
Fig. 6-5 Gears intermediate plate Fig. 6-7
3) Pressure plate (9, fig. 6-4)

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 plates
4) Mounting flange (4) and plate (5) (fig. 6-4)

For what the mounting flange and the cover flange
are concerned, perform the check to verify a
possible wear concentrated 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
EQUIPMENT CONTROL VALVE

2 - SPOOL (PILOT CONTROLLED)
Model: ...................................................................................................................... Kayaba KVML-270-2

Type: ................................................................................................... In series - 2 spools pilot controlled
Spool sequence: .............................................................................. P ––> BUCKET ––> BOOMS ––> T
Setting of main valve: ................................................................................. 210 ± 5 bar (3046 ± 72.5 psi)
Setting of safety and anticavitation valve (A1): ............................................ 230 ± 5 bar (3336 ± 72.5 psi)
Setting of safety and anticavitation valve (B1): ............................................ 186 ± 5 bar (2698 ± 72.5 psi)
Setting of safety and anticavitation valve (A2): ............................................................. 274 bar (3974 psi)
Delivery: ......................................................................................................... 270 l/min (71.32 USG/min)
Weight .............................................................................................................................. 54 Kg (119 lbs)
6.3.1 GENERAL DESCRIPTION
The equipment control valve is a 2 spools monobloc

type.
The internal oil passages are of the series type so
that the bucket function has the priority on the boom
function. The pressure oil therefore reaches the boom
outlet port only when the bucket spool is in neutral
position.
The control valve is hydraulically actuated by means
of a pilot valve located in the cab; it is equipped with a
main pressure relief valve and three safety and
anticavitation valves.
When the pressure in the system exceeds the value
of 206 bar, the main pressure relief valve discharges
oil to protect cylinders and pipes.
The safety and anti-cavitation valves protect the
relevant circuits from sudden pressure peaks due to
mechanical loads on the equipment capable of causing
a pressure increase beyond the pre-set value, and they
are mounted on the single spools of the control valve.
6 - 10 EQUIPMENT HYDRAULIC SYSTEM W230 EVOLUTION
View from C
3 4
Fig. 6-10 Equipment 2 spool control valve
1. Safety and anticavitation valve (186 bar ±10) - 2. Main pressure relief valve (206 bar ± 10) - 3. Safety and anticavitation valve (274
bar ± 10) - 4. Safety and anticavitation valve (230 bar ± 10) - A1 - B1 Bucket spool section - A2 -B2 booms spool section -
P1. Oil inlet (from pump) - P2. Oil inlet (from steering valve)- T1. Discharge - T2. Discharge (from steering valve).
W230 EVOLUTION EQUIPMENT HYDRAULIC SYSTEM 6 - 11
6.3.2 MAIN PRESSURE RELIEF VALVE
The main pressure relief valve is located in the inlet

section, between the neutral duct and the low pressure b) Operation (A)
duct (discharge duct).
When the pressure in neutral duct (HP) increases
and exceeds the pressure setting of the main relief
valve piloted valve (5) opens. Pressurised oil,
discharged by the pilot valve, enters low pressure
Operation duct (LP), flowing through sleeve (4) and valve
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
on which the pressure actuates, main valve (1) 4
stays closed in its seat in sleeve (4).
6
LP
HP
4 LP
5
LP
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 Pressurized oil, in the port connected to cylinder
discharge 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
difference on which the pressure works, the two
valves are kept closed, one against the other.
LP
LP 2
HP
HP
LP
1 3 5
1 LP 3
Fig. 6-14 At rest
Fig. 6-13 Operation (B)
b) Operation (A)
When the pressure in the port connected to cylinder

6.3.3 SAFETY AND ANTI-CAVITATION VALVES
(HP) increases and exceeds the setting of the
safety pressure, pilot valve (4) opens.
Pressurized oil, discharged by the pilot valve,
The safety and anti-cavitation valves are mounted in
enters low pressure duct (LP) flowing through
the bucket and booms sections.
make-up valve (2) and valve seat (5).
In the bucket section, a valve is located between port
(A1) connected with the cylinder (bottom side) and
the discharge duct, and a valve between port (B1)
connected with the cylinder (rod side) and the 5
discharge 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 HP
two valves configurated, respectively, between the
ports connected with the cylinder chambers and the
discharge.
LP 4
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
raer side of piston valve (1) decreases, moving cylinder is lower than the value in low pressure
piston valve (1). Consequently, the orifice of piston duct (LP), being a condition for potential cavitation,
valve (1) closes so that the pressure on the rear make-up valve (2) moves proportionally to the
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
d) Operation (C)
The pressure acting on the opposite surfaces of

safety valve (3) are unbalanced. Due to this
pressure difference, the safety valve opens so that
pressurized oil can be discharged directly from port
(HP) connected to the cylinder, to low pressure
duct (LP).
LP
HP
LP 3
Fig. 6-17 Operation (C)
6.4 CONTROL VALVE CONTROLS
3 functions hydraulic
pilot valve
Three way pilot valve

cut-off
Radiator
Piloting/brakes pump
From brake valve

Steering pump
To brake valve
Pilot system
pressure
regulating valve
accumulator
Brakes/pilot valve
high pressure filter
Implement
control valve Heat exchanger
Third hydraulic
function lever
To reservoir
To control valve To control valve Feeding
(port PV)
Fig. 6-19 Equipment control valve assembly
Note — The lay-out represent the variation regarding the 3 functions hydraulic pilot valve.
6.4.1 DESCRIPTION
The control system of the control valve is of a power

assisted type with different levers for the functions: WARNING
booms lowering/raising and bucket roll-back/dumping.
The control valve spools are actuated by hydraulic The piloting system of the control valve is
connections. The circuit pressure (30 bar) is ensured equipped with a safety device allowing its cutting-
by a pressure relief valve equipped with an hydraulic off. Actuate the cut-off device to lock the control
accumulator. levers in neutral position when the equipment is
It is possible to install, upon request, a third lever not in use.
controlling a third spool of the control valve, in case it
becomes necessary to mount a special type of
equipment requiring a third hydraulic function.
A questo proposito, il supporto in cabina é predispo-
sto a ricevere la terza leva di comando.
6.4.2 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, the relevant control levers are forced full stroke. The
moving the corresponding spool. levers can be, in any case, disengaged at any
moment.
20.5° 20.5°
Valve body Valve body

assembly assembly
(for bucket) (for booms)
Connecting
screw
(Code)
P
[1] [3]
[3]
Booms
A2 A1 P
1: Port A1 - coil side (booms A1
T
B2 B1 raise) B1
[2]
[1] 2: Port A2 - coil side (bucket
[2] roll-in) A2
Bucket
B2
3: Port B1 - coil side (float)
T
Bucket Booms
Fig. 6-20 Pilot valve
16
1
17
2
3
4
12
13
5 14
15
6
7
8
9
19 18
10
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 ans 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 Bucket 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. Cap - 16. Piston - 17. Guide - 18.
Screw connecting upper and lower boides - 19. Dust boot - 20. O-Ring - 21. Electrical connections.
6.4.3 EQUIPMENT SINGLE LEVER CONTROL (VARIANT)
Output
Maximum torque on levers: 80 Nm pressure (bar)
15˚ Tightening torque on ports: 30 Nm
24˚ 17˚
Prefeeling on ports 1,3,4
Push rod
stroke (mm)
Lever
angle (dg)
4 P
2
T 1
View F F
2
1 2 3
4
4 5 6
7 8 9
View F F
1 2 3
4 5 6
REPERE
CONNECT. REPERE COLOR
CONNECT. WIRE
1
El. detent port 1 1 Gray
4
2 2 Black
El. detent port 3 3 Red
5
3 4 Blue
El. detent port 4 5 Yellow
6
6 Green
7 White
8 Brown
9 None
Fig. 6-23 Single lever pilot control
6.4.4 DECRIPTION OF OPERATION
Piloting device with stroke-end detent.

The pilot valve operates as a direct control pressure
reduction valve.
It includes, essentially, control lever (1), four pres-
sure reduction valves, body (6) and stops. Each pres-
sure reduction valve is composed of control spool (2)
actuating spring (3) reaction spring (4) plunger (5). In
rest condition, control lever (1) is held in neutral posi-
tion by reaction springs (4). Ports (1, 2, 3, 4) are con-
nected to tank port T through duct (8). When control
lever (1) is pulled, pusher group (5) is moved against
reaction spring (4) and actuating spring (3). Actuating
spring (3), at first, moves control spool (2) downward
and closes the connection between the relevant port
and tank port T. At the same time, the relevant port is
connected to port P through duct (8). The control phase
begins as soon as spool (2) balancing between the
force of actuating spring (3) and the force resulting Electro-magnetic
from the hydraulic pressure in the relevant ports 1, 2, lock
3, 4. Due to the interaction between actuating spool
(2) and actuating spring (3) the pressure in the rel-
evant ports is proportional to the stroke of pusher
group (5) thus to the position of control lever (1).
This controls allows the proportional hydraulic actua-
tion of the equipment control valve.
Rubber boot (9) protects the mechanical components
from contamination, thus these piloting units are suit-
able also under the most unfavourable operating con-
ditions.
Stroke-end detent
Only the ports requiring a stroke-end detent of the
control lever are equipped with this device.
Solenoid block
An additional spring (7) under plate (12)warns by in-
creasing the force required to press this spring, that
the stroke of pusher group (5) and control lever (1) is
nearing its limit. Once this limit is reached, ring (10) is
touching solenoid armature (11). If the solenoid is
energised, control lever (1) is held in this position by
the magnetic force. The block is released automati-
cally, once the solenoid is de-energised.
Hydraulic system Port 4 Port 2
Fig. 6-24
2
3
Torque: 30 Nm
5
7
Torque: 10 Nm 9 Port 2
Port 1-3-4 8
Torque: 10 Nm
9 Port 2
Torque: 10 Nm 1 HANDGRIP ASS.LY
6 2 LEVER GROUP
Torque: 48 Nm 3 GROMMET
10 4 BUTTON KIT
5 NUT
13 Port 2 6 SHIM SET
11 7 JOINT HOLDER PLATE
14 Port 2
8 U-JOINT GROUP
18 9 PUSHER GROUP
Port 1-3-4 12 10 CENTRAL U-JOINT
11 FLANGE
12 SOLENOID 24 VOLT
13 INTERMED. PISTON
14 PISTON GUIDE
16 16 PROT. BUSH GROUP
Torque: 5 Nm
17 PLUGS
19
18 6-WAY BLOCK
17 19 VALVE BODY
Fig. 6-25 Single lever pilot valve components
CONTROL PORT DESCRIPTION HIDRAULIC SPCIFICATIONS

PORT FUNCTION DETENT TYPE BACKPRESSURE AT PORT T ≤ 3 bar
1 BOOM LOWERING/ FLUID FLOW ON PILOT LINES 16 L/min. Max
FLOAT ELETRICAL (PTO 1-2-3-4) (4.22 USG/min)
2 BUCKET DUMP WITHOUT DETENT HYDRAULIC FLUID Mineral oil
(HI-TECH 46)
3 BOOM RAISE WORKING TEMPERATURE RANGE -20 ~ +80 °C
ELETRICAL (From -4 to 176 °F)
4 BUCKET ROLL-BACK ELETRICAL FLUID VISCOSITY RANGE 10 ~ 380 mm2/sec
FLUID MAX DEGREE OF CONTAMINATION. NAS 1638
SOLENOID POWER SUPPLY:24V-DC class 9
FLUID RECOMMENDD FILTRATION ß10 ≥ 75
POWER CONSUMPTION FOR EACH SOLENOID: 8W
6.4.5 3RD FUNCTION CONTROL FOR SINGLE LEVER PILOT VALVE
pressure
Output
1 2
(bar)
1 25˚ 25˚ 2
Pushing
stroke
T Lever
T angle
T P
P P
1 2
4
1 HYDRAULIC CONNECTIONS DATA:
Ports P, T, 1, 2: G1/4 Pipe thread ISO228-1;
ISO 1179 matching port type
5 2 1 HANDGRIP
2 GROMMET
3 LEVER
6
4 LEVER SECURING GROUP
3 (tightening torque of screws: 1.2 Nm)
5 LEVER FULCRUM
6 COVER GROUP (tightening torque
of screws: 8 Nm)
7 PLATE
7
8 PISTON GROUP
9 SPRINGS
10 VALVE BODY
Technical data, mechanical
8 Inlet pressure bar up to 50 (725 psi)

Back presure at port T bar up to 3 (43.5 psi)
Control fluid flow (P to 1-2) lt/min up to 16 (4.22 USG/min)
Hysterisis bar up to 1 (14.5 psi)
9 Pressure fluid
1)
Mineral oils (HL, HLP) to DIN 51524
1)
suitable for NBR seals Phosphate aster (HFD-R)
2)
suitable for FPM seals
Pressure fluid temperature range From - 20 to + 80
Viscosity range From 10 to 380
Degree of fluid contamination maximum permissible degree of contami-
nation of the pressure fluid is to NAS 1638
class 9. We, therefore, recommnd a filter
10 with a mini-mum retention rate of ß10 ³ 75
Max. permissible lever actuating
moment Nm 10 in operation
Nm 80 for an exceptional, one time loading
Weight (dependent on the actuating element) 1.6 to 2 kg (3.5 to 4.4 lbs)
Fig. 6-26 3rd hydraulic function pilot valve for single lever equipment control
6.5 HYDRAULIC OIL RESERVOIR

Type ................................................................................................................................................. Pressurised
Capacity of reservoir .............................................................................................................. 160 l (42.26 USG)
Setting of by-pass valve on oil filter ............................................................................................ 1 bar (14.5 psi)
Filter on return .................................................................................................................. filtering capacity 15µ
The reservoir contains the hydraulic oil for the main Inside the reservoir a filter is mounted, on the oil return
hydraulic system, the steering system and the brakes line, equipped with a by-pass valve that, in case of
system. clogging of the filtering element, discharges the oil
directly into the reservoir.
2
3
4
5 6
B
H ➤
E ➤ C
D ➤
➤
B A
➤
F ➤
E
13
12
11
Fig. 6-27 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
Booms cylinders:
Type: ......................................................................................................................... Kayaba double acting
Q.ty: ........................................................................................................................................................ 2
Inside diameter of cylinder: ................................................................................................. 160 mm (6.30")
Diameter of rod ..................................................................................................................... 90 mm (3.54")
Cylinder rod stroke ............................................................................................................ 880 mm (34.64")
Weight (unit) ....................................................................................................................... 191 Kg (421 lbs)
Bucket cylinder:
Type: ......................................................................................................................... Kayaba double acting
Q.ty: ........................................................................................................................................................ 1
Inside diameter of cylinder: ................................................................................................. 190 mm (7.48")
Diameter of rod: .................................................................................................................... 95 mm (3.74")
Cylinder rod stroke: ........................................................................................................... 550 mm (21.65")
Weight (unit): ................................................................................................................. 188 Kg (414.4 lbs)
6.6.1 BOOMS CYLINDER
The two boom cylinders are double acting. The

cylinders are extended or retracted, respectively to
raise or lower the booms. The booms cylinder is
composed of: cylinder sleeve, head, rod, piston and
seal pack.
6.6.2 BUCKET TILT CYLINDER
The bucket tilt cylinder is double acting. Depending

upon the extension or retraction of the cylinder, the
bucket is rolled-in or tilted by the linkage composed
of the strut and rod.The bucket cylinder is composed
of: cylinder sleeve, head, rod, piston and seal pack.
1
5 6 3 8 7 9 10 11 12 2
13 3
1 2 4 15 14
(Inner Section)
17 18
16
4
Fig. 6-28 Boom cylinder
Note - 1 603 Nm
2 5200 Nm
3 57 Nm (after tightening cold head in 2 places)
4 51 Nm
1. Mud scraper - 2. Sliding ring - 3. O-Ring - 4. Seal - 5. Front head - 6. O-Ring retainer - 7. Cylinder sleeve - 8. Rod - 9. Slide
ring - 10. Seal Ring/O-Ring - 11. Piston - 12. Lock nut - 13. Lock screw - 14. Steel ball - 15. Shim - 16. Steel pipe -
17. Bushing - 18. Mud scraper.
12 2 3 5 4 7 9 8 6 2
1
10 3
1 7 6 13 11
(Inner Section)
14 15
16
Fig. 6-29 Bucket cylinder
Note - 1 1140 Nm
2 13900 Nm
3 57 Nm (after tightening cold-head in two places)
4 92.4 Nm
1. Mud scraper ring - 2. O-ring holder - 3. O-Ring - 4. Cylinder sleeve - 5. Rod - 6. Seal - 7. O-ring - 8. Piston - 9. Seal/o-ring
- 10. Holding screw - 11. Steel ball - 12. Front sleeve - 13. Shim - 14. Bush - 15. Mud scraper - 16. Steel pipe.
6.7 L.T.S. ANTI-PITCHING SYSTEM (Variant)
6.7.1 DESCRIPTION POSITION 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 (4.3 mp/h) 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; The indicator stays constantly ON.
- A piston type accumulator (oil capacity = 5.5 Liters; This position is useful only to allow the discharge of
gas capacity = 6 Liters) preloaded with nitrogen and the accumulator in view of maintenance or repair in-
connected to the boom raise/lowering cylinders; terventions (for this purpose, it is necessary to place
- A valve block controlled by a solenoid valve. the equipment control valve in float position).
This position can be used for occasional operation
only, to obtain the cushion effect at speeds below
5 km/h (3.1 mp/h).
IMPORTANT - For an efficient performance of the

L.T.S. system, the boom must be free to move.
Do not use the L.T.S. system when travelling on open
L.T.S. system ON roads requires the locking of the boom.
The system is activated by a switch (incorporating an

indicator) located on the dashboard.
WARNING - DANGER
Prior to any maintenance intervention on the equip-
ment and the L.T.S. system it is required that the
The L.T.S. switch has three positions: accumulator is discharged to avoid the exit of pres-
surised fluid.
6.7.2 DISCHARGE OF THE ACCUMULATORS
To discharge the accumulator, proceed as follows:

- start the engine at idle speed;
- place the L.T.S. switch on position 2 (the indicator
must come ON);
0 1 2
- position the bucket flat on the ground;
- lock the equipment control lever in "Float" position;
- waiting a few seconds in this position the accumula
Fig. 6-30 L.T.S. three position switch tor is discharged.
Transmission pilot valve
to LTS power relay
Automatic transmission
logic box
A.T.C.
LTS control switch
To "est-37"
transmission
controller
Steering
valve
LTS valve
Hydraulic accumulator
Fig. 6-31 Components of the 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 L.T.S. VALVE
TYPE MHRSM25 B2X/EG26C4M
X2 B
Y
X1
MA
MX
Fig. 6-32 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. Equipment control valve - 8. Boom cylinders.
6.7.4 FUNCTIONAL TESTS OF L.T.S. SYSTEM
Testing of electrical system Raise the boom to max. height and insist in this posi-
tion (valve activation) for about five seconds.
Start the engine. Lower the bucket to the ground.
Place the L.T.S. switch on position 2; the indicator Engage the L.T.S. system placing the L.T.S. switch
must come ON. into position 2 (the indicator must come ON).
Bring the engine to medium/high speed and raise the The bucket should raise about 200 mm (7.87 in).
boom to max. height.
Lower quickly the boom and stop it suddenly at

midlevel.
Test of hydraulic circuit between boom cylinders,
The boom must oscillate before stopping and no wav- bottom side, and accumulator
ing movements must be felt in the cab.
Start the engine and run it at idle speed.
Bring the engine speed back to idle and move the
L.T.S. switch to position 1. With flat bucket, raise it about 30 cm (11.81 in) from
the ground.
The indicator must remain OFF.
Lift the machine from the ground by tilting the bucket.
Engage second speed and start the machine.
Move the equipment pilot valve to "Float" position so
When the speed of the machine reaches 5 km/h (3.1 that the machine drops to the ground.
mph), the indicator in the switch must come ON.
Engage the system positioning the L.T.S. switch on
Slow down the machine and stop it; the indicator must position 2 (the indicator comes ON) so as to discharge
go OFF. the accumulator.
Move the pilot valve back to neutral.
Roll-back the bucket: the boom should drop until touch-

ing the ground.
Valve opening test
The scope of the test is to check the opening of valves

(4 and 5, fig. 6-30).
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 CHECK 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 at 15°C
(59°F) with a 6 Ltr capacity.
D1
Important — A precharge of the accumulator lower
than the nominal value, can cause a defective opera-
tion of the L.T.S. anti-pitching system. D
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 equip-
ment 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:
- remove protection cover (1, fig. 6-33); Accumulator
- loosen 1/2 turn screw (2) with an Allen wrench;
- install tool (D) 75298472 on the accumulator
connection;
- 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.
2
If the pressure is below the nominal value, recharge
the accumulator.
After re-closing screw (2) using handle (1) discharge
the nitrogen accumulated in block (D) opening cock Fig. 6-33
(D2).
D. Tool 75298472 - D1. Handle - D2. Discharge cock -
M. Pressure gauge- 1. Protection cap - 2. Threaded plug.
6.7.6 INSTRUCTIONS FOR THE RESETTING OF

ACCUMULATOR PRECHARGE
With tool applied to the accumulator connection - Close the valve of the nitrogen bottle.
proceed 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 pressure
bottle equipped with pressure reduction valve (V). is 18 bar. If it is lower, repeat the operation.
If the pressure is higher, proceed as follows:
- Rotate slowly handle (D2) so as to make the nitrogen

flow and re-close it.
WARNING - DANGER
To recharge accumulators use nitrogen only. Never - Check on pressure gauge (M) that the pressure is
and for no reasons use oxygen or other gases, at the desired value, otherwise repeat the operation.
since there is a great risk of explosions.
- Move handle (D1) so as to tighten screw (2) on the
accumulator.
- With valve (D2) closed, open slowly the valve of - Remove the filling rig.
the nitrogen bottle and check the filling pressure
increment on the pressure gauge (M). - Tighten screw (2) to a torque of 11 Nm.
- Check that the accumulator is not leaking, using

Important — The filling pressure must be at least soapy water.
10% higher than the nominal value, considering that
the pressure in the accumulator decreases when the - Retighten the protective cap of the accumulator.
compressed gas cools.
M D1
A
V
D
D2
Fig. 6-34
A. Nitrogen bottle - D. Tool 75298472 - D1. Handle - D2. Discharge valve - M. Pressure gauge - V. Pressure reduction
valve.
6.8 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 hydraulic third control lever in the cab besides the hydraulic
function. piping.
Lever of supplementary
hydraulic function
Fig. 6-35 Configuration of supplementary hydraulic function
Safety and pressure relief valve set

at 230 ± 10 bar
Auxiliary section
Safety and pressure relief valve set

at 230 ± 10 bar
Fig. 6-36 Configuration of 3 section control valve for 3rd hydraulic function
A3 A2 (3) A1
T P
B3 B2 (1) B1
(2)
BUCKET BOOMS AUX. “AUX.” valve section
Fig. 6-37 Three levers pilot control valve
6.9 TROUBLESHOOTING
A series of pressure pick-up points with J.I.C 37 ° 7/

16-20 connection is arranged under the panel indicated
in the figure on the side.
The pressure measurement is performed on the
following circuits:
- front and rear service brakes;
- boom cylinder circuit;
- brakes-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-
BRAKES HYDR. TRANSM. TRANSM. TRANSM. TRANSM.
REAR PILOT T. CONV. REV -2- -4-
Note — Please refer to the single sections of this Fig. 6-38

Manual for the pressure values.
Main hydraulic Front

circuit brakes
Torque converter
Section A-A
Rear
Pilot system
FWD. circuit
REV.
a
3 2a
4a 1a
Pressure
pick-up
points
Fig. 6-39
SECTION 7
ELECTRICAL SYSTEM
CONTENTS
SAFETY RULES .................................................................................................... 7-1
7.1 GENERAL LAYOUT OF THE ELECTRICAL SYSTEM ........................................... 7-2
7.2 MAIN CONNECTORS ............................................................................................ 7-3
7.3 FUSES .................................................................................................................. 7-8
7.4 CAB INSTRUMENTS CLUSTER ........................................................................... 7-12

7.4.1 INDICATORS ON INSTRUMENT CLUSTER .......................................................... 7-14
7.5 SWITCH PANEL .................................................................................................... 7-14
7.6 AUTOMATIC TRANSMISSION ............................................................................... 7-15

7.6.1 Gearshift selector .................................................................................................. 7-16
7.6.2 ATC electronics controller ...................................................................................... 7-17
7.6.3 ATC relay controller diagram .................................................................................. 7-18
7.6.4 ATC controller diode board diagram ........................................................................ 7-19
7.6.5 Initialisation procedure of the auxiliary reverse device ........................................... 7-20
7.7 MAIN SWITCH ...................................................................................................... 7-21
7.8 STARTER SWITCH ............................................................................................... 7-21
7.9 SOLENOID SWITCHES AND DIODES .................................................................. 7-22

7.9.1 Cold starting relay ................................................................................................. 7-22
7.9.2 Starter relay (K21) ................................................................................................. 7-22
7.9.3 Electric cut-off relay (K22) ..................................................................................... 7-23
7.9.4 Back-up alarm relay ............................................................................................... 7-24
7.9.5 Diodes K23 - K25 .................................................................................................. 7-25
7.9.6 Timer (K24) ............................................................................................................ 7-26
7.9.7 Retaining solenoid swtch 90 AMP .......................................................................... 7-27
7.9.8 Single lever control solenoids relay ........................................................................ 7-28
7.9.9 Single lever control diodes box .............................................................................. 7-28
7.9.10 LTS relay ............................................................................................................... 7-29
7.9.11 LTS timer ............................................................................................................... 7-30
7.9.12 Cab relay board ..................................................................................................... 7-30
7.9.13 Relay board electric diagram (CAB) ....................................................................... 7-31
7.10 PRESSURE SWITCHES-SENSOR-SWITCHES .................................................... 7-32

7.10.1 Stop lights pressure switch .................................................................................... 7-32
7.10.2 Transmission cut-off pressure switch ..................................................................... 7-32
7.10.3 Brakes accumulator oil low pressure switch ........................................................... 7-32
7.10.4 Air cleaner clogging pressure switch ...................................................................... 7-33
7.10.5 Engine oil lo pressure switch ................................................................................. 7-33
7.10.6 Steering main circuit low pressure switch .............................................................. 7-34

7.10.7 Emergency steering circuit low pressure switch ..................................................... 7-34
7.10.8 Coolant maximum temperature switch ................................................................... 7-35
7.10.9 Coolant temperature sensor ................................................................................... 7-35
7.10.10 Parking brake pressure switch ............................................................................... 7-36
7.10.11 Transmission oil temperature sensor ...................................................................... 7-36
7.10.12 Transmission oil max. temperature switch .............................................................. 7-37
7.10.13 Proximity sensor (Accelerator pedal) ..................................................................... 7-37
7.10.14 Bucket positioner proximity sensor ........................................................................ 7-38
7.10.15 Boom max. height kick-off proximity sensor .......................................................... 7-38
7.10.16 Transmission speed sensor ................................................................................... 7-39
7.10.17 Note for the installation of sensor .......................................................................... 7-39
7.10.18 Fuel level sensor ................................................................................................... 7-40
7.11 ALTERNATOR ........................................................................................................ 7-41
7.12 EQUIPMENT CONTROL SINGLE LEVER PILOT VALVE ...................................... 7-41
7.13 ACOUSTIC TRANSDUCERS ................................................................................. 7-42

7.13.1 Horn ....................................................................................................................... 7-42
7.13.2 Back-up alarm ....................................................................................................... 7-42
7.14 CLIMATE SYSTEM ............................................................................................... 7-43

7.14.1 Climate system diagram ........................................................................................ 7-44
7.14.2 Climate system electric diagram ............................................................................ 7-45
W230 EVOLUTION ELECTRICAL SYSTEM 7-1
SAFETY RULES
WARNING
When working on the electrical system, always
wear safety glasses and remove rings, wrist
watches or any other metal jewellery.
DISCONNECT
WARNING
Prior to any maintenance or repair of electrical A C
components, disconnect the grounding cable B
“A” from the negative post “B” of the battery.
Disconnect cable “C” from positive post “D”.
BATTERY 12V x 2
GROUND
WARNING
NEVER PLACE METAL OBJECTS on the battery
to avoid short-circuits.
WARNING
BATTERY GASES ARE FLAMMABLE.
Never get near batteries with open flames or sparks. During recharging, the generation of gases is
higher.
WARNING
BATTERY GASES ARE DANGEROUS if contacting the skin or other materials.
7-2 ELECTRICAL SYSTEM W230 EVOLUTION
7.1 GENERAL LAYOUT OF THE ELECTRICAL SYSTEM
The electric wires are divided into five main groups:

1. Cab wires WARNING
2. Front frame wires
3. Rear frame wires Always disconnect the ground cable from the
4. Engine wires battery prior to cleaning, repairing, connecting or
5. Transmission disconnecting any cable of the electrical system
so as to prevent any possibility of personal
injuries.
Always keep all the lights equipping the machine
efficient. Immediately replace any burnt-out bulb.
The above mentioned groups are connected among them by five multiple connectors located under the cab near
the frame front securing points.
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 wires - 3. Rear frame wires - 4. Transmission
wires - 5. Engine wires.
7.2 MAIN CONNECTORS

TRANSMISSION-CAB CABLE CONNECTION
24-23
X
W K
V J L
H B
U M
G A C
T N
F
LEFT SIDE E
D
S O
VIEW OF CAB
R P
Q
X21
GROUND CABLE (PLAIT)
Fig. 7-2
MACHINE-CAB INTERFACE (X21) 24-23 WAY CONNECTOR

CONTACT WIRE WIRE WIRE WIRE
ROUTE
NUMBER NUMBER (FK) SECTION (FK) NUMBER (CAB) SECTION (CAB)
A 001 1 OUT SOLENOID A (-) ATC001 1
B 960 1 SOLENOID B (+) 960 1
C 002 1 OUT SOLENOID B (-) ATC002 1
D 987 1 SOLENOID A (-) 987 1
E 003 1 SOLENOID F (-) ATC003 1
F 979 1 SOLENOID R (+) 979 1
G 004 1 SOLENOID R (-) ATC004 1
H 986 1 SOLENOID F (+) 986 1
J 534 1 SPEED 1 SENSOR SIGNAL ATC534 1
K - - EMPTY - -
L 535 1 SPEED 1 COMMON SENSOR ATC535 1
M 537 1 SPEED 2 SENSOR SIGNAL ATC537 1
N 536 1 SPEED 1 COMMON SENSOR ATC536 1
O - - EMPTY - -
P - - EMPTY - -
Q - - EMPTY - -
R - - EMPTY - -
S - - EMPTY - -
T - - EMPTY - -
U - - EMPTY - -
V - - EMPTY - -
W - - EMPTY - -
X - - EMPTY - -
FRONT-CAB CABLE 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 SIDE VIEW
16
15
6
13
12
OF CAB
27 14 24
26 25
X20
Fig. 7-3

ROUTE
1 - - EMPTY - -
2 - - EMPTY - -
3 613 1 BRAKE ACCUM. PRESS. SWITCH 613 1
4 116 1 HORN PEDAL BUTTON 116 1
5 138 1 HORN 138 1
6 103 1 RIGHT FRONT TURN. LIGHT 103 1
7 109 1 LEFT FRONT TURN. LIGHT 109 1
8 124 1 RIGHT FRONT TURN. LIGHT (OPT) 124 1
11 339 1 LEFT HEADLIGHT 339 1
12 334 1 TUV RIGHT HEADLIGHT (OPT) 334 1
13 336 1 TUV LEFT HEADLIGHT (OPT) 336 1
14 231 1 LEFT LOW HIGH BEAM 231 1
15 223 1 RIGHT LOW BEAM 223 1
16 219 1 LEFT HIGH BEAM 219 1
17 221 1 RIGHT HIGH BEAM 221 1
18 - - EMPTY 945 1
19 975 1 TRAN. CUT-OFF PRES. SWITCH (+) 975 1
20 974 1 TRAN. CUT-OFF PRES. SWITCH (OUT) 974 1
21 995 (M) 0.3 BOOMS PROX. SWITCH SENSOR (+) 995 1
22 980 (N) 0.3 BOOMS PROX. SWITCH SENSOR (OUT) 980 1
23 994 (M) 0.3 BUCKET PROX. SWITCH SENSOR (+) 994 1
24 981 (N) 0.3 BUCK. PROX. SWITCH SENSOR (OUT) 981 1
25 EMPTY
26 859 1 S. V. BLOCKING LTS 859 1
27 956 1 S. V. LTS (+) 956 1
28 954 1 S. V. LTS (-) 954 1
29 - - EMPTY - 1
30 - - EMPTY - 1
31 - - EMPTY - 1
TRANSMISSION-CAB CABLE CONNECTION
24-21
H
X J
W K
G B
V L
F A C
U
E D
M RIGHT SIDE VIEW
T N
OF CAB
S P
R
X22
Fig. 7-4

CONTECT WIRE WIRE WIRE WIRE
ROUTE
A 978 1 PARK. BRAKE PRESS. SWITCH (+) 978 1
B - - EMPTY - -
C 996 1 PARK. BRAKE PRESS. SWITCH (OUT) 996 1
D - - EMPTY - -
E - - EMPTY - -
F 331 1 RIGHT TAIL LIGHT + LICENCE 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. NEUTR. (REAR RELAY BOX 87) 802 1
M 556 1 RELAY B AL. (REAR RELAY BOX 85) 556 1
N 558 1 RELAY B AL. (REAR RELAY BOX 86) 558 1
P 876 1 FDS FAN INVERT. (REAR RELAY BOX) 876 1
R 895 1 LINE "M" FROM 15A FUSE (R. RELAY BOX) 895 1.5
S 801 1 LINE "ACC" FROM 15A FUSE (R. RELAY BOX) (M) 804 1.5
T - 1 EMPTY EMPTY (AUTO GREASING) - -
U 552 1 HP ENGINE TEMP. SENSOR 552 1
V EMPTY
W 528 1 H20 ENGINE HIGH TEMP. SW 528 1
X 503 1 ENGINE OIL LOW PRESURE 503 1
REAR-CAB CABLE CONNECTION
24-18
6 7
8
18
9
1
17
10
5 2
16
RIGHT SIDE VIEW
4 3
11 OF CAB
15
12
14 13
X23
Fig. 7-5

ROUTE
1 772 10 DIVERTER BOX (30) R 10
2 809 1 AIR CONDITIONING PRESSURE SW 809 1
3 550 1 TRANSM. OIL TEMP. SENSOR 550 1
4 559 1 TRANSM. OIL TEMP. SWITCH 559 1
5 844 1 TEMP.EMERG. STEER.PUMP PR.SW 844 1
6 000 2.5 GROUND N 2.5
7 000 2.5 GROUND N 2.5
8 225 2.5 GROUND 225 1.5
9 835 1 DIVIDER VALVE (STEER. OIL L. PRESS 835 1
10 637 1 ALTERNATOR- BATT. RECH. IND. (L) 637 1
11 522 1 ALTERNATOR SIGNAL (W) - -
12 663 1 AIR CLEANER CLOGGING SENSOR 663 1
13 557 1 FUEL LEVEL SENSOR 557 1
14 555 1 FUEL LEVEL INDICATOR 555 1
15 824 1 AIR CONDIT. PRESS. SWITCH 824 1
16 886 1 REAR WASHER PUMP 886 1
17 885 1 FRONT WASHER PUMP 885 1
18 860 1 PRE-HEATING 860 1
CONNECTIONS OF MAIN COMPONENTS (CAB)
23
22
24
17 21
14 12
20
2
19
18
3 28 4
5 15
1 30 29
23
32 6 24
13
11 31 27
10
9
8
16 26
7
25
Fig. 7-6
1. Right side wire - 2. Electronic controller - 3. Band - 4. Electronic controller - 5. Wire - 6. Electronic board - 7. Electronic
board - 8. Solenoid switch - 9. Timer K1-10 - 10. Timer K5-11 - 11. Electric wire - 12. Seal - 13. Relay - 14. Electric wire -
14. Electric wire - 15. Electronic controller - 16. Wire - 17. Electric wire - 18. Electronic controller - 19. Rear plate - 20. Seal
- 21. Spacer - 22. Threaded insert - 23. Screw - 24. Washer - 25. Flasher - 26. Fuse 5A, 3A, 7.5A, 10A, 15A - 27. Plate -
28. Electronic controller - 29. Seal - 30. Electronic controller - 31. Electronic controller - 32. Serial system.
The main connections in the cab can be reached by removing the rear and right side plastic panels.
7.3 FUSES
WARNING
3
Always disconnect the battery grounding cable
prior to cleaning, repairing, connecting or
disconnecting any wire of the electrical system, to 2
prevent personal injuries. 1
Always keep all lights mounted on the machine in
working conditions. Replace all burnt-out bulbs as
soon as possible.
The fuses in the cab can be reached by removing the

panel located behind the left side of the operator.
The burning of a fuse is shown by the activation of the
relevant light indicator
TABLE OF CAB FUSES

FUSE DESCRIPTION VALUE
F1A ROOF LIGHT - AIR CLIMAT. CONTROL 7.5A

F1B + 30 HAZARD LIGHTS 7.5A
F1C + 15 SWLIGHTS / FLASHING 7.5A
F2A ROTARY BEACON 7.5A

F2B ENG. INDIC. CUNNINS UNIT 5A
F2C FRONT WIPER / PUMP / FRONT WIPER TIMER 7.5A
F3A HEATING (FAN) 15A

F3B SW LIGHTING 5A
F3C BUCKET POS. FAN INV. / BOOM K.-OUT and SINGLE Fig. 7-8
5A
LEVER RAISING
F4A TURNING LIGHTS 5A

F4B VOLTAGE REDUCTION/RADIO/JACK 12V/CB (OPT) 7.5A Light signal
F4C SEAT HEATER 5A
F5A REAR “ACC"/REALY BOX 15A

F5B REAR WORK LIGHTS 10A
F5C FRONT WORK LIGHTS 10A F1A F1B F1C F2A F2B F2C
F6A CONDITIONER COMPRESS./AUTO. LOAD CONT. (OPT) 7.5A

F6B REAR WIPER + PUMP 5A
F6C LTS / E.V. BLOCK 5A
F3A F3B F3C F4A F4B F4C
F7A REARRELAY BOX "M" 15A
F7B RIGHT TAIL LIGHT/LEFT HEAD LIGHT/T.U.V. + C.S.I./
LIGHTER LAMP 3A
F7C FRONT HEAD LIGHT/FRONT RIGHT T.U.V. + C.S.I./REAR TAIL
LIGHT/ LOW BEAM LIGHT/LICENCE PLATE LIGHT 3A F5A F5B F5C F6A F6B F6C
F8A SEAT COMPRESSOR 5A

F8B EMPTY 5A
F8C AUX. INV./ATC FILTER/ACCELER. PED. SENSOR/BACK-UP F7A F7B F7C F8A F8B F8C
RELAY TRANSM. SOLENOID/BUZZER/MULTIPLE INSTRUMENT 7.5A
F9A EMPTY 3A
F9B EMPTY 3A
F9A F9B F9C F10A F10B F10C
F9C CENTR. LUBRICATION (OPT) 7.5A
F10A CIGARETTE LIGHTER 7.5A

F10B “B” CUMMINS UNIT 10A
F10C HIGH BEAM LIGHTS 10A F11A F11B F11C F12A F12B F12C
F11A BUZZER/ HORN RELAY 7.5A

F11B STARTER BOARD 30A
F11C DIAG. SOCKET 3A
F12A “B” CUMMINS UNIT 10A Fig. 7-9

F12B HEAD LIGHTS POWERING 7.5A
F12C LOW BEAM LIGHTS 10A
MACHINE SERVICES "LINK" FUSE (50 Amp)
WIRES
777 To battery +
772 To diverter box
50A
777 772 80A
Fig. 7-10 Fuse group "2" - engine left

compartment
ALTERNATOR "LINK" FUSE (80Amp)
WIRES
777 To battery +
773 To alternator
777 773
COLD STARTING FUSE (150 Amp)
WIRES Fig. 7-11 Fuse group "3"

777 To battery +
780 To cold starter relay
777 780
FUSE TABLE (Group 3)
FUSE DESCRIPTION VALUE

D
F1 E STOP LIGHTS 4A
F3 E BACK-UP ALARM 7.5 A
F3 D AMPLIF. + FDS SOL. VALVE 4A
F4 D ENGINE CUT-OFF SOLENOID 4A
E
F5 D ENG. CUT-OFF CONTR. TIMER 4A
F6 D COLD START RELAY COIL 4A
M "MEGA" FUSE COLD START 4 AMP 150 A
Fig. 7-12
7 - 10
X7 X8
+ACC I +B I
M6 M5
F5C 10A
167
X1-1 FRONT WORK
FARO LAV. ANT LIGHT
F7A 15A F1A 7.5A
D15 441
R15 LIGHT
X4-1 ++CEIL
PLAFONIERA
D19 D1
R19 R1
2.2K 1/4w
5mm
F5B 10A
168 2.2K 1/4w 5mm 2.2K 1/4w
WORK
FARO LAV.
X1-2 REAR LIGHT
POST 5mm
F8B 5A
D14 F1B 7.5A
R14 CUM38 - 367 706
PARK. BRAKE
+5W FRENO PARCHEGGIO X4-2 B +B+HAZARDLIGHTS
X2-1 + 5W LUCI EMERGENTA
D23 D2
R23 R2
2.2K 1/4w 5mm
F6C 5A
169 2.2K 1/4w 5mm 2.2K 1/4w
5 LTS
X1-3 + +5W E.V.S.V.
LTS
5mm
F8A 5A F11A 7.5A
R18 D18 963 925
COMPRESSORE
X2-2 + COMPRESSOR X4-3 HORN
RELERELAY
AVV. ACUSTIO
R9 D9 D31
R31
2.2K 1/4w 5mm
F3C 5A
171 2.2K 1/4w 5mm 2.2K 1/4w
ENG. 5mm
993
X1-4 BUCKET
C.V. AGGANCIO BENNA F8C 7.5A
D9 F12B 7.5A
R9 X1-5 + +PROXIMITY
PROXIMITY 995 153
994 24C. DOUBLE SW SW
X1-6 + +BUCKETPOS.PROX.
PROX POS. BENNA X2-3 + 24 C. DOPPIQ COM. X4-4 B +B+LIGHT
SW LUCI
D24 X2-4 ACC
+ ACC
R24 960 D35
B R35
2.2K 1/4w X2-5 + SOLEN
SOLENOIDA +A+B
5mm PROX.
X2-6 + PEDAL
PROX. PEDALE
F4A 5A 922
879 2.2K 1/4w 5mm X2-7 + LCD
LCD 2.2K 1/4w
LIGHTS 838 5mm
+15HAZARD.
X1-7 + 15 LUCI EMERGENZA X2-8 + ACC.
ACC
838
D10 X2-9 FRONT
ALIM. INSTR.POW.
STRUM. ANT.
F10A 7.5A
R10 839 721
X2-10 DUZZER
DUZZER LIGHTER
X4-5 + CIG.
+ ACCENDISIGARI
839 RELAY BACK-UP
X2-11 B6B6
RELE BACK-UP
D28
2.2K 1/4w X2-12 + ACC
+ACC T/R. E.V
T/Rb S.V.b R28
5mm 871
X2-13 CONTR.
+ +SPIA 2 INDIC.
2 COMMANDO
F2C 7.5A
880 2.2K 1/4w
+TERGI WIPER
X1-7 + REAR ANTERIORE 5mm
D6 F10B 10A
R6
X4-6 + 30 FA
CUM07
R29 D29
2.2K 1/4w 5mm CUM08
F1C 7.5A CUM17
149 2.2K 1/4w
X1-4 + +1515LIGHT SW
SW LUCI
5mm
112 F9A 3A
D3 X1-5 + 15
+ 15FLASHER
LAMPEGGIO F12A 10A
R3
X3-1 N.C. X4-7 + 30 FB
D25
R26 D34 CUM18
2.2K 1/4w R34
5mm CUM28
F6A 7.5A
2.2K 1/4w 5mm 2.2K 1/4w
809
Fig. 7-13
X1-11 CLIM. PRESS SW 5mm

PRESSOSTATO CLIMATIZZ. F9C 7.5A
809
D16 X1-12 AIR COND.
CONDIZIONATORE
F11C 3A
R16
X3-2 N.C.
X4-8 N.C.
R27 D27
2.2K 1/4w D33
5mm R33
F6B 5A X4-9 N.C.
2.2K 1/4w 5mm
889 2.2K 1/4w
X1-4 + +REAR
TERGI WIPER
P. + POMP+ PUMP F9B 3A 5mm
D17 F11B 30A
R17 995
X3-3 N.C.
D26
R25 D32
2.2K 1/4w R32
5mm
F3A 15A
2.2K 1/4w
ELECTRICAL SYSTEM
5mm 2.2K 1/4w

5mm
F12C 10A
924
R7 D7 X4-10 + LOW
+ RELEBEAM RELAY
ANABBAGLIANTI
R36 D36
FUSE UNIT DIAGRAM
2.2K 1/4w 5mm F7C 3A

F3B 5A 332 2.2K 1/4w
X3-4 RH TAIL
LUCE LIGHT
POS. DX
5mm
921 334
X1-14 +5V LAMP
+5V LAMP D21 RH HEADLIGHT F10C 10A
921 R21 X3-5 LUCE INGOMBRO DX
LIGHT 333 923
D8 X1-15 5V
ILLUMIN 5V X3-6 REAR
TUV POS. TUV
RHANT. DXTAIL X4-11 + HIGH
R8 + RELEBEAMRELAY
ABBAGLIANTI
N.C.
X1-16 N.C. 331
X3-7 LH TAIL
LUCE LIGHT
POS. SX
D30
2.2K 1/4w X3-8 N.C.
N.C. R30
5mm
2.2K 1/4w X3-9 N.C.
N.C.
5mm
F4B 7.5A X3-10 N.C.
N.C.
2. 1/4w 2K
5mm
188
X1-17 REDUCTION
RIDUTTORE
D11 F7B 3A
R11 330
RH TAIL
X3-11 POS. ANT.LIGHT.
DX.
339
R20 D20 X3-12 LUCE
LH POS.
TAIL SX
LIGHT.
336
2.2K 1/4w X3-13 LH HEADLIGHT
LUCE INGOMBRO SX
5mm 339
X3-14 LH HEADLIGHT
TUV POS. ANT. SX
F3A 15A 450
2.2K 1/4w X3-15 INSTR.
RETROILLUMIN.
LIGHT STRUM.
5mm 450
X3-16 CIG.
LUCELIGHTER LIGHT
ACCENDISIGARI
996
D13 X3-17 ++C.V. F/R
C.V.F/R RELAY
RELE
R13
2.2K 1/4w 5mm

F4C 5A 166
922 X3-18 ++LIGHT FUSE
FUS. LUCI FROM SW
DA SW
781
X1-18 SEAT
RISC. HEAT.
SEDILE X3-19 ++B
8 PLUG CONN.
PLUGCONN.
R12 D12 X3-20 N.C.
N.C.
X3-21 N.C.
N.C.
2.2K 1/4w 5mm

F2A 7.5A
110
BEACON
SWGIROFARO
X1-19 ++5W
D4
R4
2.2K 1/4w 5mm

F2B 5A
N.C.
X1-20 N.C.
D5 N.C.
X1-21 N.C.
R5
2.2K 1/4w 5mm
X5
893
CENTR.
MMREAR POST
CENTR. 1
ACC REAR CENTR.
804
ACC. CENTR. POST 2
711
++HEATER
RISCALDAMENTO 3
949
MMFROM KEY
DA CHIAVE 4
724
+ FROM
BB+ KEY
DA CHIAVE 5
N.C.
N.C. 6
MPC 2.8 6WAY

VIE 90˚
W230 EVOLUTION
W230 EVOLUTION ELECTRICAL SYSTEM 7 - 11
ELECTRICAL DIAGRAM OF PROTECTION TREE
FUSE 80A FUSE 150A

GRID HEATER - TW230 ONLY STARTER MOTOR
LINK
ALTERNATOR MEGA
FUSE 50A
"ACC" RELAY F1A - 7.5A
LINK CAB. LIGHTS
ENG. STOP ELECTROM. PULL SOLEN. - TW230 ONLY
CLIMATE CONTROL UNIT
F11B - 30A CENTRAL GREASE LUBRIFICATION - OPTIONAL F1B - 7.5A
EMERGENCY LIGHTS
F5D - 4A
ENG. STOP ELECTROM. RELAY SOLENOID - TW230 ONLY F10A - 7.5A
START LIGHTER
ON
F3E - 7.5A F10B - 10A
ACC
KEY IGNITION BACK-UP ALARM CUMMINS CONTROL UNIT
OFF
H F10C - 10A
BACK-UP LAMPS HEAD LIGHTS
ST M ACC G2 G1 B
F11C - 7.5A
F9C - 7.5A HORN
STARTING SAFETY RELAY SOLENOID CENTRAL GREASE LUBRIFICATION - OPTIONAL
F9B - 3A HORN RELAY SOLENOID
STARTING RELAY SOLENOID EMPTY F11C - 3A
F7A - 15A F9A - 3A CUMMINS DIAGNOSTIC CONNECTOR
"M" REAR RELAY BOX EMPTY
F12A - 10A
F4D - 4A F8C - 7.5A CUMMINS CONTROL UNIT
ENGINE STOP ELECTROM. HOLD SOLEN. - TW230 ONLY AUXILIARY SELECTOR SW.
F12B - 7.5A
SIDE AND TAIL L IGHTS 24V
ENG. STOP ELETTROM. TIMER - TW230 ONLY ATC ELECTRONICS FILTERS
F7B - 3A
F8B - 5A
CUMMINS ENGINE CONTROL UNIT IND. LIGHT RIGHT TAIL LIGHT
PEDAL PROXIMITY SW.
LEFT SIDE LIGHT
"ACC" RELAY SOLENOID BACK-UP ALARM RELAY SOLENOID
F6D - 4A LEFT SIDE LIGHT T.U.V. - OPTIONAL
COLD STARTING RELAY SOLENOID - TW230 ONLY
TRANSMISSION SOLENOIDS LEFT SIDE LIGHT I.R.T.C. - OPTIONAL
F1C - 7.5A
LIGHTS EXCHANGE SWITCH
CLUSTER METER INSTRUMENT LIGHT
F2A - 7.5A
BEACONS LIGHTER LAMP
BUZZER
F2B - 5A F8A - 5A F7C - 3A
EMPTY SEAT COMPRESSOR - OPTIONAL RIGHT SIDE LIGHT
F2C - 7.5A F6C - 5A
FRONT WINDSCREEN WIPER MOTOR LEFT TAIL LIGHT
LTS SOLENOID VALVES
FRONT WINDHSIELD MOTOR PUMP RIGHT SIDE LIGHT T.U.V. - OPTIONAL
CUT-OFF SAFETY VALVE
TIMER K4 FRONT WINDSCREEN RIGHT SIDE LIGHT I.R.T.C. - OPTIONAL
F3A - 15A LTS RELAY SOLENOID
CAB ELECTROFAN - OPTIONAL F6B - 5A PLATE LIGHT
REAR WINDSCREEN WIPER MOTOR F12C - 10A
F3B - 5A
LAMPS SWITCH LOWER BEAMS
REAR WINDSCHIELD MOTOR PUMP
F3C - 5A
BOOM, BUCKET PROXIMITY SW. F6A - 7.5A
ELECTROMAGNETIC CLUTCH - OPTIONAL
BOOM FLOAT7MAX LIFT DETENT SOLEN.
AUTOMATIC LOADING CONTROL - OPTIONAL
SINGLE LEVER RELAY SOLENOID - OPTIONAL
F5C - 10A
FRONT FLOOD LIGHTS
FDS INVERTER SOLENOID
F4A - 5A F8B - 10A
TURN LIGHTS REAR FLOOD LIGHTS
FLASHER F5A - 15A

"ACC" REAR RELAY BOX
F4B - 7.5A
POT. DIVIDER FIE - 4A
STOP LIGHTS
RADIO - OPTIONAL
JACK 12V
CB - OPTIONAL
F4C - 5A
SEAT HEATER - OPTIONAL
7 - 12 ELECTRICAL SYSTEM W230 EVOLUTION
7.4 CAB INSTRUMENTS CLUSTER
The operating status monitor system monitors the The cluster guage unit consists of meters including
loader operating status by means of the sensors and the speedometer, monitor lamps (warning lamps) which
switches installed on the loader and siplays the indicates whether or not each system is operating
information on the cluster guage unit in the operator's properly, and indicator lamps.
compartment to inform the operator of the current
operating status 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 Indicat. accumul. oil low pressure 18 Buzzer

2 Indicat. engine coolant high temperature 19 General indicator
3 Indicat. coolant temperature 20 Instrument cluster lights
4 Light, instrument cluster CONNECTION 21 Indicat. transmission oil temperature
5 Light, left turning CN2 22 Indicat. air cleaner clogging
6 Light, instrument cluster 23 Indicat. emergency steering
7 High beams 24 Batteries
CONNECTION 8 Light, instrument cluster 25 Indicat. engine oil low pressure
CN1 9 Ground 26 Indicat. transm. oil high temperature
10 Fuel level CONNECTION 27 Hourmeter (ground)
11 Indicator, parking brake CN3 28 Hourmeter (battery)
12 Indicator, battery charge
13 Indicator, fuel reserve
14 Not connected
15 Light, instrument cluster
16 Light, right turning
17 Speedometer
Positions on connections
CNI-4
LI
CNI-6
L2
CNI-8
L3
CNI-15
L4
DC24V CN2-24
CN2-22
L5
CN2-25
L6
CN2-26
L7
CNI-13 3W
L8
CN2-23
L9
CNI-2
L10
CNI-11
L11
CNI-1
L12
Connection CN1
Connection CN1
Connection CN2
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16 17 CN2-18 3W
BUZZER L13
CN2-19
CNI-7
L14
Connection CN2 CNI-16
L15
18 19 20 21 CNI-5
L16
22 23 24 25 26 G
CNI-12
L17
CNI-10
RI
Connection CN3 CNI-3

R2
28
CN2-21
R3
27 CN3-28
Connection CN3 CN3-27
CNI-17
R4
ZDI
CN2-20
L18
L19
L20
L21
L22
CNI-9
Fig. 7-16 Instrument panel wiring diagram
FM : FUEL METER
WTM : ENGINE WATER TEMPERATURE GAUGE
OTM : TRANSMISSION OIL TEMPERATURE GAUGE
EHM : ENGINE HOUR METER
SM : SPEEDOMETER
L1-L13 : MONITOR LAMPS
L14 - L18 : INSTRUMENT LAMPS
7.4.1 INDICATORS ON INSTRUMENT CLUSTER
Meter Engine water Transmission oil Fuel

temperature gaug temperature gauge meter
152.6°F 275°F 302°F
67°C 135°C 150°C
215.6°F 248°F
120°C E F
122°F 102°C 122°F
50°C ▲ 50°C E F
C ▲
▲
H C ▲
▲
H
▲ ▲
Scale ▲ ▲
↑ ↑ ↑ ↑ ↑
↑
1° Measurement point 67°C00 102°C00 50°C00 120°C00 E00 F00
Standard value Ω
49.8Ω Ω
16.8Ω Ω
91.7Ω Ω
10.4Ω Ω
80Ω Ω
10Ω
Fig. 7-17
7.5 SWITCH PANEL
a b c d
e f g h i l m
Fig. 7-18
a. Seat heater (opt.) - b. Transmission cut-off when braking - c. Transmission automation engagement - d. Boom kick-off
engagement (3 pos.) - e. Segnalatore preriscaldo - f. Radiator fan reverser - g. LTS (opt.) - h. Blocking valves cut-off(opt)
- i. Direction auxiliary reverser neutraliser - l, m, n. Not used.
7.6 AUTOMATIC TRANSMISSION
C H C H
1 2 3 4
COOLANT TEMP T\M OIL TEMP

20
E F
10
30
5 6
40 1\10h 4
FUEL 50 HOURMETER
km\h
8
2
1 A
9 7
10
12
13
11
Fig. 7-19 Layout of automatic transmission
1. Automatic transmission controller (ATC) - 2. Forward-Reverse controller - 3. Control panel - 4. Gearshift pilot valve -
5. Kick-down/Shift-down functions button - 6. Forward-Reverse diverter (opt) - 7. Forward-Reverse diverter neutraliser
switch -Reverse (opt.) - 8. Transmission automation engagement switch - 9. LTS device switch (opt) - 10. Transmission -
11. Transmission sensors - 12. LTS accumulator control group - 13. Accelerator pedal sensor.
7.6.1 GEARSHIFT SELECTOR
3
4
ND
ND
X1
4
3
2
1
1
X2
1
2
3
4
X3
SPEED SELECTION
1 = 1st speed SPEED SELECTION
2 = 2nd speed F = FORWARD
3 = 3rd speed R = REVERSE
4 = 4th speed N = NEUTRAL
A CD B F (R) E (F) G (N)
2 3 N
1 4 R F
H VP
Fig. 7-20 Diagram of electric gearshift selector
7.6.2 ATC ELECTRONIC CONTROLLER
17 16 15 14 X 13 12 11 10 13 12 11 X 10 9 8
9 8 7 6 5 4 3 2 1 7 6 5 4 3 2 1
X19 X54
Fig. 7-21
WARNING
IT IS ESSENTIAL THAT DURING THE CONNECTION AND DISCONNEXTION PHASES OF THE ATC THE
ELECTRICAL SYSTEM IS DISCONNECTED (BATTERY CUT-OFF SWITCH AND STARTER SWITCH IN
POSITION "OFF") TO PREVENT POSSIBLE DAMGAES TO IT.
CONNECTION X19 CONNECTION X54

Pos. Connection Wire Pos. Connection Wire
1 2nd Speed sensor 537 1 - -
2 Ground 535 2 Parking brake 665
3 2nd speed indicator 531 switch engaged
4 1st speed indicator 530 3 Selection "1st" N
5 LTS solenoid 865 4 Selection "2nd" N
6 Speed input 926 5 Selection AUTOMATIC/ 539
7 Speed input 814 MANUAL
8 Reverse speed sensor 022 6 - -
th
9 Forward speed sensor 033 7 4 speed indicator 533
10 Tachometer 579 8 - -
11 2nd speed sensor 534 9 Accelerator pedal sensor Nc
12 Ground N 10 - -
13 Batteries 960 11 Shift-down switch 815
14 Solenoid “B” 002 12 - -
rd
15 Solenoid “A” 001 13 3 speed indicator 532
16 Solenoid “Reverse” 034
17 Solenoid “Forward” 033
7.6.3 ATC RELAY CONTROLLER DIAGRAM
VCC
C1
1000uF
R3
+
5W
PREARRANGEMENT MARK
MARK 13 way
13 vie yellow
giallo
K1 SOLO PREDISPOSIZIONE
ONLY J1
DR 24V
1 N.C.
VCC 2 CONTROLLER
ALIM.CENTRALINA POWER
(871) (871)
3 SPEED INPUT(ATC814)
INPUT MARCIA (ATC814)
R1
4 SPEED INPUT(ATC926)
INPUT MARCIA (ATC926)
5 SW
SW 3˚3RD 4TH SPEED
4˚ MARCIA(ATC939,ATC941)
6 (ATC939,ATC941)
SW 1˚ ST
2˚ MARCIA(ATC938,ATC940)
2K2 7 SW
GND1FILTRI2NDATCSPEED
(N1)
1/2W 8 (ATC938,
E.V. LTS (-) ATC940)
(954)
D1 9
GND FILTERS
E.V. LTS (-) (954) ATC (N1)
10
S.V. LTS
LTS DA ATC(-)(ATC865)
(954)
K2 S.V. LTS (-) (954)
INGRESSO PARKING BRAKE (ATC 665)
11 LTS FROM ATC (ATC865)
DR 24V 1N4007 12 SPIA PARKING BRAKE (996)
PARKING BRAKE INPUT (ATC665)
13 SPIA PARKING
PARKING BRAKE
BRAKE (996) (996)
INDIC.
VCC
PARKING BRAKE INDIC. (996)
R2 D2
1N4007
2K2
1/2W
Fig. 7-22
7.6.4 ATC CONTROLLER DIODE BOARD DIAGRAM
JI
+S.W.F/R 986
+ E.V. F/RRELAY
RELE' 13
OUT ATC034 (X19) D1
OUTREV.
REV.ATCATC(-)(-) 12
S.V. 004 (X21)
E.V.REVERSE
REVERSE(-) (-) 11
S.V. FROM ATC ATC033 (X19)
E.V. F DA ATC 4
S.V. 003 (X21) IN5408 3A D2
E.V.FF(-)
(-) 9
+S.V. 987 (X2)
+ E.V.AAand
e BB (-) 2
OUT ATC002-002 (X19 X21)
OUT E.V.BB(-)
S.V. (-) 8
OUT ATC001 (X19 X21) D3 IN4007
OUTS.V.A
E.V. A(-)(-) 1
EM. 834 (X57)
SPIASTEER.
EM. STERZOINDIC. 5
EM.
SPIASTEER.
EM. STERZOINDIC. 844 (X19 X23)
10
N.C.
N.C IN5408 3A D4
3 556
85
85 RELAY
RELE' B. b ALARM
ALARM 6
INPUT
INPUT REVERSE
REVERSE 7 D8 IN4007
IN4007
MARK II 13 WAY 90°
MARK II 13 VIE 90˚ D5
ATC022
IN4007
D6
IN4007
D7
IN4007
Fig. 7-23
CHECK TR = TRANSISTOR SOL = SOLENOIDE

Wire
cut-off
FORW. SOL Flashing 1st lamp 0.5 Hz
Failure
FORW. TR. Flashing 1st lamp 1 Hz
Wire
cut-off
REV. SOL. Flashing 2nd lamp 0.5 Hz
C H C H
COOLANT OIL TRAN
Failure
1 2 3 4 REV. TR. Flashing 2nd lamp 1 Hz
E\G OIL BRAKE PRESS
COOLANT TEMP T\M OIL TEMP Wire

Speed engaged cut-off
CHARGE
E F SOL. A Flashing 3th lamp 0.5 Hz
indicator
1\10h Failure
TR. A Flashing 3th lamp 1 Hz
GENERAL
FUEL HOURMETER WARNING
km\h Wire
cut-off
SOL. B Flashing 4th lamp 0.5 Hz
Failure
TR. B Flashing 4th lamp 1 Hz
OTHER CHECK
{ INPUT SIGNAL
OUTPUT SIGNAL
MEMORY
Fig. 7-24 Trouble self-diagnosis on automatic transmission
7.6.5 INITIALISATION PROCEDURE OF THE

AUXILIARY REVERSER DEVICE
In the event Forward/Reverse controller (3, Fig. 7-6) F

is replaced; it must be set-up prior to operating the 4
machine. N
Proceed as follows:
Version with dual lever equipment control

Place the gearshift controller in position Forward. OFF
Position the supplementary control (switch F-N-R) in ACC.
position Forward. ON
Move the starter key from position OFF into position
START
ON for about 7 seconds. Return the gearshift controller
and the supplementary control into Neutral. The pro-
cedure is now completed.
Starter key
Version with single lever equipment control
Place the gearshift controller in position Reverse.
Forward
Keep the two buttons (F and R) of the supplementary
Neutral
control, located on the equipment control lever, pressed N
simultaneously and move the starter key from position Reverse
OFF into position ON.

R
After about 7 seconds, release the buttons and move
the transmission gearshift controller into position
neutral.
Fig. 7-25
7.7 MAIN SWITCH
LOCATION - Inside the left battery panel.
Battery Ground
–
Fig. 7-26
7.8 STARTER SWITCH
LOCATION - Cab right console
OFF
AC
H C R B M
ON
STAR
T
L BG
B G1 G2 ACC M ST POSIZIONE
POSITION
H B ST
OFF
ACC
G2 G1
ON M ACC
START
Fig. 7-27
WIRES POSITION TECHNICAL DATA

R724 "B" DC: 24 V
860 "G1" B-G1, G2: 8 A
804 "ACC" B-ACC: 10 A
949 "M" B-M: 5A
907 "ST" B-ST: 3A
7.9 SOLENOID SWITCHES AND DIODES
7.9.1 COLD STARTING RELAY
000
WIRE
870 to starting key through fuse 6D
780 to fuse 150 Amp
782 to cold starter resistor
000 to ground
TECHNICAL DATA
Nominal voltage: 24 V
870
780
782
Fig. 7-28
7.9.2 STARTER RELAY (K21)
WIRE
700 to connection box
802
802 to starter safety solenoid switch
888 to starter motor
000 to ground e
TECHNICAL DATA
Nominal voltage: ≤ 24 V 700 888
Coil nominal current: ≤ 2 A
Nominal load: 100 A G B
Fig. 7-29 000 g
Fig. 7-30 LOCATION - Inside connection box,

engine right side compartment
7.9.3 ELECTRIC CUT-OFF RELAY (K22)
WIRE
772 to diverter box
869 to connection w7electric cut-off
913 to timer K24 913
000 to ground
e
TECHNICAL DATA
Nominal voltage: ≤ 24 V
772 869
Coil nominal current: ≤ 2 A
Nominal load: 100 A
G B
000 g
Fig. 7-31
Fig. 7-32 LOCATION - Inside connection box,

engine right side compartment
7.9.4 BACK-UP ALARM RELAY
WIRES 556
772 to battery
197 to fuse 3E (7.5 Amp)
558 to connection 21N 85
772 30 197
87a
87
556 to connection 21M
86
TECHNICAL DATA 558

Pick-up voltage: 14 V
Release voltage: 4.8 V
Resistance at 20 °C (68 °F): 240 Ω
Maximum current 20 Amp (N.O. contacts) 85 87 87a
maximum current 10 Amp (N.C. contacts)
Diode 1N4004 86 30
Electric diagram
Fig. 7-33
Fig. 7-34 Location of relay:

Inside the connection box, right side of engine
compartment
7.9.5 DIODES K 23 - K 25
DIODE K 23
WIRE 000
876 to connection w/ amplifier EN 40
876
000 to connection w/ amplifier EN 40
LOCATION: Inside connection box, engine right side

compartment Fig. 7-35
870
DIODE K 25
WIRE
000 000
870 to cold starter relay coil
913 913
000 position 87a and 87c to ground
Fig. 7-36
30 87d
87a 87b 87c
Fig. 7-37 Relay location: Inside connection box, engine

right side compartment
7.9.6 TIMER (K 24)
WIRE
903 to fuse AD
87
913 to electric cut-off coil K 22
917 to fuse 5 D 86
000 to ground
TECHNICAL DATA
Operating voltage: 24 V 30 85
Kick-out output timer: 590 ms
Kick-out cycle repeating time: 5 ± 1 s
Maximum kick-out output current: 50 A
Intake at rest: ≤ 7 mA
TIMER
ACTUATION DIAGRAM
ENGINE CUT-OFF
SOLENOID
+ 30 30 85 86 87
KICK-OUT
HOLDING
+ 16
COMMON
- 31
Fig. 7- 38
Fig. 7-39 Relay location: Inside connection box, engine

right side compartment
7.9.7 RETAINING SOLENOID SWTCH 90 AMP
804
M 85 R
30
G
86
N
WIRE
804 to starter switch ("ACC")
N to ground
R to relay board (+B)
M to fuse F5A (15Amp)
TECHNICAL DATA
R
Nominal current: 90A 30 85 86 G
Resistance: 140 Ω
Electric diagram
Contact closing voltage: 5 to 18V
Contact re-opening voltage: 8 to 20V Fig. 7-40
Fig. 7-41 Location of solenoid valve:

relay board, inside the cab behind the
operator's seat
7.9.8 SINGLE LEVER CONTROL SOLENOIDS

RELAY
LOCATION: under the equipment control lever, inside "APV12" box
86 87 87
85 30
Electric diagram
Fig. 7-41
CABLES
1 to cab cable connector R
B
N to position 86 on seat relay 2 RELAY 1
R to position 87 on seat relay 2 M 4
(BUCKET)
2 to cab cable connector
B to position 30 on diodes seat
M to cab cable connector N 1
4 to equipment control connector
Fig. 7-42
CABLES
N to position 86 on seat relay 1
N to position 87a on diodes seat RELAY 2 R 5
R to position 87 on seat relay 1 (BUCKET)
H
3 to cab cable connector
5 to equipment control connector
N N
Fig. 7-43
7.9.9 SINGLE LEVER CONTROL DIODES BOX
LOCATION: Under the equipment control inside box "APV12".
WIRE
B Position 30 to position 30 on seat relay 1
N Position 87a to position 86 on seat relay 2 and position 87c
N Position 87c to position 87a on diodes seat
H Position 87d to position 30 on relay 2
N 87a
87b
87c B
30 87d
N
30
N
87a 87b 87c
87d H
Fig. 7-44
7.9.10 LTS RELAY
CONTROL "1" RELAY

1
WIRES
1 To front wire connector 85
B 30 M
87a
R To position 30
87
M To front cable connector 86
B To position + of LTS solenoid valve timer
R R
Fig. 7-45
TIMED SOLENOID VALVE "2" RELAY H

4
WIRES
H To position L of LTS timer 85
B 30 2
87a
87
B Bridge of position 86 to 87
2 To timed solenoid valve EV1 86
B To position + of LTS timer
4 To connection solenoid valves EV2-EV3 B
85 87 87a
Diode 1N4004 86 30
Fig. 7-46
Fig. 7-47 Location of LTS relay and timer: inside

box APV12 on front frame.
7.9.11 LTS TIMER
WIRES
3 4 To connection solenoid valves EV2-EV3
B To position 87 of relay "1"
B To position 86 of relay "2"
H To position 85 of relay "2"
3
B P
L
B
Fig. 7-49 Location of LTS relay and timer: inside

H
box APV12 on front frame.
Fig. 7-48
7.9.12 CAB RELAY BOARD

K3
K1 high beam lights relay K1 K2
K2 starter safety relay
K3 turning light flasher relay
K4 low beam relay
K5 forward/Reverse 2nd control neutralisation relay
K6 relay not connected
K7 horn relay
K8 transmission solenoids control relay
Note — For the specific connections of the relay,

please see the relevant diagram at page 7-31.
K4
K5 K6 K7 K8
Fig. 7-50 Location: relay board, inside the cab

behind the operator's seat
7.9.13 RELAY BOARD ELECTRIC DIAGRAM (CAB)
PARK. BRAKEx 3-20 X2-13 +ACC/FR

X3-16 N.C.
TR.CUT-OFF PRESS. X3-14 N.C.
x3-12 X3-17 + E.V. FORWARD
X2-10 + E.V. REVERSE
+ F/R ACCx3-121
X2-11 P. BRAKE INDIC.
X2-10 P. BRAKE INDIC.
P. BRAKE INDIC.x 3-19
X 3-1 +HORN RELAY
X 3-4 +HORN
HORN BUTT.x 3-5 X 3-6 +HORN PEDAL BUTT. +30

B + FUSES
RELAY 90 Amp
X 3-15 N.C.
X 2-6 + HIGH BEAM RELAY

X2-9 HIGH BEAM INDIC.
X2-8 LH HIGH BEAM
86 HIGH BEAM X2-7 RH HIGH BEAM
RELAY .x 2-2
k3
FLASHER UNIT
X 2-3 + LOW BEAM RELAY
X2-4 RH LOW BEAM

86 LOW BEAM X2-5 LH LOW BEAM
RELAY
49 FLASHER
ACC. FROM KEY X3-9

86 RELAY 90 Amp
X2-13 CONS. AVV.
50 START x 2-16 85 RELAY 90 Amp
STARTER
NEUTRALISER
Fig. 7-51
7.10 PRESSURE SWITCHES- SENSORS-SWITCHES
1 2
Fig. 7-52
7.10.1 STOP LIGHTS PRESSURE SWITCH 7.10.3 BRAKES ACCUMULATOR OIL LOW
PRESSURE SWITCH
WIRES
117 To fuse 1E (4 Amp) WIRES
175 To stop lights 613 613 To indicator on instr. panel through conn.
x14
TECHNICAL DATA 000 To front frame ground
Thread: M10 x 1
Setting: 1.8 ± 0.5 bar TECHNICAL DATA
Thread: R 1/8 conica
Setting: 60 ± 5 bar
7.10.2 TRANSMISSION CUT-OFF PRESSURE

SWITCH
WIRES
974 To transmission cut-off switch on right panel
of cab
975 To pos. 1 of transmission cut-off switch
TECHNICAL DATA
Thread: M10 x 1
Tightening torque: 20 Nm
7.10.4 AIR CLEANER CLOGGING PRESSURE

SWITCH
WIRES
663 663 To indicator on instrum. panel through x14
000 To front frame ground
TECHNICAL DATA
Setting (closing of contact): 57 ÷ 67 mbar
Tightening: tighten manually, without using tools
LOCATION - On air cleaner inside the engine hood.
663
000
Fig. 7-53
7.10.5 ENGINE OIL LO PRESSURE SWITCH
WIRES TECHNICAL DATA

503 To instrument and switch panel through Thread: R 1/8 tapered
connex x14 Setting: 0.5 ± 0.1 bar
503
Fig. 7-54 LOCATION - On engine crankcase
7.10.6 STEERING MAIN CIRCUIT LOW

PRESSURE SWITCH

835 To steering low pressure timer "K1" through Thread: M14 x 1.5
connex. x14 Setting: (Push-OFF)
Fig. 7-55
7.10.7 EMERGENCY STEERING CIRUIT LOW

PRESSURE SWITCH

844 To indicator on instrument panel through Thread: M10 x 1 conica
connex. x14 Setting: 1 ± 0.2 bar
Fig. 7-56
7.10.8 COOLANT MAXIMUM TEMPERATURE

SWITCH
528 To indicator on instrument panel through N.O.
connex. x14 Thread: M16x1.5
000 To front frame ground Setting: 101 ± 2°C
528
Fig. 7-57 LOCATION - ON ENGINE CRANKCASE
7.10.9 COOLANT TEMPERATURE SENSOR

552 To coolant temperature indicator on dashboard Thread: M16 x 1.5
552
Fig. 7-58 LOCATION - On engine crankcase
7.10.10 PARKING BRAKE RESSURE SWITCH

978: To timer K2 in caba N.C.
996: To ATC Thread: M10x1
996 978
Fig. 7-59 LOCATION - Rear side of transmission
7.10.11 TRANSMISSION OIL TEMPERATURE

SENSOR

550 To transmission oil temperature indicator on Thread: M16 x 1.5
dashboard
550
Fig. 7-60 LOCATION - Left side of torque converter cover
7.10.12 TRANSMISSION OIL MAX. TEMPERATU-

RE SWITCH
559 To indicator on instrument panel N.O.
Thread: M16x1.5
Setting: 119 ± 3°C
Tightening torque: 20 Nm
559
Fig. 7-61 LOCATION - Left side of torque converter, on transmission cooling pipe
7.10.13 PROXIMITY SENSOR (Accelerator pedal)

538: To ATC Thread: M18 x 1
981: To fuse F 7.5 Amp Tightening torque: 20 Nm
000: To front frame ground Setting of sensor intervention distance. 5 mm max.
ACCELERATOR PEDAL
CAB FLOOR
538 981
000
1.5 - 3 mm SENSOR
Fig. 7-62 LOCATION - Lower side cab right front side
7.10.14 BUCKET POSITIONER PROXIMITY

SENSOR
BLUE To ground Thread: M18x1
BROWN To 31 way connection (994) Tightening torque: 25 Nm
BLACK To 31 way connection (981) Setting of sensor intervention distance: 5 mm max
BLACK
BLUE
BEOWN
981
Fig. 7-63 LOCATION - ON BUCKET DUMPING CYLINDER
7.10.15 BOOM MAX. HEIGHT KICK-OFF

PROXIMITY SENSOR

BLUE To ground Thread: M18x1
BROWN To 31 way connection (995) Tightening torque: 25 Nm
BLACK To 31 way connection (980) Setting of sensor intervention distance. 5 mm max.
BLACK
BLUE
A
BROWN
980
Fig. 7-64 LOCATION - On front frame, in correspondence with the left boom pivot
7.10.16 TRANSMISSION SPEED SENSOR
1st SPEED SENSOR

WIRES
537 To ATC 536 537
536 To ground
2nd SPEED SENSOR

WIRES
535 To ground
534 535
534 To ATC
Fig. 7-65
2rd speed
1rd speed
sensor
sensor
Fig. 7-66 LOCATION - Rear side of transmission
7.10.17 NOTE FOR THE INSTALLATION OF

D
SENSORS:
Apply LOCTITE 572 to 1st and 2nd sensor.
Setting: To obtain a correct installation of the sensors,

tighten until it touches the transmission gear, then
loosen the sensor one and a half turn.
Fig. 7-67 D =Distance between sensor and

transmission gear (see setting)
7.10.18 FUEL LEVEL SENSOR
WIRES
555 To fuel level indicator (dashboard)
557 To fuel level instrument (dashboard)
INDICATOR
24V3W
A
FULL
24V V
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. 7-68 LOCATION - Inside of tank
7.11 ALTERNATOR
OPTIMAL CONNECTIONS TO
TERMINAL I
TYPICAL WIRING DIAGRAM
DIODE (5 Amp)
637
10 OHM, 30 W A
50 OHM, 10 W
773 110 OHM RECOMMENDED
I
I
I
BULB 3 CP
BAT
522 W
IGN SWITCH
WHEN THE INDICATOR B+
LIGHT COMES ON I
WARNING: DO NOT SHUNT AMPEROMETRO
000 EXCEED 1 Amp output BAT+ HF
A
II
CHARGING LINE CABLE
TACHOMETER Ø 6 CABLE OR BAT
CHARGE INDICATOR LARGER V
LOAD
RECOMMENDED CHARGING
SYSTEM INDICATOR
MOTOR SOLENOID TERMINAL OR A POINT NEAR

THE BATTERY CONNECTED BY A LARGE DIAMETER CABLE
Fig. 7-69 LOCATION - Left side of the engine compartment

773 To fuse LINK (80 Amp) - Nominal voltage of electrical system: 24 Volt
637 To connector "X-14" (cab connections) - Nominal current output: 50 Amp
000 To ground
7.12 EQUIPMENT CONTROL SINGLE LEVER PILOT VALVE
KICK-DOWN
YU FORW/REV. SINGLE E-CONTACT
DOUBLE E-CONTACT
1
24˚ 17˚
2
4
NEUTRAL
SINGLE E-CONTACT YU
3 yellow black grey withe
Identification Wire Identification Wire

in the plug colour in the plug colour
1 grey 5 yellow
2 black 6 green green red blue brown
3 red 7 white Neutral Kick-down

4 blue 8 brown
Forward/Reverse
Grip YU F
1 2 3
LOCATION - Right side of operator's seat
4 5 6
7 8 9
View F TECHNICAL DATA

TECHNICAL DATA
View F F
SWITCHES POWER SUPPLY 24V - DC / 1.25 AMP
A
1 2 3
CONTACT RESISTANCE: < 20 MW
4 5 6 MAX. CURRENT LOAD PEAK: £100 Amp / 30 ms
B
Fig. 7-70
7.13 ACOUSTIC TRANSDUCERS
7.13.1 HORN
WIRES
138 To horn "K7"
000 To ground
TECHNICAL DATA
Input: ≤ 5A (0.2 Ω)
Sound level:: 117 db a 1.2 m
138 000
Fig. 7-71 LOCATION - Inside front frame
7.13.2 BACK-UP ALARM

163 000
WIRES
163 To back-up alarm relay through fuse 3E (7.5
Amp)
000 To ground + -
TECHNICAL DATA
Sound level: adjustable (97 - 107 - 112 db)
DETAIL OF SOUND POWER SELECTION
BRIDGE
MIN. MED.
MAX
Fig. 7-72 LOCATION- Radiator compartment
7.14 CLIMATE SYSTEM
When pressing this button, all functions of

the climate system are operating in a fully automated
mode. The system reaches and keeps constant the
selected temperature in the cab.
This button operates the panel diverting the

air from outside to recycling and viceversa.
The system puts-in automatically, at programmed
intervals, fresh air from the outside.
The air recycling is automatically actuated when the
outside temperature exceeds 26 °C (79 °F).
Fig. 7-73
Actuation/cutting-of the air conditioner

compressor.
Selection of the temperature desired inside The actuation of the compressor is signalled by the
the cab. actuation of the corresponding led.
To each pressing, corresponds a variation of 1 °C (33.8 Under these conditions, if an internal temperature
°F) of the value on the display. lower than the outer one is required, the led flashes for
For values below 18 °C (64.4. °F) or exceeding 30 °C a few seconds to attract the attention of the operator,
(86 °F), the symbols LO and HI respectively appear on indicating that the system is unable to cool the air.
the display. When the outer temperature is lower than 3 °C (37 °F),
Under these extreme conditions, the system is set in the compressor is inoperative.
a stable manner, so that maximum cold is provided in
LO and maximum heat in HI.
to the right). Manual selection of the quantity

of air put into the cab.
When actuating these buttons, the AUTO led goes
OFF; the system still regulates in an automatic mode,
except that the manual selection.
When pressing the decrement button with zero speed,
the controller moves to the condition OFF (totally
inactive and functions deactivated).
External temperature reading.

When the temperature of the external air is near 0 °C
(32 °F) the display flashes for a few seconds at regular
intervals to indicate the danger of icing on the road.
7.14.1 CLIMATE SYSTEM 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
Connector
Connettore(for
(percontrol unit) to be
la centralina) daused in thenel
utilizzare wiring:
cablaggio:
20 10 Molex MiniFit 20 way female 3 2 1
Molex MiniFit 20 vie portaholder cod.cod.
femmina 557-20R
557-20R
Centralina Pin femmina:cod.5556

Female pin:cod.5556
Control Unit Valvola ad acqua motorizzata
Water valve with motor
Rel eccitato=ricircolo
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
2.5 mm2 +chiave
87 87 87
87 87
86 85 86 85 86 85
30 30 30
+chiave
+ chiave
key
a
Velocità
22a Velocità
nd
Speed
22nd Speed 1a Velocità
1st Speed a
1 Velocità
st
33aaVelocità 1 Speed
thVelocità Elettroventilatore
3 Speed
3rd Speed Marrone Electric fan
Marrone
Brown Nero
Nero
Black
Blu
Blue
Blu
Azzurro-gialo
Azzurro-giallo
Fig. 7-74 Light blue-yellow
7.14.2 CLIMATE SYSTEM ELECTRIC DIAGRAM

711
x1-12
X1-12+24V ALIMENTAZIONE
+24v POWER SUPPLY
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 RELE'
RECYCLING RELAYRICIRCOLO
191
x1-13 MOTORE
RECYCLING MOTORRICIRCOLO
RL1
24V 85 87 87a
D1
IN4007
86 30
CLIMA11 a
x1-6 85 RELE’
85 1ST SPEED RELAY1 VELOCITA’
01
x1-4
1ST SPEED1a VELOCITA’
RL2
24V 85 87 87a
D2
IN4007
86 30
CLIMA03
x1-8 85 RELE’
85 2ND SPEED 2a VELOCITA’
RELAY
02
x1-9
2ND SPEED2a VELOCITA’
RL3
24V 85 87 87a
D3
IN4007
86 30
CLIMA05
x1-10 863RELE’
86 RELAY RD 3a VELOCITA’
SPEED
03
x1-13 3a VELOCITA’
3RD SPEED
RL4
24V 85 87 87a
D4
IN4007
86 30
CLIMA01
X1-2 86 RELE’ CONDIZIONATORE
824 86 A/C RELAY
X 1-3OUTPUT
A/C USCITA CONDIZIONATORE
RL5
24V 85 87 87a
D5
IN4007
86 30
Fig. 7-75
SECTION 8
CAB
CONTENTS
8.2 REPAIR ................................................................................................................... 8-2

8.2.1 Cab (removal/installation) ........................................................................................ 8-2
8.3 WINDSCREEN WIPERS AND WASCHERS ............................................................ 8-4
8.4 HEATER ................................................................................................................. 8-5

8.4.1 Generalities ............................................................................................................. 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 Cab climate control and error code ......................................................................... 8-14
8.6.4 Operation cautions ................................................................................................. 8-16
8.6.5 Attachment connection .......................................................................................... 8-18
8.6.6 Unload ................................................................................................................... 8-19
8.6.7 Refrigerant charging ............................................................................................... 8-19
8.6.8 Leakage check ....................................................................................................... 8-20
8.6.9 Troubleshooting ...................................................................................................... 8-22
W230 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 W230 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 Provide a suitable hoist above the cab and hook it to
Park the machine on level ground and block wheels the lifting eyebolts( q.ty 4) . These should have been
securely to prevent motion. screwed in at the cab top beforehand (cab weight:
Disconnect the battery isolator switch. 700 kg approx.). Take out any slack in the lifting chains.
WARNING
Always disconnect the battery isolator switch be-
WARNING
fore cleaning, repairing, overhauling or parking
the machine. Always use hoists or similar devices of suitable
capacity to lift or move heavy components. Ensure
that the sling is perfectly made.
Use the lifting eyes.
Fig. 8-3
Remove rear fenders (1) and steps (2).

Remove protection panels (3) at the cab bottom, on
both sides.
Disconnect the cab to frame ground braid.
3 2 1
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 four connections A-B-C-D from the Disconnect the two heater hoses located in the rear
bottom of the cab, on the left side, loosening the Allen right side of the cab.
screws retaining the connection. Make sure that all connections on the machine are
Disconnect the throttle pedal linkage, ball joint (5), disconnected, then lift the cab, moving it sideways.
link (6) from steering column (10). Loosen the screws
securing the brake pedal valve and remove the pedal
assembly, without disconnecting the pipes. Reinstallation
From the right side of the cab, open the panel and The installation is the reversal of the removal.
label the hoses of the equipment control levers (3) Tighten the cab screws to the frame to the specified
and three way valve (4). Disconnect the piping of the torque.
windshield washer from the reservoir, and disconnect
the piping of the parking brake valve from the right
side of the cab.
Close the heater feeding valves.
4
3
10
5
11
6
1 7 2 A B C D 11 1
8 1
Fig. 8-6
Note - 1 Screw M16 - Tightening torque 230 Nm
1. Safety screw M30 - 2. Safety screw M24 - 3. Tequipment control lever pipes - 4. Three-way valve pipes - 5. Throttle ball
joint - 6. Steering lever ball joint - 7. Cab and frame front securing nut M16 - 8. Cab and frame rear securing nut M16 -
9. Throttle pedal - 10. Steering column - 11. Elastic pads.
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 (14 °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).
Internal gears provide an 80° oscillation of the wiping Pump hoses are connected to the nozzles located at
arm. the sides of the wiping arms.
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

Specifications be necessary to reassemble the arm assembly to the
drive part correctly to centre the wiping action over
Bottle capacity .............................. 2.5 l (0.66 USG) 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 l/min the figure.
8.4 HEATER
8.4.1 GENERALITIES
The cab heater is placed in a special compartment,

on the cab right-hand side. 6
The associated switches are located on the control 2
console and are used to: 1
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
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 ........................................... 10000 Kcal/h

Air flow ........................................... 575 ± 10% m3/h
Absorbed power ............................................. 400W
Working temperature
range ...................... From -15 to +50°C (5 to 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

5
differential hardening and have a 5 ± 0.2 mm thick-
ness. They are firmly bonded to their seats by means
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.
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. Using a knife, cut off the adhesive left on the body

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 5. Punch the membrane in the threaded connection.
(at least 1 minute after ball separation from the
sediment). Apply an even continuous bead of
activator along the black stencil using the applicator
supplied.
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. 8-17 Fig. 8-19
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 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.
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 tem-
perature of 23°C (73 °F). During this period the ma-
chine should not be submitted to any stress what-
ever.
8 - 10 CAB W230 EVOLUTION
W230 EVOLUTION CAB 8 - 11
8.6 AIR CONDITIONING UNIT
8.6.1 OPERATING INSTRUCTIONS
The operation principle can be summarised as follows: the refrigerant, Freon R134a, in its gaseous state, is
sucked by the compressor at low pressure and forwarded to final compression. The gas, heated by the compres-
sion, flows, still in a gaseous state, into the condenser, where, under the effect of the cooling provided by the air
flow through the action of the fan, reaches the condensation point, passing into a high pressure liquid state.
Consequently, the refrigerant at liquid state, reaches the dehydration filter that has the function of trapping
impurities, absorbing moisture trapped by the system and operates as a reserve tank for the refrigerant. Then, the
Freon reaches the expansion thermostatic valve that has the purpose of regulating the refrigerant flow in the low
pressure evaporator, causing the passage from liquid to gaseous state. At the same time, the air passing through
the evaporator, under the effect of the fan, at a temperature exceeding the refrigerator contained in the evaporator
itself, causes its boiling and a full evaporation, releasing heat. Cooled air, deposits on the fins of the evaporator
part of its moisture content, under the form of small droplets, dropping into the containers and unloaded outside
the cab.
Cooled and dehumidified air is directed to the cab. The refrigerant, at the evaporator outlet, is sucked again by the
compressor, re-staring the cycle.
Expansion valve Fan unit Evaporator Compressor
Condenser
Intake
High
pressure
Low
pressure
Pressure Filter
switch
Fig. 8-21
8.6.2 TECHNICAL DATA
Cab air fan

Voltage 24 V
Electrical input 17A
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 480 x 37.5 mm
Input air temperature 35 °C (109 °F)
Relative humidity 50%
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
Dehydrating 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
ON 2.6 bar
High pressure OFF 28 bar
ON 25 bar
(Fan) OFF 12 bar
ON 17 bar
Thermostat
Type RANKO K50-L9421
Setting Cold OUT 0 °C 32 °F
IN 5 °C 41 °F
Electronic
Control controller
board
Condenser
Air
compressor
Drive belt Hose
Hose
Filter
Transmitter
Sensor
Primary
air filter
Evaporator
Secondary
air filter
Valve Hydraulic
connection
Sensor
Fan
Radiator
Motor
Thermostat
Hose
8.6.3 CAB CLIMATE CONTROL AND ERROR CODES
1 4
2 5
6 7 8 9
1. Inner temperature increment - 2. Inner temperature decrement - 3. Indication of inner temperature - 4. Fan speed
increment - 5. Fan speed decrement - 6. Auto function - 7. A/C compressor activation/deactivation - 8. Re-circulation -
9. Outer temperature.
ERROR CODES TABLE
In the event of troubles, the display shows the following error codes:
ERROR DESCRIPTION OF ERROR
E1 Outer air temperature sensor cut-off.
E2 Outer air temperature sensor shorted.
E3 Cab air temperature sensor cut-off.
E4 Cab air temperature sensor shorted.
E5 Mixed air temperature sensor cut-off.
E6 Mixed air temperature sensor shorted.
Electronic control of temperatures (E.C.S.)

Button activating/deactivating the operation
Under all conditions, the E.C.S. controls the tempera- of the air conditioning compressor.
ture and the quantity of air flowing into the cab. This The activation of the compressor is signalled by the
control is ensured for a temperature range of the out- coming-on of the corresponding led.
side air between -20 and +50 °C (-4 and 122 °F). When the compressor is deactivated (led OFF) the
system is not cooling.
When th outside temperature is lower than 3 °C (37 °F)
the compressor is deactivated.
Buttons selecting the desired temperature
in the cab.
Each push corresponds to a variation of ± 1 °C (86 °F)
of the value indicated by the display. This button intervenes on the panel switch-
For values below 8 °C (46.4 °F) or exceeding 30 °C ing from outer air to re-circulation and viceversa.
(86 °F). the display shows LO and HI respectively. The air re-circulation is automatically activated when
Under these extreme conditions, the system is outside temperature exceeds 26 °C (79 °F).
configured in a stable setting so that it always provides
maximum cold LO or maximum heat HI.
By pressing this button, the value of the

outside temperature is indicated for about 6 seconds.
(On the right) Buttons modifying manually When the outside air temperature approaches 0 °C
the amount of air injected into the cab. (32 °F) the display flashes for a few seconds at regular
By actuating these buttons, led AUTO goes OFF. The intervals, indicating the danger of ice formations on the
system still regulates automatically except for the ground.
manual selection.
By pressing the speed decrement button with zero
speed, the controller goes to condition OFF (every-
thing inoperative and functions deactivated).
By pressing this button, all the climate

control functions are managed in a fully automatic
mode.
Conditioning Performance Piping precautions
IN ACCORDING WITH ISO 10263 - Position the O-Ring against the bulge in the pipe
when connecting hoses and pipes.
8.6.4 SERVICE PRECAUTIONS - Coat the piping connections and the O-Rings with
PAG oil.
- Fit the nuts and unions tightly against the base of
WARNING the companion pieces then hand tighten the nut as
Direct contact with refrigerant can cause frostbite much as possible. Then, tighten to the specific
or blindness. torque.
Always wear safety glasses and protective gloves.
Do not work with refrigerant colse to the face. Note - Always use oil specified for R134a system to
coat the O-Rings.
CAUTION
O-Ring
PAG oil, in the R134a systems, absorbs moisture
quickly when exposed to the atmosphere. Union
Handle the air conditioner components carefully. Do

not knock or drop them.
Nut
Fig. 8-23
Do not release refrigerant into the air

Although R134a is not subject to CFC regulations, it
can have an effect on global warming, and so should
not be released into the air.
OIL
WARNING
When removing refrigerant from the air conditioner
system, always use a refrigerant recovery unit
made especially for R134a.
(Special tool 380001326).
Do not release the Cap all containers and components

refrigerants into the
atmosphere Fig. 8-25
The oil must be replaced or replenished in the following

cases:
- when refrigerant or oil leaks from the system;
R134a
- when refrigerant is suddenly discharged from the
system;
- when system components are replaced.
Note - The oil plug O-ring must be replaced with a
Recovery unit new one.
Fig. 8-24 Refrigerant charge inspection

As indicated in the figure to follow, compressor oil
does not mix with the refrigerant (R134a) at certain
Compressor oil temperatures. At these temperatures, the refrigerant
can appear "cloudy" when checking through the
Use compressor oil made specifically for use with inspection window, thus it can be erroneously
R134a. considered that the charge is insufficient.
R134a system compressor oil has an extremely high
moisture absorption capacity.
Temperature
Oil-refrigerant
Condensation separation
CAUTION temperature
range Blending range
Cap the oil container after use and the air
conditioner system parts, when servicing. Vaporization
Never mix compressor oil with other types of oil. temperature
range
Oil-refrigerant blending rate
Fig. 8-26
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
CAUTION
4. Connect the couplers to the high and low pressure
If there is any refrigerant in the air conditioner hoses. Turn the knob on the fitting to depress the
system, connect the hoses only after the service core if so equipped.
hoses and the manifold gauge have been evacuated. Before disconnecting hoses, close both manifold
gauge valves.
Manifold gauge
Low pressure High pressure
Charging hose
Charging hose
Coupler
Vacuum pump
Refrigerant container
Fig. 8-27
8.6.6 DISCHARGING
CAUTION
WARNING When the pointer moves toward 0 (zero) the system
is not leak-proof. Check the system to identify
Do not release the refrigerant into the air. leakages and fix tem.
Discharge refrigerant only into the refrigerant
recovery unit.
The recovered refrigerant must be recycled trough a - 101.3 kPa

{790 mm Hg,
refrigerant recovery unit to ensure that it is clean and - 29-92 in Hg}
free of moisture.
Refer to the user's instruction manual for refrigerant

recovery unit handling and operations.
Check for leaks and
repair it gauge needle
moves towards 0.
8.6.7 REFRIGERANT CHARGING Fig. 8-28
Evacuation
There are various methods of charging refrigerant into
the air conditioner system. these include using 1. Operate the vacuum pump.
refrigerant recovery units and direct charging using a 2. Open both manifold gauge valves
scale. 3. Evacuate the system for at least 20 minutes.
4. Close both manifold gauge valves.
Note - Change refrigerant in the system of wheel loader

every 2 years. Initial charge
1. Put the refrigerant container on the scale.
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
stabilize the vacuum inside the system.
7. Close both valves and stop the vacuum pump.
Checking air tightness Scale
Fig. 8-29
1. Leave the system as it is for 5 to 10 minutes.
Ensure the low pressure gauge needle does not
move towards the atmospheric pressure side 2. Disconnect the utility hose from the vacuum pump
(gauge pressure 0). and connect it to the refrigerant container.
3. Purge air from the utility hose.
4. Record the refrigerant weight.
5. Open the refrigerant container valve.
6. Slowly open the manifold gauge's low pressure side
valve to charge refrigerant from the low pressure
side valve to charge refrigerant from the low pres-
sure side.
7. Charge the refrigerant until the low pressure

pressure gauge exceeds the minimum pressure
Pressurein high
switch threshold of 0.26 mPa (2,6 bar). pressure fine
The optimal refrigerant's weight is approxi-
mally 1300 gr (2.9 lbs).
8. Close the manifold gauge's low pressure valve.
Pressure
CAUTION
Pressure in low pressure line
Do not overcharge the system.
Time
Initial Leak check Compressor stops
Use an electronic leakage detector to check the
connections of the system for any possible seepage.
Fig. 8-31
Inspection procedure
Evacuation
Refrigerant
charging
Electronic leak detector
380001327
Fig. 8-30 Operate compressor

Repair
for at last 5 min
8.6.8 LEAK INSPECTION

Check for refrigerant
To facilitate refrigerant leak detection, operate the air leaks from high
conditioner at the full cooling setting with the fan run- pressure side parts
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- Operation test
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
8.6.9 TROUBLESHOOTING
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.
2. Excessive refrigerant The high-pressure side pressure will be high and even if Drain small quantity of
the condenser is cooled using water, air bubbles will not refrigerant until air
appear in the sightglass. bubbles 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
related
• 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 Test the conductance of the pressure switch, Check operation,
components thermoswitch, relay, etc. referring to the wiring
diagram, and replace
defective 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/cm)
Low pressure side pressure: 0.13 ~ 0.2 MPa (1.3 ~ 2.0 kg/cm)
Low -pressure side pres- The pressure in the low-pressure side becomes, normally, too high
sure too high. when the pressure on the high-pressure side is excessive. As ex-
plained here below, the check that follows is performed only when
the pressure on the low-pressure side is too high.
1. Defective The magnetic clutch switch turns off before the outlet air tempera- Adjust or replace.
thermoswitch. ture is sufficiently low.
2. Defective compressor The high- and low-pressure side gauge pressures equalize when Repair or replace the com-
gasket or valve. the magnetic clutch is turned off. pressor.
3. Poor expansion valve Frost has adhered to the compressor connector so that the tem- Install the temperature sen-
temperature sensor con- perature is lower than that of the evaporator outlet side piping. sor against the low-pressure
tact. 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 The compressor connector is cool but the low-pressure hose is Remove and clean the fil-
suction filter. not. ter.
Low-pressure side
pressure 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 The expansion valve's inlet side is frosted. Clean the filter or replace
valve. the expansion valve.
4. Expansion valve tem- The expansion valve's outlet side is chilled, and low pressure Clean or replace the piping.
perature sensor gas leak gauge indicates a vacuum.
(damaged capillary tube,
etc.)
5. Clogged or blocked pip- When the piping is clogged or blocked, the low-pressure gauge Clean or replace piping.
ing. reading will decrease, or a negative reading may be shown.
6. Defective thermoswitch. The evaporator is frozen. Adjust or replace.
High-pressure side
pressure too high.
1. Poor condenser cooling. Dirty or clogged condenser. Cooling fan does not operate cor- Clean, and repair the fan.
rectly. Blown fuse, broken wiring or poor contact. Fan motor mal- Repair the wiring or replace
function. 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
pressure 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.
Normal pressures
Low pressure side High pressure side
Low-pressure side: 0.13 ~ 0.2 MPa (1.3 ~ 2.0 kg/cm2)
0.13 - 0.2 MPa 1.47 - 1.67 MPa High-pressure side 1.47 ~ 1.67 MPa (15 ~ 17 kg/cm2)
{1.3 - 2.0 kg/cm2} {15 - 17 kg/cm2}
7
Conditions
6 8 1.5 2.0
4
5
5
9
10
1.0 15 20 2.5 Atmospheric temperature: 30 ~ 35°C (86 ~ 95 °F)
10 10 25
3
2
11
12
0.5 5
0
30 3.0 Engine speed: 1.500 rpm
35
1
0
0 15
14
13 0
3.5 Blower speed: HI (high-speed)
15
Temperature switch: Full cooling
Insufficient refrigerant
Indications:
• Low pressures on both the low pressure and high-
pressure sides;
Fig. 8-33
• Discharge temperature will not decrease.
Cause: Refrigerant leakage.
Remedy: Inspect using a gas leak detector, repair
the leak, and replenish the refrigerant.
98 MPa 0.78 - 0.98 MPa

{1.0 kg/cm2} {8 - 10 kg/cm2}
6 7 8 1.5 2.0
5 9
1.0 15 20 2.5
4 5 10
10 10 25
11
3 0.5 5 3.0
30
2 12
0 35
0 15 13
1 0
3.5
0 14
15
Fig. 8-34
Excessive refrigerant (poor condenser radiation)

0.25 - 0.29 MPa 2.26 MPa Indication: both the low and high pressures are too
{2.5 - 3.0 kg/cm2} {23 kg/cm2}
high.
6 7 8 1.5
4
5 9
10
1.0 15
2.0
20 2.5
Causes:
5
10
3
10
11
12
0.5 5
25
30 3.0 • Pressure increment due to excessive refrigerant.
2 0 35
1
0 15
14
13 0
3.5
• Insufficient condenser cooling.
0
15
Remedy:
• Clean the condenser.
• Inspect and adjust the fan belt and condenser motor.
• Check the refrigerant level.
Fig. 8-35
Air in cooling system

(insufficient suction)
0.25 - 0.34 MPa 1.96 - 2.45 MPa
{2.5 - 3.5 kg/cm2} {20 - 25 kg/cm2} Indications:
• Both the low and high pressures are too high.
5
6 7 8
9
1.5 2.0 • The low-pressure side piping is not cold.
1.0 15 20 2.5
4 5 10
10 10 25
3
2
11
12
0.5 5
0
30 3.0 Cause: Air entered the cooling system. When the
35
1
0
0 15
14
13 0
3.5 suction is not applied, the reading of the
15
instruments are indicated in the illustration

on the left.
Remedy:
• Evacuate the system, replenish the refrigerant and
check the gauge readings.
• After prolonged operation with air in the system, the
receiver drier must be replaced.
Fig. 8-36
Infiltration of moisture
0.25 MPa
{2.5 kg/cm2}
2.16 - 2.26 MPa
{22 - 23 kg/cm2}
Indication: Both the low and high pressures are too
high.
6 7 8 1.5
4
5 9
10
1.0 15
2.0
20 2.5
Causes: Improper refrigerant charge;
5
10 10 25
11
3
2 12
0.5 5
0 35
30 3.0
Defective expansion valve;
0 15 13
1
0
15
14
0
3.5
Improper temperature sensor installa-
tion.
Remedy:
• Check temperature sensor installation, and
insulation;
• If normal, replace the expansion valve.
Fig. 8-37
Insufficient compressor compression

0.39 - 0.59 MPa 0.69 - 1.08 MPa

Indications:
{4 - 6 kg/cm2, {7 - 11 kg/cm2,
18 psig} 99 - 156 psig} • High pressure on the low-pressure side, pressure
6 7 8 1.5 2.0
too low on the high pressure side.
5 9
1.0 15 20 2.5
4 5 10
3
10
11
0.5 5
10 25
30 3.0
• The high and low pressures are already equal when
12
2
1
0 15 13 0
0 35
3.5
operation is stopped.
0 14
15
Cause: Insufficient compression due to a defective

compressor gasket or damaged suction
valve.
Remedy: Disassemble and repair the compressor.
Fig. 8-38
Infiltration of moisture
Vide - 0.13 MPa 0.59 - 1.77 MPa Indication: The low-pressure side pressure
{Vide - 1.3 kg/cm2} {6 - 18 kg/cm2}
alternates between a vacuum and normal
6 7 8 1.5 2.0
pressure.
5 9
4 5
10
10
11
1.0
10
15 20
25
2.5
Causes: Moisture has frozen in the air conditioner
3 0.5 5 3.0
2
0
12
0
30
35
system, clogging the expansion valve,
1 15 13 0
0
15
14
3.5
which then blocks the air conditioner
system. When the ice melts, normal
operation resumes.
Remedy:
• Replace the receiver drier.
• Evacuate the system.
• Recharge with refrigerant to the proper level.
Fig. 8-39
Refrigerant does not circulate

Indications:
- 101.3 MPa 0.49 - 0.59 MPa
{- 760 mm Hg, {5 - 6 kg/cm2}
- 29.92 in Hg} • The low pressure side pressure becomes a vacuum
7
and the high pressure side pressure reads 0.49 ~
6 8 1.5 2.0
4
5
5
9
10
1.0 15 20 2.5 0.59 MPa {5 ~ 6 kgf/cm}.
10 10 25
11
3 0.5 5 3.0
30
2
1
0 15 13
12
0
0 35 • Ice or condensation are forming on the piping
3.5
0
15
14
connections of the drier receiver 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 temperature sensor.
Remedy: Stop operation and check for ice or
Fig. 8-40 contamination.
• If the problem is moisture, evacuate the system.
• Replace the expansion valve temperature 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. 604.02.361.01 - English - I - 2004

Printed by Satiz - Turin (Italy)
Coordinamento Editoriale Satiz - Torino

Service Manual: Evolution

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W230 EVOLUTION

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 .............................................................................................. pag. 1

TECHNICAL FEATURES OF WHEELED LOADER W230 EVOLUTION ................. pag. 8

TABLE OF FLUID CAPACITIES ...................................................................... pag. 11

UNITS OF MEASURE USED IN THE MANUAL .............................................. pag. 12

TORQUE TABLES ........................................................................................... pag. 13

ENGINE ................................................................ Section 1

GENERALITIES Ensure that nobody is in the machine operating range

When crossing gullies or ditches, move at an angle with STOPPING

ENGINE Always use gauges of adequate capacity (end-of-scale

DECOMMISSIONING THE MACHINE WARNING

In the machine are present: • Prior to proceeding with disassembly

TECHNICAL FEATURES OF WHEELED LOADER W230 EVOLUTION

IDENTIFICATION - 2677.230.00.1 Oil pump delivery (at 2200 RPM) ...........................

Brand and model CUMMINS 6CTAA8.3 Speeds Transm. Total Speed

Rigid front axle and pivoting rear axle, designed for

Brand and model .......................... TCM T676-4LC4 Type ......................................................... Tubeless

Load Travel Stabiliser L.T.S

DIMENSIONS AND WEIGHT

325 90 (3.5") 1650 (65")

ITEM QUANTITY FLUIDS OR LUBRICANT CLASSIFICATION VISCOSITY OUT DOOR

RADIATOR 60 (15.8) Ambra-Agriflu NH-900A – –35 to +50 °C (–31 to 122 °F)

API CF-4/SG 15W-40 –10 to +50 °C (14 to 122 °F)

ISO VG 46, DIN 51524

Front. 36 (9.5) API GL5

UNITS OF MEASURE CLASSIFICATION OF STANDARD COMPO-

Force: N (decanewton) Note — In case, in the different sections, the tighten-

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 10.9 100 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

- Tolerance on torque: ± 5%.

- Resistance classes R80, R100, R120 must be

8.8 replaces R80

10.9 " R100 for screws

12.9 " R120

10 " R80 for nuts

CDT = cadmed; FOSF = phosphated;

NUTS (ZNT) SCREWS (ZNT/DEIDR)

Strength grade: 10 Strength grade: 10.9

M10 x 1.25 72 52 82 62 M10 x 1.25 71 79

M10 x 1.5 65 50 77 60 M10 x 1.5 65 70

M12 x 1.25 130 87 145 102 M12 x 1.25 127 139

M12 x 1.75 110 81 129 96 M12 x 1.75 110 120

M14 x 2 180 125 200 146 M14 x 2 180 190

M18 x 2.5 - - - - M18 x 2.5 - -

M20 x 2.5 - - - - M20 x 2.5 - -

M22 x 1.5 800 410 - - M22 x 1.5 800 900

M22 x 2.5 - - - - M22 x 2.5 - -

M24 x 2 1000 470 1080 525 M24 x 2 1000 1100

M27 x 2 950 401 - - M27 x 2 1000 -

M30 x 2 1300 494 - - M30 x 2 1400 -

M33 x 2 1700 - - - M33 x 2 1900 -