Case 721F 821F 921F Tier4B F Series Wheel Loaders Training Manual- PDF DOWNLOAD

F Series Wheel Loaders

721F - 821F-921F-Tier4B Francesco Urso Originator Wheel Loaders Europe Issued Q4 - 2015 TORINO -Training center- (f. urso)

721F-821F-921F Tier4B 01 – INDEX

CONTENT Section INDEX

01

MAIN CHARACTERISTICS

02

ENGINE (Tier4B)

03

ELECTRICAL

04

ELECTRICAL SCHEMATICS

04A

STEERING

05

JOYSTICK STEERING ELECTRO-HYDRAULIC SHEMA

05A

TRANSMISSION

06

BRAKE & COOLING

07

HYDRAULIC SYSTEM

08

HYDRAULIC SCHEMATCS

08A

EST ON MACHINES (TIER4B)

09

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

CONTENT Page MAIN CHANGES (Versus Tier4a)

2

SPECIFICATION

6

DIMENSIONS & PERFORMANCES

7

MAJOR COMPONENTS

10

OPERATOR ENVIRONMEMENT

16

AIC AND NEW MENU STUCTURE

17

CAPACITIES AND LUBRICANTS

20

MAINTENANCE CHART

21

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

MAIN CHANGES (versus Tier4a) ENGINE HOOD & ACCESSORY

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

MAIN CHANGES (versus Tier4a) COOLING BOX+HYDRAULIC OIL FILTER (return)

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

MAIN CHANGES (versus Tier4a) ENGINE Tier4 (HI-eSCR)- ATS (SCR-DOC +ECU)

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

MAIN CHANGES (versus Tier4a) Alternator +master disconnect switch under positive

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

SPECIFICATIONS

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

721F-GENERAL DIMENSIONS

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

821F-GENERAL DIMENSIONS

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

921F-GENERAL DIMENSIONS

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

MAJOR COMPONENTS - ENGINE TIER4B (FINAL)

machine

721F

821F

make

FPT

Model

F4HFE613T

type

F4HFE613R

104x132mm‐6,7l

Injection

Electronic‐Bosch CR/CP3S3/L110

machine Max power

Standard

Economy

721F

821F

921F

cross

145 kW‐195 hp

169kW‐227 hp

183 kW‐246 hp

net

133 kW‐179 hp

153 kW‐206 hp

168 kW‐225 hp

cross

119 kW‐160 hp

149 kW‐199 hp

154 kW‐206 hp

net

107 kW‐144 hp

133 kW‐178 hp

138 kW‐185 hp

cross

102 kW‐137 hp

107 kW‐144 hp

143 kW‐192 hp

net

90 kW‐121 hp

92 kW‐123 hp

129 kW‐173 hp

721F

821F

921F

cross

941 Nm

1184 Nm

1300 Nm

net

914 Nm

1145 Nm

1261 Nm

cross

841 Nm

1010 Nm

1123 Nm

net

805 Nm

971 Nm

1084 Nm

cross

799 Nm

900 Nm

1123 Nm

net

768 Nm

861 Nm

1084 Nm

machine torque@ 1300rpm

F4HFE613S

4 strokes, turbo and air to air cooled

Bore/stroke/Displacement

Power@ 2000rpm

921F

Max power

Standard

Economy

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

MAJOR COMPONENTS - ENGINE TIER4B (FINAL) Engine RPM

721F

821F

921F

Idle RPM

870‐930

870‐930

870‐930

Alternate low idle

670‐730

670‐730

670‐730

Alternate Accelerated idle

1270‐1330

1270‐1330

1270‐1330

Maximum No Load RPM

2100‐2185

2065‐2185

2115‐2200

Converter Stall

1893‐2093 (4 gear) 1748‐1948 (5 gear)

1855‐2055 (4 gear) 1912‐2112 (5 gear)

1865‐2065 (4 gear) 1867‐2067 (5 gear)

Hydraulic Stall

1923‐2123 (4 gear) 1987‐2187 (5 gear)

1915‐2115(4 gear) 1920‐2120 (5 gear)

1905‐2105 (4 gear) 1957‐2157 (5 gear)

Converter & Hydraulic Stall

1500‐1700 (4 gear) 1413‐1613 (5 gear)

1550‐1750 (4 gear) 1590‐1790 (5 gear)

1450‐1650 (4 gear) 1450‐1650 (5 gear)

Note: Hydraulic Stall and Converter & Hydraulic Stall RPM values are read while the lift arms are rising with the bucket held rolled back and the engine at WOT in max power mode with transmission in manual mode and in 3rd gear.

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

MAJOR COMPONENTS ENGINE Tier4B +(HI-eSCR) & ATS (SCR-DOC+NEW ECU)

ENGINE + ATS (SCR-DOC)-721F- layout shown) 1.

2.

3.

4.

5.

6.

ELECTRONIC Control Unit -EDC17CV41DEF supply module SCR Chamber (selective catalytic reduction) DOC (Diesel oxidation catalyst) DEF Dosing module Engine Tier4B-F4HFE613T*B002-145 KW

1 6

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

MAJOR COMPONENTS –ZF ERGO POWER TRANSMISSION POWER TRAIN - Powershift Transmission: The 3 models (7-8-921F) can be equipped with a 4WG or 5WG ZF transmission. In the 5 SPEED POWERSHIFT configuration, with LOCKUP & POWER INCH system.

821F-4WG210 rear view

721F-4WG190 side view Transmission ZF 4 Speed

721F

921F

4 For/3 Rev proportional solenoid with TCM automatic/manual shift and modulation. Gears with helical cut. Adjustable decluch by pressure switch Make/Type Gear ratio

1st 2nd 3rd 4th

Torque converter Stall ratio (4 speed) 5 Speed w/lockup

821F

ZF/4WG190 Forw 3.745 2.184 1.072 0.636

Rev 3.551 2.071 1.017 ‐

2.81:1

ZF/4WG210 Forw 3.754 2.184 1.072 0.636

Rev 3.551 2.071 1.017 ‐

2.283:1

ZF/4WG210 Forw 4.152 2.184 1.072 0.636

Rev 3.937 2.071 1.017 ‐

2.283:1

5 For/3 Rev proportional solenoid with TCM automatic/manual shift and modulation. Gears with helical cut. Adjustable decluch by pressure switch Make/Type Gear ratio

1st 2nd 3rd 4th 5th

Torque converter Stall ratio (5 speed)

ZF/5WG190 Forw 3.921 2.255 1.466 0.942 0.613

Rev 3.718 2.138 0.894 ‐ ‐

2.42:1

ZF/5WG210 Forw 3.921 2.255 1.466 0.942 0.613

Rev 3.718 2.138 0.894 ‐ ‐

2.42:1

TORINO -Training center- (f. urso)

ZF/5WG210 Forw 3.921 2.255 1.466 0.942 0.613

Rev 3.718 2.138 0.894 ‐ ‐

2.350:1

2-13

MAJOR COMPONENTS – STD AXLES

721F-821F-921F Tier4B POWER TRAIN – STANDARD Axles and Differential .

023–models MAIN7-8-921F, CHARACTERISTICS The are equipped with ZF AXLES. 721F-821F - LSD different. STANDARD AXLES, front and rear (72.5% of available axle torque to wheel with traction); 921F - OPEN differential STANDARD AXLES FRONT and REAR;

721F-Front LSD

Rear axle trunnion 7-8-921F rear axles incorporate a greased center pivot. (lubrication every 50 hr)

721F

821F

921F

axles

front

rear

front

rear

front

rear

model MT

L3085‐II

L3075‐II

L3095‐II

L3085‐II

L3105‐II

L3095‐II

Differential Ratio

3.364

3.182

4.11

4.11

4.11

4.11

Planetary Ratio

6.000

6.400

6.00

6.00

6.00

6.00

Final Axle Ratio

20.18

20.36

24.67

24.67

24.67

24.67

LSD‐Limited Slip Diff., Front &Rear(up to 72.5% of available axle torque to wheel with traction)

Open

Open

Locking Differential

Open

Differential (Standard) Differential (Optional) Planetary Brake Area Park. brake

Locking Differential

Open

Outboard 0.387m2

0.387m2

Locking Differential

Open

Outboard 0.465m2

0.387m2

Outboard 0.542m2

0.465m2

Spring applied Hydraulic released, disc on transmission output shaft TORINO -Training center- (f. urso)

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MAJOR COMPONENTS – HD AXLES POWER TRAIN – OPTIONAL HD Axles and Differential .

721F-821F-921F Tier4B

The 3 models 7-8-921F, are equipped with ZF AXLES. 721F-821F - HD OPTIONAL AXLES Equipped with/whithout hydraulic Locking Differential (100% of available axle 02 – MAIN CHARACTERISTICS torque to wheel in traction) FRONT and OPEN differential REAR; 921F – HD OPTIONAL AXLES Equipped with/without hydraulic Locking Differential (100% of available axle torque to wheel in traction) FRONT and OPEN differential REAR;

Rear axle trunnion 7-8-921F rear axles incorporate a greased center pivot. (lubrication every 50 hr) Broze brake discs 721F - Heavy duty axle option 821F - All axles 921F - All axle

721F

821F

921F

axles

front

rear

front

rear

front

rear

model MT

L3085‐II

L3085‐II

L3095‐II

L3095‐II

L3105‐II

L3095‐II

Differential Ratio

3.364

3.182

4.11

4.11

4.11

4.11

Planetary Ratio

6.000

6.400

6.00

6.00

6.00

6.00

Final Axle Ratio

20.18

20.36

24.67

24.67

24.67

24.67

LSD‐Limited Slip Diff., Front &Rear(up to 72.5% of available axle torque to wheel with traction)

Open

Open

Locking Differential

Open

Differential (Standard) Differential (Optional)

Locking Differential

Open

Locking Differential

Open

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

OPERATOR ENVIRONMEMENT 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

Shifter (transmission control lever) Brake pedal Electrical throttle pedal Lift arm backet control lever Finger control lever (in line or single axis).

The auxiliary circuit is operated by a single lever Switch pad for AIC access Return to dig switch Float /return to travel switch High control switch Ride control switch Kick down switch F/N/R switch Transmission enable F/N/R switch 1 Declutch switch (4 gears) Transmission auto-mode switch Fan reverser Park brake switch Differential lock (front axle option) AIC display 22

7

15 14

16

24

21.

22.

23.

24.

25.

26.

27.

28.

27 Pilot lockout switch Hazard switch Turn signal, horn, low / high beam Torque convertor lockup (5 gears) Foot switch for differential lock Quick coupler switch Joystick Steering switch (opt.)

Back-up alarm switch

22

22

21 23

20

18

2 3

7 25

19

17

21

12

15

4 GEARS

24

5 GEARS

4 gears

26

5 gear

13

8

9

10 11 28

13 4

12

6

5

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27

721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

ADVANCED INFORMATION CENTER

LCD DISPLAY (5)

1. Low brake pressure 2. High beam 3. Transmision oil temperature (TCO) 4. Caution master 5. Multi fonction LCD display 6. Stop master indicator 7. Hydraulic oil temperature gauge 8. Wait to start / engine preheating 9. Lack of steering pressure 10. Parking brake (ON engaged) 11. Right turn 12. Fuel level gauge 13. Fuel level at minimum 14. Engine coolant temperature gauge 15. Left turn indicator

The display (5) shows in different zones various information depending on operating conditions or AIC setting.

The display shown below is in «normal operating conditions».

Display in 4 gears config.

Display in 5 gears config.

1. Shows F,R,N required by operator Blinks if F or R, while transmission clutches disconnected 2. Shows: -Hourmeter -Engine Speed -Travel Speed depending of operating conditions, and options selected 3. Shows transmission clutchs disengaged, if Park brake OFF 4. Shows differential locking 5. Shows Engine Power Mode -MAX -AUTO -STD -ECO 6. Shows Time in 12 or 24 mode with a blinking semi colon 7. Indicates current Transmission mode: Operation OK A Automatic M Manual Operation not OK C Substitute Clutch L Limp Home S Transmission ShutDown U TCU shutdown 8. New Diesel Exhaust Fluid (DEF) Gauge & Icon Shows current transmission gear 9. Shows Max Gear allowed when in automatic mode.

Blank in Manual 10. Shows Max Gear allowed when in automatic mode. Blank in manual

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

A/C MENU STRUCTURE

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS PARKING BRAKE RELEASE For Transmission FNR control to be at the Transmission Control Lever (1) see page 16, at the Left Side steering wheel. All following steps are required: 1.

2.

3.

4.

Service Brake pressure must be at operating pressure.

Transmission Control Lever (1) must be in neutral.

Push down on the bottom of the parking brake switch (18) to release the Parking Brake Switch.

Place the transmission control lever (1) in either FORWARD or REVERSE to move the machine.

For Transmission FNR control (13) to be at the Right Side of the steering wheel in the hydraulic controller area. All the following steps are required: 1. Service Brake pressure must be at operating pressure.

2. Left Side FNR of Transmission Control Lever (1) must be in Neutral.

3. Right Side FNR switch (13) must be in Neutral.

4. Machine speed is zero.

5. Engine should be running.

6. Push down on the top of the Transmission Enable Switch ((14) located in the side Console. (The indicator light on the bottom of the enable switch will illuminate when activated).

7. Push down on the bottom of the parking brake switch (18) to release the Parking Brake. (Must occur within 8 seconds of Enable).

8. Place the right side FNR switch (13) in either FORWARD or REVERSE to move the machine. (Must occur within 8 seconds of Enable).

DOWN

ENGINE HOOD The raise up and close down of the hood is electrically activated by an electrical cylinder.

Emergency solutions if the system is not in order: If the machine has no power or the battery is too low: 1. Connect the positive jumper cable to the Cab B+ junction post, located behind the right side cab access door.

2. Connect the negative cable to a proper ground. The hood may now be operated at the switch.

WARNING: This procedure is not for starting the engine.Attempting to jump start the engine from this location may cause electrical and harness damage.

UP

If the machine has power but the actuator is not functioning: 1. Park the machine on level ground, lower the bucket. Put the transmission in neutral, apply the parking brake. Shut the engine off.

2. Remove the two actuator mounting bolts at the left rear of the machine just in front of the battery compartment.

3. Lift and support the hood with suitable equipment.

Jump post (optional) The battery post jumpers are acessed through the hood switch door.

For correct starting procedure use the operator’s manual page 7 - 99.

On machiche equipped with auxiliairy steering, and battery too low, a 24V jumper cable (positive) can be connected on the B+ of the auxiliairy steering motor and the negative to a proper ground stud.

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

FLUID AND LUBRICANT- 821F - CAPACITIES AND SPECIFICATIONS

921F - CAPACITIES AND SPECIFICATIONS

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

MAINTENANCE CHART

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721F-821F-921F Tier4B 02 – MAIN CHARACTERISTICS

MAINTENANCE CHART

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721F-821F-921F Tier4B 3 – ENGINE

CONTENT Page ENGINE INFORMATION

2

ENGINE COOLING BOX

3

ENGINE COMPARTMENT LAYOUT

5

ENGINE COOLING CIRCUIT

8

ENGINE LUBRICATION CIRCUIT

9

FUEL CIRCUIT

10

ENGINE MANAGEMENT

13

SENSOR AND ELECTRICAL COMPONENT (ECU-INJE. .) 14 HI -eSCR+DOC TIER4B (FINAL-STAGE IV)

29

MAIN COMPONENTS ATS SYSTEM

44

TIER4B SCR INDUCEMENT STRATEGY

48

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3-1

721F-821F-921F Tier4B 3 – ENGINE The F4HFE613T- (721F) - F4HFE613S- (821F) - F4HFE613R- (921F) used in the WHEEL LOADERS meet Tier4B EPA, EU StageIV and US (TIER 4 FINAL) regulations using the latest FPT technology HI-eSCR (DOC+SCR).

Turbo charging and Air to Air after cooling has been incorporated to produce engines which meet Tier4 interim LOW emissions standards.

Proven Electronic direct injection Bosch high-pressure common rail system for 4 Valves per cylinder.

The New and unique Electronic Control Unit EDC17CV41, is programmed to provide an real time a wide range of power and torque curves, according with optimized throttle. As well as the Controller, manage all procedures emission reduction through the new system ATS (After Treatment System) via CAN Bus J1939.

Other characteristics: • 500-hour oil change interval • Bosch rotary electronic fuel injection pump • Selectable power modes • On board diagnostics • Electronic throttle control • Grid heater (option) • Fuel filter heater is standard equipment • Air to air aftercooler • Gear driven fuel charge pump • Four valves per cylinder • Turbocharger with exhaust Flap • Parent metal bore engine block • Integral engine oil cooler • Integral water pump • Mechanical priming pump • Automatic belt tensioner • Poly-V belt • Easy-view coolant level bottle • Quick, no-tool easy service access

F4HFE613T (721F)

AdBlue (DEF) Tank+supply module

F4HFE613R (921F) TORINO -Training center- (f.urso)

3-2

721F-821F-921F Tier4B 3 – ENGINE

ENGINE COOLING BOX 1 Engine cooler 3 Transmission radiator 5 Hydraulic cooler

2 4 6

Air to air cooler A/C Condensor Fuel cooler

721F-NEW COOLING BOX -layout

2

4

4

3

5

2

1 6

1

6

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721F-821F-921F Tier4B 3 – ENGINE

ENGINE COOLING BOX 1 Engine cooler 3 Transmission radiator 5 Hydraulic cooler

2 4 6

Air to air cooler A/C Condensor Fuel cooler

821F-92F1 -NEW COOLING BOX

2

4

4

2 4 2 2 1

6 1 3

3

5

5

1

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3-4

721F-821F-921F Tier4B 3 – ENGINE

ENGINE LAYOUT-Rail- side view F4HFE613T-721F

F4HFE613R (921F) 1 3 5 7 9 11 13

Common rail Low/high pressure fuel pump CP3S3/L110 Timing housing Electrical fuel injector Turbo with waste gate (821F-921F) Coolant pump Oil Pump

2 4 6 8 10 12 14

Oil vapor recycling housing PTO Flywheel housing Fuel high pressure connector pipe Thermostat Poly V belt tensioner 1st Cylinder

F4HFE613T (721F)

Engine block The engine block is a parent metal bore block. The pistons travel in a bore machined directly into the block; cylinder liners are not used.

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721F-821F-921F Tier4B 3 – ENGINE

ENGINE LAYOUT-Common Rail -side view F4HFE613S-821F-F4HFE613R-921F

1

16 15

2

14

3

13

4

12

5

11

6

10

7

9

8

1. Tappet cover – 2. Common rail – 3. Intake manifold – 4. Fuel discharge pipe – 5. Fuel high-pressure pump(CP3S3L110) – 6. Fuel filter – 7. Engine Control Unit EDC17CV41 – 8. Idler pulley – 9.

Crankshaft pulley with damper – 10. Auxiliary belt – 11. Water pump – 12. Fan control pulley – 13. Alternator – 14. Engine coolant outlet pipe (to radiator) – 15. Lubricant oil filler cap – 16. Turbocharger (with Wastegate 821F-921F) lubrication oil delivery pipe TORINO -Training center- (f.urso)

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721F-821F-921F Tier4B 3 – ENGINE

ENGINE LAYOUT-TURBO -side view F4HFE613S-821F-F4HFE613R-921F

1

15

2

14 13

3

12

4

11

5 6

10

7

9

8

1. Turbocharger compressed air outlet to intercooler – 2. Exhaust manifold – 3. Heat exchanger lubricant oil / coolant – 4. Engine coolant inlet pipe (from radiator) – 5. Oil filter – 6. Turbocharger lubrication oil return pipe – 7. Oil sump – 8. Electric starter motor – 9. Engine flywheel – 10. Gear case – 11. Flywheel housing – 12. Blow-by filter – 13.

Turbocharger exhaust gas outlet from motorized throttle valve (Exhaust flap) – 14. Lifting eyelet – 15. Engine cable TORINO -Training center- (f.urso)

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721F-821F-921F Tier4B 3 – ENGINE

ENGINE COOLING CIRCUIT

A

B

1. Thermostat to regulate temperature (79°C start, Full open 95°C)– 2. Cylinder head cooling channels – 3. Cylinder head gasket – 4. Water pump – 5. Heat exchanger lubricant oil/coolant – 6. Coolant chamber around the cylinder liners – 7. Motorized throttle valve actuator water return pipe – 8. Motorized throttle valve actuator water delivery pipe – A = Engine coolant outlet pipe (to radiator) – B = Engine coolant inlet pipe (from radiator) TORINO -Training center- (f.urso)

3-8

721F-821F-921F Tier4B 3 – ENGINE

ENGINE LUBRICATION CIRCUIT The forced circulation lubrication system is made up of the following components: Rotor oil pump (5), housed in the front of the crankcase and driven by the crankshaft; Water / oil radiator (3), housed in the crankcase, with oil filter support; Oil pressure control valve (1) incorporated in the filter support; By-pass valve (4) to exclude a clogged oil filter, incorporated in the filter support; Cartridge type oil filter (2).

Lubrication pressure:

in operating condition: minimum:

2 to 3.5 bar (29 to 50.7 PSI) 0.7bar (10 PSI)

Pressurized oil Oil return per gravity Oil filling

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721F-821F-921F Tier4B 3 – ENGINE

FUEL CIRCUIT The common rail system features a special pump that constantly keeps the fuel supply at a very high pressure, irrespective of the phase of the cylinder destined to receive the injection charge; the high pressure fuel is accumulated in a pipeline that is shared by all electro injectors (the «common rail»).

This means that there is always a supply of fuel available at the electro injector inlet at the injection pressure determined by the electronic control unit.

When the solenoid valve of one of the electro injectors is energized by the control unit, fuel arriving directly from the common rail is injected into the corresponding cylinder.

High pressure Low pressure 1 3 5 7

Electro-injector Pressure limiter for fuel return Pre-filter mounted on chassis Low pressure pump

2 4 6 8

Common rail Common rail relief valve High pressure pump Secondary fuel filter.

The fuel system is composed of a low pressure circuit and a high pressure circuit.

The high pressure circuit is composed of the following pipelines: pipe connecting the high pressure pump outlet to the common rail; pipes from the common rail to the electro injectors.

The low pressure circuit is composed of the following pipelines: fuel pipe from fuel tank to pre-filter; pipes supplying the mechanical feed pump via the control unit heat exchanger, the manual priming pump and the pre-filter; pipes supplying the high pressure pump via the fuel filter.

The fuel system is completed with a circuit to drain fuel from the common rail and the injectors, and with the high pressure pump cooling circuit.

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721F-821F-921F Tier4B 3 – ENGINE

FUEL CIRCUIT SCHEMATIC

RETURN SUCTION FUEL SUPPLY (LOW PRESSURE) HIGH PRESSURE CIRCUIT

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

High pressure pump Low pressure circuit relief valve, 5 bar Injector fuel return check valve 1,3 - 2 bar Common rail high pressure relief valve Common rail Common rail fuel pressure sensor Electric injector Return pipe EDC17CV41 controller heat exchanger Mechanical hand priming pump Fuel pre-filter mounted on the frame Fuel reservoir Mechanical gear fuel supply pump Fuel filter Pressure regulator High pressure pump cooling and lubrication pipe Drop By-pass valve Over flow By-pass valve.

Fuel Fuel cooler

Fuel cooler 721F

cooler 821F-921F

7-8-921F, are equipped with a fuel cooler (19) located in the mid mount cooling box area, rear the cab.

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721F-821F-921F Tier4B 3 – ENGINE

Hydraulic system

1 2

3 6

4 High Pressure Low Pressure Fuel outlet

5

1. Electro-injector - 2. Common Rail - 3. Fuel mechanical pump – 4. Fuel high pressure pump - 5. Fuel filter – 6. Engine Control Unit ECU17CV41

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721F-821F-921F Tier4B 3 – ENGINE

Engine Management – EDC17CV41

EMISSION SYSTEM AdBlue sensors, to-sensors Gas sensors

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721F-821F-921F Tier4B 3 – ENGINE

SENSORS & ELECTRICAL COMPONENTS

1. Electro-injectors connections – 2. Motorized throttle valve actuator connector (Exhaust flap) – 3. Boost pressure and air temperature sensor – 4. Rail pressure sensor – 5. Camshaft timing segment speed sensor – 6. Fuel temperature sensor – 7. Fuel high pressure pump metering unit – 8. Engine Control Unit ECU17CV41 – 9. Crankshaft rpm increment speed sensor – 10. In line connector – 11. Engine oil pressure and temperature sensor – 12. Coolant temperature sensor

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721F-821F-921F Tier4B 3 – ENGINE

Main Electrical Component EDC17CV41 Electronic Control Unit The EDC 17 CV41 electronic control unit manages the complete engine and SCR functions.

Engine side connector

The control unit can have a cooling pipe on the back side.

The control unit has two 96 pins connectors, a connector from the engine cable harness and a connector from the vehicle harness.

Atmospheric pressure sensor

TIER 4bStage IV engines

Vehicle side connector

Specifications Operating range : -40 and 80 °C (-40 - 176 °F) Rated continuous temperature : 80 °C (176 °F) Power supply: 12 / 24 V Max power supply: 32 V Min power supply : 7V

TORINO -Training center- (f.urso)

3-15

721F-821F-921F Tier4B 3 – ENGINE

Main Electrical Component EDC17CV41 Electronic Control Unit

1. Vehicle connector "1" - 2. Engine connector "2"

TORINO -Training center- (f.urso)

3-16

721F-821F-921F Tier4B 3 – ENGINE

Pin out EDC17CV41 control unit - Engine side connector "2"

2

Pin Cable colour 1 C 2 GN 3 N 4 5 6

Z

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

BN HB C BC LV BV -

Signal O_P_SVL21 O_P_SVL22 O_P_SVL23 -

Component Injector 1 “low”, Bank 2, Cylinder 5 Injector 2 “low”, Bank 2, Cylinder 6 Injector 3 “low”, Bank 2, Cylinder 4 Free Free Engine oil pressure and temperature sensor: ground for frequency input G_R_DF03 3 V_V_5VSS1A Boost pressure and air temperature sensor: supply +5V Free Free Free V_V_5VSS3B Rail pressure sensor: supply +5V I_A_AN18 Fuel temperature sensor: NTC temperature signal I_A_AN15 Engine oil pressure and temperature sensor: NTC temperature signal Free Free Free B_D_CANH2 Motorised throttle valve actuator connector (Exhaust flap): (CAN H) B_D_CANL2 Motorised throttle valve actuator connector (Exhaust flap):(CAN L) Free Free Free Free Free Free

TORINO -Training center- (f.urso)

3-17

721F-821F-921F Tier4B 3 – ENGINE

Pin out EDC17CV41 control unit - Engine side connector "2" Pin Cable colour

Signal O_P_SVH2 1 O_P_SVH2 2 O_P_SVH2 3 V_V_5VSS1 F I_A_AN01

Component

25

Z

Injector 1 “high”, Bank 2, Cylinder 5

26

GR

27

M

28 29 30

-

31

R

32 33 34 35

V

36

HR

I_A_RAILPS Rail pressure sensor: pressure signal

37 38 39 40 41 42 43 44 45 46 47 48

LG G -

I_A_AN16 I_A_AN17 -

Injector 2 “high”, Bank 2, Cylinder 6 Injector 3 “high”, Bank 2, Cylinder 4 Free Free Free Engine oil pressure and temperature sensor: supply +5V Free Free Free Engine oil pressure and temperature sensor: pressure signal

Boost pressure and air temperature sensor: NTC temperature signal Free Coolant temperature sensor: NTC temperature signal Free Free Free Free Free Free Free Free Free

TORINO -Training center- (f.urso)

3-18

721F-821F-921F Tier4B 3 – ENGINE

Pin out EDC17CV41 control unit - Engine side connector "2"

Pin 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72

Cable colour L V H GV H-B HV N B N B H -

Signal O_P_SVH11 O_P_SVH12 O_P_SVH13 O_V_MEU G_R_AN18 G_R_RAILPS G_R_CRS I_F_CRS G_R_CAS I_F_CAS G_R_GN--

Component Injector 1 “high”, Bank 1, Cylinder 1 Injector 2 “high”, Bank 1, Cylinder 3 Injector 3 “high”, Bank 1, Cylinder 2 Free Free Free Free Free Free Fuel high pressure pump metering unit: supply Fuel/coolant temperature sensor: common ground analog input 18 Rail pressure sensor: ground Free Free Free Free Crankshaft rpm increment speed sensor: signal negative Crankshaft rpm increment speed sensor: signal positive Camshaft timing segment speed sensor: signal negative Camshaft timing segment speed sensor: signal positive Free Free Free

TORINO -Training center- (f.urso)

3-19

721F-821F-921F Tier4B 3 – ENGINE

Pin out EDC17CV41 control unit - Engine side connector "2"

Pin 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96

Cable colour B R G GN RG BV -

Signal O_P_SVL11 O_P_SVL12 O_P_SVL13 O_T_MEU I_A_AN05 G_R_AN05 -

Component Injector 1 “low”, Bank 1, Cylinder 1 Injector 2 “low”, Bank 1, Cylinder 3 Injector 3 “low”, Bank 1, Cylinder 2 Free Free Free Free Free Free Free Fuel high pressure pump metering unit: Free Free Boost pressure and air temperature sensor: pressure signal Free Free Free Boost pressure and air temperature sensor: ground analog input 5 Free Free Free Free Free Free

TORINO -Training center- (f.urso)

3-20

721F-821F-921F Tier4B 3 – ENGINE

Engine Cable

1. Engine oil pressure and temperature sensor – 2. Crankshaft rpm increment speed sensor – 3. Electro-injectors connections (cylinders 1-2) - 4. Electroinjectors connections (cylinders 3-4) - 5. Motorized throttle valve actuator connector (Exhaust flap) - 6. Electro-injectors connections (cylinders 5-6) - 7. Rail pressure sensor – 8. Boost pressure and air temperature sensor – 9. Camshaft timing segment speed sensor – 10. Fuel temperature sensor - 11. Fuel high pressure pump metering unit – 12. In line connector - 13. Engine Control Unit ECU17CV41 - 14. Coolant temperature sensor

TORINO -Training center- (f.urso)

3-21

721F-821F-921F Tier4B 3 – ENGINE

Pin out EDC17CV41 control unit - Vehicle side connector “1"

1

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3-22

721F-821F-921F Tier4B 3 – ENGINE

Pin out EDC17CV41 control unit – Vehicle side connector “1"

1

TORINO -Training center- (f.urso)

3-23

721F-821F-921F Tier4B

Pin out EDC17CV41 control unit - Vehicle side connector “1"

3 – ENGINE

TORINO -Training center- (f.urso)

3-24

721F-821F-921F Tier4B 3 – ENGINE

INJECTORS-CRIN2

Electric injector - rest condition 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

Pressure rod Needle Nozzle Coil Pilot valve Ball shutter Control area Pressure chamber Control volume Supply-contro line Control fuel outlet Electrical connector Spring.

NOTE: The rail pressure must be approximately 2200 psi (151,6 bar) for the injector to fire. With a crank -nostart condition, verify rail pressure with the EST. If pressure is not over the 2200 psi (151,6 bar), check the fuel supply system for issues

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721F-821F-921F Tier4B 3 – ENGINE

INJECTORS-CRIN2

Injection starting When the coil (4) is energized, the ball shutter (6) is moved upward. The fuel in the control chamber (9) flows out through the return line (11) causing a pressure drop in the control chamber (9).

At the same time, the fuel pressure in the pressure chamber (8) pushes the needle (2) upward, allowing the fuel spraying into the cylinder combustion chamber.

Injection end When the coil (4) is de-energized, the ball shutter (6) takes back its closed position, in order to restore a force balance suitable to keep closed the injector needle (2) and shut off the fuel injection.

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721F-821F-921F Tier4B 3 – ENGINE

Fuel high pressure pump metering unit F4HFE613T-721F

Ref. 1 2

Description Ground Signal TORINO -Training center- (f.urso)

ECU Pin 58A 83A 3-27

721F-821F-921F Tier4B 3 – ENGINE

Motorized throttle valve actuator connector (Exhaust flap)

F4HFE613T-721F

F4HFE613R-921F Ref. 1 2 3 4 5

Description V Bat Ground Can L Can H

ECU Pin 18A 17A

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3-28

721F-821F-921F Tier4B 3 – ENGINE

HI-eSCR TIER 4 Final – Stage IV Since 1996 Emission targets have been set by the Environmental Protection Agency (EPA) in the United States and by the European Union (EU). The primary focus for these targets are the reduction of Nitrogen Oxide (NOx) and Particulate Matter (PM). The reduction in PM and NOx is being implemented using a two stage approach. The first step was /Tier 4A/Stage IIIB and the second step is Tier 4B/ Final-Stage IV. Under the details: Tier 4A = 90% drop in PM, and approximately 60% NOx reduction.

Tier 4B = 90% drop in PM, and approximately 95% NOx reduction.

Tier 4B starts limiting Ammonia (NH3) leaving the exhaust pipe as well.

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721F-821F-921F Tier4B 3 – ENGINE

TIER 4 interim and TIER 4 final introduction in EU and US

How polluants are formed

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3-30

721F-821F-921F Tier4B 3 – ENGINE

Emissions: the dilemma

Technical solutions for Tier 4B – Stage IV

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721F-821F-921F Tier4B 3 – ENGINE

Advanced Selective Catalytic Reduction

Selective Catalytic Reduction Exhaust gas treatment system that uses urea to reduce emissions as it maximises performance.

 FPT has chosen Selective Catalytic Reduction (SCR) to control T4B Final emissions. Previously SCR was chosen for engines over 100 horsepower and Cooled Exhaust Gas Recirculation\Diesel Particulate Filter (CEGR\DPF) for engines under 100 horsepower to reach T4A emissions.  The SCR ONLY solution allows low emission requirements while maintaining the competitive cost advantage gained with T4A.  The Reaching T4B Final emissions with an advanced SCR ONLY system is an achievement in emission control. Most engine manufacturers are incorporating a combined approach (SCR plus CEGR\DPF).  FPT currently holds 8 patents on this system.

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721F-821F-921F Tier4B 3 – ENGINE

CNH industrial Tier 4B Solution

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721F-821F-921F Tier4B 3 – ENGINE

HI-eSCR: Customer benefits

CNH INDUSTRIAL

SCR-only after-treatment No exhaust gas recirculation

COMPACT SYSTEM EASY-TO-MAINTAIN PACKAGE ENGINE BREATHS CLEAN AIR

NO ADDITIONAL COOLING REQUIREMENTS

No efficiency loss

MORE POWER & TORQUE DENSITY BETTER FUEL ECONOMY

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721F-821F-921F Tier4B 3 – ENGINE

Tier 4 A & B Similarities How TIER 4B works?

The T4B SCR system remains similar in theory to T4A but is essentially a refined, tightly controlled and more efficient Tier 4A system.

 Exhaust gases leave the turbo outlet and travel to the Diesel Exhaust Fluid (DEF) Injector.  The Supply Module maintains constant supply of diesel exhaust fluid to the DEF injector.  The DEF injector supplies a light mist of diesel exhaust fluid (DEF) into the exhaust stream.  DEF vaporizes in exhaust stream and converts to ammonia and carbon dioxide.  Exhaust, ammonia, & carbon dioxide pass into the SCR chamber.  In the SCR Chamber, ammonia reacts with NOx and the washcoat of the catalyst.  During the reaction harmless nitrogen vapor and water vapor is released thorough the exhaust pipe.

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3-35

721F-821F-921F Tier4B 3 – ENGINE

High urea efficiency target: how is it realized?

NEF & Cursor Tier 4B ATS layout vs. T4a

NEF Tier 4B ATS layout wheel loaders 721F

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3-36

NEF Tier 4B ATS layout wheel loaders 721F

721F-821F-921F Tier4B AdBlue

Electric line

Engine coolant

3 – ENGINE

1. Can line - 2. AdBlue tank - 3. AdBlue tank level sensor - 4. Urea quality sensor (UQS) - 5. AdBlue temperature sensor 6. Engine Control Module (EDC17CV41) - 7. Humidity and temperature sensor (after air filter) - 8. NOx sensor ECU 9. NH3 sensor ECU - 10. Supply module DeNOx 2.2 – 11. Urea pressure sensor – 12. NH3 sensor - 13. NOx sensor 14. SCR downstream exhaust gas temperature sensor - 15. Clean Up Catalyst (CUC) - 16. Selective Catalyst Reduction (SCR) - 17. SCR upstream exhaust gas temperature sensor - 18. Mixer - 19. Dosing module - 20. Diesel Oxidation Catalyst (DOC) - 21. DOC upstream exhaust gas temperature sensor - 22. NOx sensor - 23. Engine coolant 3 way valve - 24. NOx sensor ECU

13

16

14 12

23

15

12 20

10 14 13

10

721F

18 TORINO -Training center- (f.urso)

12 3-37

721F-821F-921F Tier4B 3 – ENGINE

High urea efficiency target: how is it realized?

Chemical overview AdBlue™ (DEF) is a solution of 32.5% Urea in 67.5% distilled water.

The freezing point of adblue™ is -11°C. Adblue consumption : 5 - 6 % of fuel.

Tier 4 Layout without DPF

Urea Injection Thermolysis Urea  HNCO + NH3

DOC NO  NO2 HC oxidation CO oxidation (Soot oxidation)

SCR

19

NOx

AdBlue

NOx

NOx, HC, CO, Soot

CUC

HNCO  NH3 NH3 oxidation NO,NO2 reduction by NH3

T

T

DOC

SCR

CUC

NH3

T

13

NOX 16

15

12 20 NH3 sensor-70mm NH3 sensor&ECU

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721F-821F-921F Tier4B 3 – ENGINE

Main SCR Reaction after Thermolysis

N2

CO2

DOC

H 2O

HC DOC NOX

SCR

CUC

AdBlu e

CO

N2 CO2 H 2O

The catalytic converters perform two functions: • the first is composed of a DOC (Diesel Oxidation Catalyst) which removes HC (unburned hydrocarbons) and CO (carbon monoxide) from the exhaust gases; • the second is composed of the SCR (Selective Catalyst Reduction) and the CUC (Clean Up Catalyst) upstream of which are located the AdBlue dosing module and the mixer; this is where the reduction reactions of the NOx (nitrogen oxides) take place.

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3-39

721F-821F-921F Tier4B 3 – ENGINE

Engine+ATS CNH Schematic Diagram

2 7

1

6 5

10

9 4 8

3

14

12

13

11

CAN

17

CAN

21

16

15

20

C U SCR C

26

CAN

30 31

27

22 23

18 19

25

24

32

33

35

38 36

40

DOC

28

29

34

37

39

1. Fuel pre-filter with water-in-fuel switch – 2. Engine Control Module EDC17CV41 – 3. Fuel tank – 4. Fuel filter with heater and fuel temperature sensor – 5. Fuel high-pressure pump – 6. Fuel metering unit – 7. Boost pressure and air temperature sensor – 8. Over pressure valve – 9.

Common rail – 10. Rail pressure sensor – 11. AdBlue engine coolant 3 way valve – 12. Camshaft speed sensor – 13. Fuel electro-injectors – 14. Crankshaft speed sensor – 15. NH3 sensor ECU – 16. Supply module DeNOx 2.2 – 17. AdBlue tank – 18. AdBlue temperature sensor – 19. AdBlue level sensor – 20. Urea Quality Sensor (UQS) – 21. Engine oil pressure and temperature sensor – 22. Coolant temperature sensor – 23. Engine oil level sensor (to vehicle IC) – 24. Grid heater relè – 25. NH3 sensor – 26. NOx sensor (+ECU via CAN) – 27. SCR downstream exhaust gas temperature sensor – 28. SCR upstream exhaust gas temperature sensor – 29. Dosing module DeNOx 2.2 – 30. DOC upstream exhaust gas temperature sensor – 31. DOC upstream NOx sensor (+ECU) – 32. Exhaust flap module (via CAN) – 33.Waste-gate valve (WG) – 34.

Turbocharger turbine – 35.Turbocharger compressor – 36. Intake air humidity and temperature sensor – 37. Air intercooler – 38. Air filter – 39. Air filter clogging sensor/switch – 40. Grid-heater

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721F-821F-921F Tier4B 3 – ENGINE

Hydraulic layout: Heating/Cooling ATS system by engine coolant 3

2

1

4 5

4

1. Dosing module – 2. Engine – 3. Engine coolant 3 way valve –4. AdBlue tank – 5. Supply module

TORINO -Training center- (f.urso)

3-41

721F-821F-921F Tier4B 3 – ENGINE

ATS System maintenance planning Component

5. Tank Pre– Filter

SM Pre–

4. Filter

SM Inlet– 7. Filter

9. SM Main– Filter

SM 3. Backflow– Filter Dosing

1. Valve Filter

Service– Requirement No regular service Protect tank during filling planned (Cleaning, if required) Protect SM from dirt coming Cleaning @ every from tank oil change interval No regular service Protect SM during 1st start– planned up (Replacement, if required) Change every 3,600 hours or 2 years Protect DM (whichever occurs first) Protect throttle in backflow No regular service connector from dirt coming planned from pressure line or dirt (Replacement, if introduced during change of required) SM Main–Filter Protect DM during 1st Cannot be serviced start–up Function

TORINO -Training center- (f.urso)

3-42

721F-821F-921F Tier4B Ubicazione filtri sistema ATS 3 – ENGINE

ATS System filter location

1. Dosing valve filter (36 µm) – 2. Dosing module – 3. supply module Backflow-filter (100 µm) – 4. Supply Module Pre-Filter (100 o 70* µm) – 5.

Tank Pre-filter (300 o 100* µm) – 6. AdBlue Tank – 7. Supply Module InletFilter (100 µm) – 8. Supply module DeNOx 2.2– 9. Supply Module Main filter

TORINO -Training center- (f.urso)

3-43

721F-821F-921F Tier4B 3 – ENGINE

MAIN COMPONENTS OF THE ATS SYSTEM AdBlue tank

1

3

4 2 1.

AdBlue tank level sensor – 2. Urea quality sensor (UQS) – 3. AdBlue tank pre-filter – 4. AdBlue tank filling inlet

DeNOx 2.2 Supply Module (SM)

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721F-821F-921F Tier4B 3 – ENGINE

DeNOx 2.2 Dosing Module (DM)

4

1.

Electrical connector – 2. AdBlue inlet – 3. Coolant engine inlet/outlet - 4. AdBlue Injector

Engine coolant 3 way valve

4

1

3

2

1.Engine coolant pipe – 2. Dosing module coolant pipe – 3. AdBlue tank heating fluid pipe 4. Electrical connector

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3-45

721F-821F-921F Tier4B 3 – ENGINE

NOX sensor

821F

NH3 sensor / ECU

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3-46

721F-821F-921F Tier4B 3 – ENGINE

SCR Downstream exhaust gas temperature sensor

DOC Upstream exhaust gas temperature sensor

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721F-821F-921F Tier4B 3 – ENGINE

Tier4 B SCR Inducement Strategy

 System will distinguish among 3 failure categories 1. DEF level 2. Poor DEF quality 3. SCR system failures / tampering  Up to 4 inducement steps (See graphical depiction next slide.)

• Type of Reaction is the same for all categories. Only the time to reaction differs.

1. Driver information 2. First step

Warning lamp activated 25% torque reduction Immediately ramped in, 20 minutes

3. Second step

65% torque reduction, 40% engine Immediately ramped in, 40 minutes

speed reduction

4. Final step at Machine idle

Limit to 50% of maximum engine torque Immediately ramped in, 30 minutes

TORINO -Training center- (f.urso)

3-48

721F-821F-921F Tier4B 3 – ENGINE

Torque and engine speed reductions

SCR inducement for Tier4B 100

Full load curve

Raw torque

90

25% Torque reduction 65% Torque reduction

80

Torque / [% of max]

70 60

First step

50 40

Second step 30

Final step, idle

20 10 0 0

500

1000

1500

2000

2500

Engine Speed / [rpm]

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3-49

721F-821F-921F Tier4B 3 – ENGINE

Low AdBue/DEF level inducements

NOTE: In the graph above: 0% denotes ERPM at low idle typically 850 to 900 erpm, this may vary for different applications. 100% denotes high idle typically 2000 to 2200 erpm, this may vary for different applications.

Final inducement step is a limit of 50% of maximum torque at machine idle.

Warning starts @ 10% remaining DEF approximately 2 hours before depletion of DEF in tank.

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721F-821F-921F Tier4B 3 – ENGINE

AdBue/DEF Quality

 DEF concentrations outside the allowed range of 32.5% ±4% are now detected (too low and too high DEF concentration will be detected)  DEF quality sensor is always active (except when DEF is frozen) sampling every 20 seconds.

• Primary issue is intentional dilution or substitution of DEF with water.

• Secondary issue is attempting to make DEF with agriculturalgrade urea and tap water.

 Final inducement (machine idle, with 50% max torque limitation) after 4hrs after detection of poor DEF quality. This should provide enough advance warning to avoid unsafe conditions and allow for diagnostics and restart after replacement of DEF.

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721F-821F-921F Tier4B 3 – ENGINE

DEF Quality Inducements

If poor quality DEF is detected again within 40 hours from the initial detection, the final inducement will apply within 30 minutes.

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721F-821F-921F Tier4B 3 – ENGINE

Poor DEF Quality Inducement

Final inducement step is a limit of 50% of maximum torque at machine idle. *Overall there is a reduction in engine torque.  The initial reduction was a 65% torque reduction, once the engine is at low idle the torque reduction is actually decreased from 65% to 50%. However this is 50% of what the engine is capable of producing at low idle; therefore the overall reduction is greater than the low idle torque increase.

TORINO -Training center- (f.urso)

3-53

721F-821F-921F Tier4B 3 – ENGINE

Technical Fault Inducements

Final inducement step is a limit of 50% of maximum torque at machine idle. *Overall there is a reduction in engine torque.  The initial reduction was a 65% torque reduction, once the engine is at low idle the torque reduction is actually decreased from 65% to 50%. However this is 50% of what the engine is capable of producing at low idle; therefore the overall reduction is greater than the low idle torque increase.

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721F-821F-921F Tier4B 3 – ENGINE

Resetting the SCR System

All failures will be kept in memory for 40 hours 

Regarding DEF storage tank fluid level faults (failures that can cause engine power loss): • The DEF tank level must be raised above 15% total volume.

• The key switch must be cycled to the Off position or throttle returned to the low idle position.



For Regarding DEF quality and SCR system technical faults (failures that can cause engine power loss): • To fully reset the system, the component/failure causing the fault must be repaired or replaced.

• Switching Off the engine will reset the system and the engine will restart at full power.

• If the same failure is redetected within 40 hours of engine operation, final inducement is introduced.

• If the same failure is detected three consecutive times within 40 hours of engine operation, maximum engine power loss will remain active after engine restart until the system is repaired.

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721F-821F-921F Tier4B 4 – ELECTRICAL

CONTENT Page AIC PRESENTATION

2

CAN BUS ARCHITECTURE

3

FAULT CODE RETRIEVING

4

AIC NAVIGATION

7

VEHICLE FAULT LIST

14

ENGINE FAULT LIST

15

TRANSMISSION FAULT LIST

19

CAN BUS COMMUNICATION FAULT LIST

21

SCR FAULT LIST

22

AUTOMATIC ENGINE SHUT DOWN

24

TRANSMISSION CLUTCH CALIBRATION

27

AUTO IDLE

28

PARKING BRAKE CONTROL & TEST

29

FAN CONTROL & FAN REVERSING

29

AIC ELECTRICAL CIRCUIT

30

ELECTRICAL CIRCUIT

Chap. 4A

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4-1

721F-821F-921F Tier4B 4 – ELECTRICAL

ADVANCED INFORMATION CENTER 1. Low brake pressure 2. High beam 3. Transmission oil temperature 4. Caution master 5. Multi function LCD display 6. Stop master indicator 7. Hydraulic oil temperature gauge 8. Wait to start / engine preheating 9. Lack of steering pressure 10. Parking brake (ON engaged) 11. Right turn 12. Fuel level gauge 13. Fuel level at minimum 14. Engine coolant temperature gauge 15. Left turn indicator LCD DISPLAY (5) The display (5) shows in different zones various information depending on operating conditions or AIC setting.

The display shown below is in normal operating conditions.

Display for 4 speed conf.

Display for 5 speed conf.

1. Shows F,R,N required by operator Blinks if F or R, while transmission clutches disconnected 2. Shows Hourmeter Engine Speed Travel Speed depending of operating conditions, and options selected 3. Shows transmission clutchs disengaged, if Park brake OFF 4. Shows differential lock 5. Shows Engine Power Mode MAX AUTO STD ECO 6. Shows Time in 12 or 24 mode with a blinking semi colon 7. Indicates current transmission mode: Operation OK A Automatic M Manual Operation not OK C Substitute Clutch L Limp Home S Transmission ShutDown U TCU shutdown 8. New Diesel Exhaust Fluid (DEF) Gauge & Icon Shows current transmission gear 9. Shows Max Gear allowed when in automatic mode.

Blank in Manual 10. Shows Max Gear allowed when in automatic mode. Blank in manual TORINO -Training center- (f. urso)

4-2

721F-821F-921F Tier4B 4 – ELECTRICAL

CAN BUS ARCHITECTURE

CAN bus line

Engine Tier4B

HI-eSCR (DOC+SCR) CAN bus line

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4-3

721F-821F-921F Tier4B 4 – ELECTRICAL

FAULT CODES RETRIVING

ESC

UP

General Fault Code Identification 1. Press and hold the escape key (ESC) and (UP) for more than 2 seconds to access the fault codes.

ENT

DN

No red active error No yellow active error

2. Select YELLOW, or RED for active fault code or select MEMORY for non active faults.

2 non active faults in memory Page 1/2faults in memory

3. Depress the ENT switch to read the fault code display.

FAULT CODE DISPLAY

Show MEMORY fault code status: WHITE YELLOW RED MEMORY

Error code

Date and hour when the last same error start

Show number in the list and total of errors in the list

Error description

Total active time

Total occurence

Other fault codes in the Memory TORINO -Training center- (f. urso)

4-4

721F-821F-921F Tier4B 4 – ELECTRICAL

Direct reading of an active fault 1. This can be done when the yellow alarm or the red alarm is ON as shown on the picture depressing the ENT key: Yellow Alarm

ENT KEY 2. White Faults: A. Operator can acknowledge it by pressing the enter key (ENT).

B. The message will disappear.

C. The fault will remain in White list as long as active.

D. It will be recorded in Memory when closed.

3. Yellow Faults, buzzer will beep once every 2 seconds: A. Operator can acknowledge it by pressing the enter key (ENT).

B. The message will disappear.

C. Buzzer will not beep anymore D. Yellow lamp will stay ON. E. Fault will remain in yellow list until it is closed.

ESC

UP

ENT

DN RED Alarm

4. Red Faults, buzzer will be continuous, alternating sounds: A. Operator can acknowledge it by pressing the enter key (ENT).

B. Buzzer will change to a less stressing sound, but will remain.

C. Message will remain on display with indication of URGENT STOP.

KEYPAD :

ESC: to return to previous menu ENT: to select the menu shown in reverse video area UP & DN: to go deeper in the menu.

FAULT CODE GROUPING 1.

1000 to 1999 2.

2000 to 2999 3.

3000 to 3999 4.

4000 to 4999 5.

5000 to 5999 6.

6000 to 6999 7.

7000 to 7999 8.

8000 to 8999 9.

9000 to 9999 10. 19000 to 199999

Vehicle errors.

Not used.

Engine errors.

Transmission errors.

Eletro-hydraulic system errors.

Reserved.

Reserved.

Optional equipment IE: GPS. Internal AIC errors.

HI -eSCR+DOC

TORINO -Training center- (f. urso)

4-5

721F-821F-921F Tier4B 4 – ELECTRICAL

AIC NAVIGATION The software inside the AIC is designed to provide many menus of information available to the operators and service technician. Some menus are for readable information, other are programmable or use to service the machine.

Reading menus They can be displayed in Metric or English units (according the programmation of the preferences): Engine Speed, Travel Speed, Fuel Level, Volts, Engine Cool Temperature, Engine Air Temperature, Engine OilTemperature, Engine Oil Press, Trans Oil Temperature, Hyd Oil Temperature, Trans Sump Temperature, Radiator Temperature, Hardware, Software, TRIP 1 & TRIP 2 with Last Reset Date/Time - Time - Fuel used - Fuel consumption per hour.

Programmable menus: Power Mode (MAXIMUM, STANDARD, AUTOMATIC, ECONOMIC) Preferences (languages, units, clock) Options (Fan auto, Idle auto, Show RPM, Show Km/h Display (Day and Night) Clock (AM/PM or 24H a day) Configuration (Change model, Tire selection, Gear limits) Service menus Parking brake test Clutch calibration process Fan test (due to variable speed of drive motor) Special (for factory reset and reset errors) Menu access To access the menus use the switches of the keypad located close the parking brake switch on the steering column.

ESC

ENT Several types of screen can be displayed:

UP

DN

When screen has no highlighted menu, arrow keys (UP or DN) change from screen to screen.

ENT will select THAT screen, and go deeper, in that direction.

ESC will go back to previous level

When screen have a highlighted menu use the arrow keys (UP or DN) to navigate between menu choices ENT will select THAT area, and go deeper ESC will go back to previous level

When screen have a flashing video area arrow keys (UP or DN) change the value.

ENT will select THAT value, and record it.

ESC will forget the changes and go back to previous level.

TORINO -Training center- (f. urso)

4-6

721F-821F-921F Tier4B

TORINO -Training center- (f. urso)

UP

DN ENT

AIC NAVIGATION

ESC

4 – ELECTRICAL

4-7

721F-821F-921F Tier4B 4 – ELECTRICAL

AIC MENUS Main Menu access

ESC

UP

ENT

DN

Depress ENTER for 2 secondes

or

or

TORINO -Training center- (f. urso)

4-8

721F-821F-921F Tier4B 4 – ELECTRICAL

AIC MENUS Setting Menu access

Settings Engine Transm.

Joyst. Steer

Transm.

Engine Auto Idle

Transm.

Joyst Steer

Max Gear

4

Max Gear

5

Min Gear

1

Min Gear

1

JSS_Spd

2

POWERINCH ON

Power Mode EngOptions Factory Set

(4 Speed)

(5 Speed)

(Option) (Option)

Auto Idle

Power Mode

EngOptions

Off

MAX

Fan Auto

ON

Low

STANDARD AUTO ECO

WorkIdle

Deflt

Accelerated

Factory Set Reset Engine Settings

Auto Shtdwn Economy

OFF

30 min Protection OFF Interval

Confirm Please

TORINO -Training center- (f. urso)

4-9

721F-821F-921F Tier4B 4 – ELECTRICAL

AIC MENUS Display menu access

TORINO -Training center- (f. urso)

4-10

721F-821F-921F Tier4B 4 – ELECTRICAL

AIC MENUS Diagnostics menu access

TORINO -Training center- (f. urso)

4-11

721F-821F-921F Tier4B 4 – ELECTRICAL

AIC MENUS

TORINO -Training center- (f. urso)

4-12

721F-821F-921F Tier4B 4 – ELECTRICAL

AIC MENUS System menu access This menu System can only be reached at key on. The technician must press and hold the escape key (upper left key) during key on, the menu will then appear. This should be in the service manual, but not in the operators manual.

ESC

TORINO -Training center- (f. urso)

4-13

721F-821F-921F Tier4B 4 – ELECTRICAL

1310 1311 1312 1313 1314 1315 1316 1317 1318 1319 1320 1321 1322 1323 1324 1325 1326 1327 1328 1329 1331 1332 1333 1334 1335 1336 1341 1342 1343 1812 1816 1820 1821 1823 1824 1830 1831 1832 1833 1834 1835 1836 1837 1838 1839 1841 1842 1843 1844 1845 1846 1847 1850 1852 1860 1861 1863

Hydraulic Filter Is Blocked Engine Air Filter Is Blocked Hydraulic Oil Temperature Is Above Normal Hydraulic Oil Temperature Is Too High Transmission Oil Temperature Is Above Normal Transmission Oil Temperature Is Critically High Brake pressure too low or sensor defect Steering Pressure Low Engine Coolant Temperature Is Above Normal Engine Coolant Temperature Is Critically High Engine Oil Pressure Is Too Low Engine Oil Pressure Is Below Normal Engine Oil Pressure Is Above Normal Battery voltage Is too low Battery voltage Is too high Oil Temperature Is Too High Engine Coolant Level Is low. Add coolant fluid.

Vehicle Movement Occurred During Accelerated Idle Vehicle Movement Occurred When Shifting to Low Idle Water in fuel sensor not detected Electrical Charging System Voltage Is Critically Low Water Detected In Fuel Engine Overspeed Detected Intake Manifold Temperature Is Critically High Brake pressure too low or sensor defect Warning - Transmission Oil Filter Restriction Is Too High Secondary Steering Pressure Too Low Steering Pressure Sensor Open Circuit Secondary Steering Pressure Sensor Open Circuit JSS Armrest Switch Short To Ground Or Battery Or Open Circuit JSS Activation Button Has Mechanical Defect Or Open Circuit JSS Relay, JSS Valve, or JSS Joystick power supply connection error.

JSS Relay 85/AIC1.21 Short To Ground, Relay 86/87a Short To Power Or Activation Switch Failure JSS Relay 87 Open Circuit Or Short To Power Or Permanent Ground JSS Activation Button Short To Battery JSS Activation Switch Pin3 and C5.E Pin 1 Open Circuit JSC Wrong Operation - Internal Fault JSC Input Signal From JSS Joystick Out Of Range JSC Output Signal To Valves Out Of Range JSC Output Signal Short Circuit To Battery Or JSC Internal Relay Is Defective JSS Valve Pin 4 Or JSC Pin 5 Open Circuit Or Short To Ground Or Power JSC Board Temperature Out Of Range Or Short Circuit At Power Outputs JSC Pin 3 Switched Power Supply Out Of Range JSS Calibration Result: JSS Joystick Neutral Sw out of range. Exchange Joystick.

Joystick Signal Out of Range due to failed calibration. Check JSS (ground) connections.

JSS Valve Internal Error, Spool Position Not Accurate, Or Signal Voltage Out Of Range JSS Valve Pin 2 (Alarm Signal) Open Circuit JSS Pilot Pressure Too High JSS Pilot Pressure Switch Short Circuit To Ground JSS Pilot Pressure Too Low JSS Standard Steering Orbitrol LS Pressure Switch Short To Power Or Ground Model type information not available in JSC. Verify Model Type setting in AIC. JSS Joystick Internal Failure Or Pins 2, 4, Or 6 Open Circuit Or Short To Power Or Ground JSS Joystick Internal Failure Or Pin 5 Open Circuit Timeout of C5.E CAN Message Detected By JSC Timeout of AIC CAN Message Detected By JSC JSS F-N-R Did Not Start - Transmission Controller Internal Failure

TORINO -Training center- (f. urso)

4-14

721F-821F-921F Tier4B 4 – ELECTRICAL ENGINE FAULT CODES LIST 3000 Unknown ECM SPN Error Code 3001 Foot Throttle Sensor Signal Is Not Plausible 3002 Foot Throttle Sensor Signal Is Above Maximum Range 3003 Foot Throttle Sensor Signal Is Below Minimum Range 3004 Foot Throttle Sensor Has No Signal 3006 Coolant Temperature Sensor Error - Signal Not Plausible 3007 Coolant Temperature Sensor Signal Is Above Maximum Range 3008 Coolant Temperature Sensor Signal Is Below Minimum Range 3009 Coolant Temperature Sensor Signal (via CAN) Is Null 3010 Air Intake Temperature Sensor Signal Is Above Maximum Range 3011 Air Intake Temperature Sensor Signal Is Below Minimum Range 3012 Air Intake Temperature Sensor Signal (via CAN) Is Null 3015 Fuel Temperature Signal Is Above Maximum Range 3016 Fuel Temperature Signal Is Below Minimum Range 3019 Boost Pressure Sensor Signal Is Above Maximum Range 3021 Boost Pressure Sensor Signal (via CAN) Is Null 3022 Boost Pressure Sensor Signal Is Not Plausible 3023 Atmospheric Pressure Sensor Signal Is Not Plausible 3024 Atmospheric Pressure Sensor Signal Is Above Maximum Range 3025 Atmospheric Pressure Sensor Signal Is Below Minimum Range 3028 Oil Pressure Too Low 3029 Oil Pressure Sensor Is Short Circuited To The Battery 3030 Oil Pressure Sensor Is Short Circuited To Ground 3031 Oil Pressure Sensor Has Hardware Error 3032 Oil pressure too high 3033 Oil Temperature Sensor Signal Is Not Plausible 3034 Oil Temperature Sensor Signal Is Above Maximum Range 3035 Oil Temperature Sensor Signal Is Below Minimum Range 3036 Oil Temperature Sensor CAN Transmission Disturbed 3037 Boost Pressure Sensor Signal Low 3039 Cruise Control Actuating Device - Evaluation Error 3047 High Pressure Pump Relay Short Circuited To Battery 3048 High Pressure Pump Relay Short Circuited To Ground 3051 Battery Voltage To The Electronic Control Module Is Too High 3052 Battery Voltage To The Electronic Control Module Is Too Low 3059 ECM Afterrun was Interrupted 3060 Cylinder 1 - unclassifiable error in injector 3061 Cylinder 1 - Injector Cable Short Circuit (Low Side to Battery) 3062 Cylinder 1 - Signal Low 3063 Cylinder 1 - Injector Cable Short Circuit (High Side to Low Side) 3064 Cylinder 5 - unclassifiable error in injector 3065 Cylinder 5 - Injector Cable Short Circuit (Low Side to Battery) 3066 Cylinder 5 - Signal Low 3067 Cylinder 5 - Injector Cable Short Circuit (High Side to Low Side) 3068 Cylinder 3 - unclassifiable error in injector 3069 Cylinder 3 - Injector Cable Short Circuit (Low Side to Battery) 3070 Cylinder 3 - Signal Low 3071 Cylinder 3 - Injector Cable Short Circuit (High Side to Low Side) 3072 Cylinder 6 - unclassifiable error in injector 3073 Cylinder 6 - Injector Cable Short Circuit (Low Side to Battery) 3074 Cylinder 6 - Signal Low 3075 Cylinder 6 - Injector Cable Short Circuit (High Side to Low Side) 3076 Cylinder 2 - unclassifiable error in injector 3077 Cylinder 2 - Injector Cable Short Circuit (Low Side to Battery) 3078 Cylinder 2 - Signal Low 3079 Cylinder 2 - Injector Cable Short Circuit (High Side to Low Side) 3080 Cylinder 4 - unclassifiable error in injector 3081 Cylinder 4 - Injector Cable Short Circuit (Low Side to Battery) 3082 Cylinder 4 - Signal Low 3083 Cylinder 4 - Injector Cable Short Circuit (High Side to Low Side)

TORINO -Training center- (f. urso)

4-15

721F-821F-921F Tier4B 4 – ELECTRICAL ENGINE FAULT CODES LIST 3088 Crankshaft Sensor Has Lost Synchronization 3089 Crankshaft Sensor Is Defective 3090 Camshaft Sensor Has Lost Phase 3091 Camshaft Sensor Phase Synchronization Has Failed 3092 Offset Between Camshaft and Crankshaft Is Not Plausible 3093 Offset Between Camshaft and Crankshaft Is Outside Boundaries 3095 Backup Mode - Operating With Camshaft Sensor Only 3096 ECM BusOff on Vehicle CAN bus 3097 ECM BusOff on Engine private CAN bus 3098 Timeout of CAN Message TSC1-TE (When Active) 3099 Timeout of CAN Message TSC1-TE (When Inactive) 3100 Timeout of CAN Message TSC1-AE (When Active) 3101 Timeout of CAN Message TSC1-AE (When Inactive) 3102 Rail Pressure Sensor CP3 Signal Is Below Minimum Range 3104 Rail Pressure Relief Valve Is Open 3105 Rail Pressure Relief Valve Requests Pressure Shock 3106 Rail Pressure Relief Valve Did Not Open After Pressure Shock 3107 Metering Unit Is Short Circuited To The Battery 3108 Metering Unit Is Short Circuited To Ground 3110 Rail Pressure Sensor Offset Monitoring Signal Is Above Maximum Range 3111 Rail Pressure Sensor Offset Monitoring Signal Is Below Minimum Range 3112 Rail Pressure Sensor CP3 Signal Is Above Maximum Range 3113 Main Relay 1 (High Pressure Pump) Shorted to Battery 3114 Main Relay 1 (High Pressure Pump) Shorted To Ground 3118 Engine Controller 12V Sensor Supply Voltage Is Above the Upper Limit 3119 Engine Controller 12V Sensor Supply Voltage Is Below The Lower Limit 3131 Grid Heater Always Switched On 3133 Cold Start Lamp - No Load 3134 Cold Start Lamp - Shortcircuit to Battery 3135 Cold Start Lamp - Shortcircuit to Ground 3136 Cold Start Lamp - Excessive Temperature 3137 Metering Unit Has An Open Load 3138 Metering Unit Signal Is Not Plausible 3141 Set point Of The Fuel Volume Flow Through Metering Unit Is Lower Than The Calculated Limit 3142 High pressure test - test active 3145 Terminal 15 - No Signal 3147 Oil Temperature Sensor Signal Is Above Normal Range 3148 Coolant Temperature Sensor Dynamic Test - Failure (Minimum Temperature Raise Not Reached) 3154 Grid Heater Relay Is Short Circuited To Battery 3155 Grid Heater Relay Is Short Circuited To Ground 3156 Grid Heater Relay Has No Load 3157 Engine Dataset Information Was Not Available From EDC In Required Time 3158 Engine Dataset Does Not Match Dataset Registered For This Machine 3160 Fan Actuator Short Circuit to Battery 3161 Fan Actuator Short Circuit to Ground 3162 Fan Actuator - No Load 3163 Fan Actuator Temperature Too High 3166 Fuel filter heater relay short to VCC 3167 Fuel filter heater relay short to ground 3168 Fuel filter heater relay disconnected or open circuit 3169 Fuel Filter Heater Relay Signal Not Plausible 3176 Fuel Delivery Exceeded Threshold For Pressure In Overrun Mode 3177 Engine Overspeed Detected 3178 Timeout of CAN Message BC2EDC1 3179 Timeout of CAN Message BC2EDC2 3180 Timeout of CAN Message VCM2EDC 3181 Rail Pressure Positive Deviation Too High Concerning Setpoint 3182 Timeout of CAN Message RxCCVS 3183 Timeout of CAN Message TSC1-VR (When Active) 3184 Timeout of CAN Message TSC1-VR (When Inactive) 3185 Timeout of CAN message TF

TORINO -Training center- (f. urso)

4-16

721F-821F-921F Tier4B 4 – ELECTRICAL ENGINE FAULT CODES LIST 3188 Cylinder1 Has An Open Load 3192 Cylinder2 Has An Open Load 3196 Cylinder3 Has An Open Load 3200 Cylinder4 Has An Open Load 3204 Cylinder5 Has An Open Load 3208 Cylinder6 Has An Open Load 3210 Bank1 - General Short Circuit On Injection Cable 3211 Bank1 - Injection Cable Is Short Circuited On Low Side To Ground 3212 Bank1 - No Signal 3213 Bank1 - Unclassifiable Error 3218 Bank2 - General Short Circuit On Injection Cable 3219 Bank2 - Injection Cable Is Short Circuited On Low Side To Ground 3220 Bank2 - No Signal 3221 Bank2 - Unclassifiable Error 3227 Injection Processor (CY33X) Error - Internal Reset / Clock Loss / Voltage Too Low 3228 Injection Processor (CY33X) Error - Unlocked / Initialization Failure 3229 Injection Processor (CY33X) Error - Injections Limited By Software 3230 Injection Processor (CY33X) Error - SPI Communication Failure 3231 Injection Processor Error - Internal Reset / Clock Loss / Voltage Too Low 3232 Injection Processor Error - Unlocked / Initialization Failure 3233 Injection Processor Error - Test Mode 3234 Injection Processor Error - SPI Communication Failure 3238 ECM Internal SPI Communication Error - CJ940 3239 ECM EEPROM - Read Operation Failure 3240 ECM EEPROM - Write Operation Failure 3241 ECM EEPROM - Default Value Used 3242 ECM (Locked) Recovery Occurred 3243 ECM Recovery (Suppressed) - Recovery Occurred 3244 ECU Recovery (Visible) - Recovery Occurred 3245 ECM Processor - Watchdog Not Plausible 3246 Shutoff Paths During Initialization - Watchdog 3247 Shutoff Paths During Initialization - Supply Voltage Too High 3248 Shutoff Paths During Initialization - Supply Voltage Too Low 3249 TPU Monitoring - Time Deviation between TPU and System Not Plausible 3250 Dataset - Variant Defect 3251 Dataset - Requested Variant Could Not Be Set 3252 Controller Watchdog - SPI Communication Failure 3253 ADC Monitoring - Reference Voltage Too High 3254 ADC Monitoring - Reference Voltage Too Low 3255 ADC Monitoring - Test Impulse Error 3256 ADC Monitoring - Queue Error 3258 High Side Power - Shortcircuit to Battery 3259 High Side Power - Shortcircuit to Ground 3260 Low Side Power - Open Load 3261 Low Side Power - Shortcircuit to Battery or Excess Temperature 3262 Low Side Power - Shortcircuit to Ground 3265 Overrun Monitoring - Injection Time Too Long 3266 Redundant Engine Speed in Overrun Monitoring - Speed Signal Not Plausible 3267 Main Relay 3 Failure - Shorted To High Source 3268 Main Relay 3 Failure - Shorted To Low Source 3278 The ECU Supply Voltage CJ940 Is Above Its Upper Limit 3279 The ECU Supply Voltage CJ940 Is Below Its Lower Limit 3280 Sensor Supply Voltage 1 - High 3281 Sensor Supply Voltage 1 - Low 3283 Sensor Supply Voltage 2 - High 3284 Sensor Supply Voltage 2 - Low 3285 Sensor Supply Voltage 3 - High 3286 Sensor Supply Voltage 3 - Low 3290 Turbo Compound Monitoring Error - Signal Not Plausible 3297 Rail Pressure Positive Deviation High And Fuel Flow Setpoint Value High 3301 Rail Pressure Negative Deviation Too High On Minimum Metering 3305 Rail pressure below minimum limit in controller mode

TORINO -Training center- (f. urso)

4-17

721F-821F-921F Tier4B 4 – ELECTRICAL ENGINE FAULT CODES LIST 3309 Rail pressure above maximum limit in controlled mode 3313 Rail Pressure Drop Rate Is Higher Than Expected 3315 Minimum Number of Injections Not Reached - Stop Engine 3316 Minimum Number of Injections Not Reached - Stop Engine 3317 Minimum Number of Injections Not Reached - Stop Engine 3318 Minimum Number of Injections Not Reached - Stop Engine 3319 DM1DCU SPN2 Message - Error In DCU Active 3320 DM1DCU SPN3 Message - Error In DCU Active 3321 DM1DCU SPN4 Message - Error In DCU Active 3322 DM1DCU SPN5 Message - Error In DCU Active 3334 Timeout of CAN message TSC1-PE Torque (When Active) 3335 Timeout of CAN message TSC1-PE Torque (When Inactive) 3338 Timeout of CAN message TSC1-VE Speed (When Inactive) 3339 Timeout of CAN message TSC1-VE Speed (When Active) 3350 Terminal 50 - Always On 3354 Main Relay 4 (Engine Brake Exhaust Valve) - Shortcircuit to Ground 3355 Main Relay 4 (Engine Brake Exhaust Valve) - Shortcircuit to Battery 3358 CAN Transmit Timeout 3363 Atmospheric Pressure Sensor Signal Is Not Plausible 3367 Coolant temperature test failure 3368 INFO: Torque limitation due to OBD Performance Limiter by legislation 3369 INFO: Torque reduction due to smoke reduction 3370 INFO: Torque limitation due to Engine Protection ( torque, engine overspeed, and overheating) 3371 INFO: Torque limitation due to Fuel Quantity Limitation because of injector system errors 3512 DCU State Monitoring - DCU Not Ready In Time 3513 SCR Catalyst Not Present - Relation Of Temp Behaviour Between Both Catalyst Temp Not Plausible 3517 Ambient Air Temperature Sensor Failure (Of Humidity Sensor) - Signal Too High 3518 Ambient Air Temperature Sensor Failure (Of Humidity Sensor) - Signal Too Low 3521 NOx Estimation Failure - Estimated NOx Signal Not Reliable 3528 NOx Sensor Plausibility Failure - Signal Not Plausible 3529 NOx Sensor Failure - Open Load 3530 NOx Sensor Failure - Short Circuit 3532 NOx Sensor Failure - Sensor Not Ready In Time 3533 CAN Message Timeout - NOx (From NOx Sensor) 3537 CAN Message Timeout - DM1DCU (From DCU) 3541 CAN Message Timeout - SCR1 (From DCU) 3545 INFO: SCR Dosing Valve Overheat Protection - Torque Limit Level2 For SCR Protection Active 3546 INFO: SCR Dosing Valve Overheat Protection - Torque Limit Level1 For SCR Protection Active 3549 Humidity Sensor Signal Ratio Failure - Signal Ratio Above Limit 3550 Humidity Sensor Signal Ratio Failure - Signal Ratio Below Limit 3555 CAN Message Timeout - SCR2 (From DCU) 3557 INFO: Humidity Sensor Possibly Saturated With Water Droplets - Signal Ratio Above Limit 3558 INFO: Humidity Sensor Possibly Saturated With Water Droplets - Signal Ratio Below Limit 3561 NOx Value Not Plausible (Aftertreatment Plausibility) 3577 DM1DCU SPN1 Message - Error In DCU Active 3581 Performance Limitation Active Due To Either Stage 3585 Engine Shut Off Urea Level (After Idling Phase) 3586 Temperature After Catalyst Not Plausible 3587 Temperature Before Catalyst Not Plausible 3588 Ambient Temperature Of Humidity Or Both Catalyst Temperatures Not Plausible 3589 Deviation Between Up And Down Stream Catalyst Temperature Too High During Operation 3591 SCR Catalyst Thermal Aging Limit Exceeded - P0422 Main Catalyst Efficiency Below Threshold 3593 Poor Reagent Quality 3594 Torque Limitation Due To SCR 3599 Error Path Of Catalyst Not Present - P0421 Warm Up Catalyst Efficiency Below Threshold 3602 Defect Ratio Between Threshold Limits - P0425 Catalyst Temperature Sensor Circuit 3611 Catalyst Efficiency Lower Than First NOx Prediction Threshold Level 3612 Catalyst Efficiency Lower Than Second NOx Prediction Threshold Level 3613 Efficiency Of Catalyst System Too High 3614 SRA2EDC - High Effort Fault 3615 SRA2EDC - Initialization Fault 3616 Torque Limitation Due To Turbo Charger Protection

TORINO -Training center- (f. urso)

4-18

721F-821F-921F Tier4B 4 – ELECTRICAL TRANSMISSION FAULT CODES LIST 4113 Logical error at FNR switch of gear shift unit.

4114 Logical Error At Direction Select Signal 4116 Logical Error At Parkbrake Status 4117 Logical Error At Direction Select Signal 2 4119 Short Circuit To Ground At Ride Control 4120 Short Circuit To Battery Voltage At Ride Control 4121 Open Circuit At Ride Control 4122 Short Circuit To Ground At Brake Light 1 4123 Short Circuit To Battery Voltage At Brake Light 1 4124 Open Circuit At Brake Light 1 4125 Short Circuit To Ground At Brake Light 2 4126 Short Circuit To Battery Voltage At Brake Light 2 4127 Open Circuit At Brake Light 2 4133 Short Circuit To Battery Voltage Or Open Circuit At Transmission Sump Temperature Sensor Input 4134 Short Circuit To Ground At Transmission Sump Temperature Sensor Input 4135 Short Circuit To Battery Or Open Circuit At Retarder / Torque Converter Output Temp Sensor 4136 Short Circuit To Ground At Retarder / Torque Converter Output Temperature Sensor 4138 Inch Sensor - Signal Mismatch 4145 Short Circuit To Battery Voltage Or Open Circuit At Engine Speed Input 4146 Short Circuit To Ground At Engine Speed Input 4147 Logical Error At Engine Speed Input 4148 Short Circuit To Battery Voltage Or Open Circuit At Turbine Speed Input 4149 Short Circuit To Ground At Turbine Speed Input 4150 Logical Error At Turbine Speed Input 4151 Short Circuit To Battery Voltage Or Open Circuit At Internal Speed Input 4152 Short Circuit To Ground At Internal Speed Input 4153 Logical Error At Internal Speed Input 4154 Short Circuit To Battery Voltage Or Open Circuit At Output Speed Input 4155 Short Circuit To Ground At Output Speed Input 4156 Logical Error At Output Speed Input 4158 Output Speed Zero Does Not Fit To Other Speed Signals 4180 Message From Vehicle Controller Has Timed Out 4181 Joystick Steering - JSS Joystick CAN Message Time Out 4182 Timeout of CAN Message of Engine Configuration 4183 Timeout of CAN Message EEC1 4184 Timeout of CAN Message EEC3 4185 CAN Bus - Test Mode message is defective or was not received 4193 CAN Bus - AEB Request CAN message was not received 4197 CAN Bus - Engine Torque message is defective or was not received 4201 CAN Bus - Engine Reference Torque message is defective or was not received 4202 CAN Bus - Engine Actual Torque message is defective or was not received 4203 CAN Bus - Engine Nominal Friction Torque message is defective or was not received 4206 CAN Bus - Engine EEC2 message was not received 4209 Short Circuit To Battery Voltage At Clutch K1 4210 Short Circuit To Ground At Clutch K1 4211 Open Circuit At Clutch K1 4212 Short Circuit To Battery Voltage At Clutch K2 4213 Short Circuit To Ground At Clutch K2 4214 Open Circuit At Clutch K2 4215 Short Circuit To Battery Voltage At Clutch K3 4216 Short Circuit To Ground At Clutch K3 4217 Open Circuit At Clutch K3 4218 Converter Clutch Short Circuit To Battery Voltage 4219 Converter Clutch Short Circuit To Ground 4220 Converter Clutch Open Circuit 4225 Short Circuit To Battery Voltage At Clutch K4 4226 Short Circuit To Ground At Clutch K4 4227 Open Circuit At Clutch K4 4228 Short Circuit To Battery Voltage At Clutch KV 4229 Short Circuit To Ground At Clutch KV 4230 Open Circuit At Clutch KV

TORINO -Training center- (f. urso)

4-19

721F-821F-921F Tier4B 4 – ELECTRICAL TRANSMISSION FAULT CODES LIST 4231 Short Circuit To Battery Voltage At Clutch KR 4232 Short Circuit To Ground At Clutch KR 4233 Open Circuit At Clutch KR 4234 Short Circuit To Ground of DLM Transversal Output 4235 Short Circuit To Battery At DLM Transversal Output 4236 Open Circuit At DLM Transversal Output 4241 Short Circuit To Ground At Relay Reverse Warning Alarm 4242 Short Circuit To Battery Voltage At Relay Reverse Warning Alarm 4243 Open Circuit At Relay Reverse Warning Alarm 4273 Slippage At Clutch K1 4274 Slippage At Clutch K2 4275 Slippage At Clutch K3 4276 Slippage At Clutch K4 4277 Slippage At Clutch KV 4278 Slippage At Clutch KR 4279 Transmission sump temperature is too high 4281 Engine speed overspeed condition detected 4282 Voltage At Oil Filter Maintenance Switch Out Of The Allowed Range (Dirty Filter) 4283 Converter lock up clutch slippage was detected when not expected 4284 Transmission Output Speed Is Too High 4288 Engine Torque Or Engine Power Overload 4289 Transmission Output Torque Overload 4290 Transmission Input Torque Overload 4291 Oil Temperature At Converter Output Is Above Limit 4292 Short Circuit To Ground At Joystick Status Indicator 4293 Short Circuit To Battery Voltage At Joystick Status Indicator 4294 Open Circuit At Joystick Status Indicator 4298 CAN Bus - Engine Retarder Configuration message was not received 4299 CAN Bus - Engine ERC1 message was not received 4305 Short Circuit To Battery Voltage At Power Supply For Sensors 4306 Short Circuit To Ground At Power Supply For Sensors 4307 Battery voltage is too low 4308 Battery voltage is too high 4309 Error At Solenoid Power Supply VPS1 4310 Error At Solenoid Power Supply VPS2 4323 Display Output Short Circuit to Battery Voltage 4324 Display Output Short Circuit to Ground 4325 Vehicle Id#1 Timeout 4326 CAN Bus - Illegal CAN request for VIN / ID 4337 General EEPROM Fault 4338 Configuration Error 4339 General Application Error (ZF Internal) 4341 Clutch Calibration Fault 4342 Clutch Adjustment Data Lost Or Inch Pedal Calibration Data Lost

TORINO -Training center- (f. urso)

4-20

721F-821F-921F Tier4B 4 – ELECTRICAL INTERNAL AIC & CAN BUS FAULT CODES LIST 9100 CreateMbx 20ms DM1 BAM 9101 AddMsg DM1 BAM 9102 AddMsg DM1 PCK 9103 Timeout Packet 9104 Missed Packed 9105 CreateMbx 20ms DM1 PACKETS 9106 InitCAN, check diagmsg 9107 InitCAN, check diagmsg 9108 InitCAN, check diagmsg 9110 Error Index Out Of Range In Set Error 9111 Null Error !, Not Permitted 9121 Logical Error When Retrieving Flash Data 9122 Logical Error When Retrieving Flash Data 9123 Logical Error When Retrieving Flash Data 9124 Logical Error When Retrieving Flash Data 9125 Never Started Receiving Message 9126 Never Started Receiving Message 9127 Never Started Receiving Message 9128 CAN Timed Out During Operation 9129 CAN Timed Out During Operation 9130 CAN Timed Out During Operation 9132 CAN Timed Out During Operation 9133 Never Started Receiving Message 9134 Timeout of C5.E CAN Message Detected By AIC 9135 Timeout of JSC CAN Message Detected By AIC 9136 CAN Message Stopped From The Speed Limit Module C5F 9138 Hardware Part Number Unknown In Software 9140 Logical Error in List 0 9141 Logical Error in List 1 9142 Logical Error in List 2 9143 Logical Error in List 3 9144 Logical Error in List 4 9145 Logical Error in List 5 9146 Logical Error in List 6 9147 Logical Error in List 7 9152 Logical Error When Retrieving Flash Data 9153 Logical Error When Retrieving Flash Data 9154 Logical Error When Retrieving Flash Data 9155 Logical Error When Retrieving Flash Data 9156 Logical Error When Retrieving Flash Data 9157 Logical Error When Retrieving Flash Data 9160 Hour Meter Failure - Both Copies Wrong 9161 Hour Meter Failure - One Of Two Copies Wrong 9162 Hour Meter Failure - Pre-Crank And After-Crank Check Wrong 9173 SCR controller CAN timeout 9174 SCR controller CAN did not start 9175 CreateMbx 20ms DM1 BAM (SCR Controller) 9176 AddMsg DM1 BAM (SCR Controller) 9177 AddMsg DM1 PCK (SCR Controller) 9178 Timeout Packet (SCR Controller) 9179 CreateMbx 20ms DM1 PACKETS (SCR Controller) 9180 VCM Controller CAN Timeout 9181 VCM Controller CAN Did Not Start 9182 Wheel Loader Configuration Plausibility Failure - Wrong Engine Type

TORINO -Training center- (f. urso)

4-21

721F-821F-921F Tier4B 4 – ELECTRICAL SCR FAULT CODES LIST 19001 Battery Voltage Sensing (Electrical) - Signal High (P0563) 19002 Battery Voltage Sensing (Electrical) - Signal Low - (P0562) 19003 Battery Voltage Sensing (Electrical) - Signal Above High Error Threshold (P0563) 19004 Battery Voltage Sensing (Electrical) - Signal Below Low Error Threshold (P0562) 19010 Temperature Sensor After Catalyst (Electrical) - Signal High (P042D) 19011 Temperature Sensor After Catalyst (Electrical) - Signal Low (P042C) 19019 Temperature Sensor Before Catalyst (Electrical) - Signal High (P0428) 19020 Temperature Sensor Before Catalyst (Electrical) - Signal Low (P0427) 19021 Temperature Sensor Before Catalyst (Electrical) - Signal Above High Error Threshold 19022 Temperature Sensor Before Catalyst (Electrical) - Signal Below Low Error Threshold 19037 Sensor Supply 2 (5V Internal; For Urea Pressure Sensors) - Supply Voltage Too High (P204D) 19038 Sensor Supply 2 (5V Internal; For Urea Pressure Sensors) - Supply Voltage Too Low (P204C) 19046 UREA Pressure Sensor In Box (Electrical) - Supply Voltage Error (P204A) 19047 UREA Pressure Sensor In Box (Electrical) - Signal High (P204D) 19048 UREA Pressure Sensor In Box (Electrical) - Signal Low (P204C) 19055 UREA Temperature Sensor In Box (Electrical) - Signal High (P2045) 19056 UREA Temperature Sensor In Box (Electrical) - Signal Low (P2044) 19057 UREA Temperature Sensor In Box (Electrical) - Out Of Range High (P2043) 19058 UREA Temperature Sensor In Box (Electrical) - Out Of Range Low (P2043) 19064 Volt. Supply Internal Heaters 1 (UB1) Electrical - Open Circuit To UB1 (P20C5) 19065 Volt. Supply Internal Heaters 1 (UB1) Electrical - Short To Battery At UB1 (P20C8) 19073 Volt. Supply 2 - Tube Heaters (UB2) Electrical - Short To Battery At UB2 (P20C4) 19074 Volt. Supply 2 - Tube Heaters (UB2) Electrical - Short Circuit To Ground UB2 (P20C3) 19075 Volt. Supply 2 - Tube Heaters (UB2) Electrical - Open Circuit To UB2 (P20C1) 19082 Volt. Supply 3 - Coolant Control & Reverting Valve (UB3) Electrical - Short To Battery (P20A3) 19083 Volt. Supply 3 - Coolant Control & Reverting Valve (UB3) Electrical - Short To Ground (P20A2) 19084 Volt. Supply 3 - Coolant Control & Reverting Valve (UB3) Electrical - Open Circuit (P20A0) 19091 Monitoring VDD11 Voltage - Dosing Valve - Supply Voltage High (P0659) 19092 Monitoring VDD11 Voltage - Dosing Valve - Supply Voltage Low (P0658) 19093 Monitoring VDD25 Voltage - Dosing Valve - Supply Voltage High (P0659) 19094 Monitoring VDD25 Voltage - Dosing Valve - Supply Voltage Low (P0658) 19100 UREA Level Sensor (Electrical) - Supply Voltage Error (P203E) 19101 UREA Level Sensor (Electrical) - Signal High (P203D) 19102 UREA Level Sensor (Electrical) - Signal Low (P203C) 19109 UREA Temperature Sensor In Tank (Electrical) - Signal High (P205D) 19110 UREA Temperature Sensor In Tank (Electrical) - Signal Low (P205C) 19145 Dosing Valve (Electrical) - Short Circuit To Battery (P2049) 19146 Dosing Valve (Electrical) - Short Circuit To Ground (P2048) 19147 Dosing Valve (Electrical) - Open Load (P2047) 19148 Dosing Valve (Electrical) - Dosing Valve Permanent «On» (Detection Via Fast Decay) (P209B) 19149 Dosing Valve (Electrical) - Short Circuit To Ground (P2048) 19150 Dosing Valve (Electrical) - Dosing Valve Permanent «On» (Detection Via Fast Decay) (P209B) 19154 UREA Pump Speed - Pump Motor Unplugged (P208B) 19155 UREA Pump Speed - Pump Motor Blocked (P208A) 19156 UREA Pump Speed - Pump Overspeed (P208D) 19157 UREA Pump Speed - Hall Sensors Defect (P208B) 19163 Cooling Control Valve - Short Circuit To Battery (P20A3) 19164 Cooling Control Valve - Open Load (P20A0) 19172 Cooling Control Valve - Short Circuit To Ground (P20A2) 19181 Reverting Valve Electrically - Short Circuit To Battery (P20A3) 19182 Reverting Valve Electrically - Short Circuit To Ground (P20A2) 19183 Reverting Valve Electrically - Open Load (P20A0) 19184 Reverting Valve Electrically - Short Circuit To Ground (P20A2) 19262 Tank Heating Valve - Short Circuit To Battery (P20B4) 19263 Tank Heating Valve - Short Circuit To Ground (P20B3) 19264 Tank Heating Valve - Open Load (P20B1) 19265 Tank Heating Valve - Short Circuit To Ground (P20B3) 19289 Temperature After Catalyst Too Low - Catalyst Heating Time Failed - (P042B) 19290 Temperature After Catalyst Too Low - Catalyst Heating Time Failed - (P042B) 19325 UREA Temperature In Tank Out Of Range (P205B)

TORINO -Training center- (f. urso)

4-22

721F-821F-921F Tier4B 4 – ELECTRICAL SCR FAULT CODES LIST 19334 System Frozen And Not Free In Time - Inlet Line Defreezing Failed (P20C2) 19335 System Frozen And Not Free In Time - Pressure Line Defreezing Failed (P20BE) 19336 System Frozen And Not Free In Time - Pressure Build-Up In Detection Mode Failed (P20C5) 19337 System Frozen And Not Free In Time - Back-Flow Line Defreezing Failed (P20B9) 19343 Coolant Control Valve Mechanically - Mechanical Defective Blocked Open (P20A3) 19344 Coolant Control Valve Mechanically - Mechanical Defective Blocked Closed (P20A0) 19352 Reverting Valve Mechanically - Valve Does Not Open (P20A0) 19361 Battery Voltage (Actual Value) - High Battery Voltage (P0562) 19362 Battery Voltage (Actual Value) - Low Battery Voltage (P0563) 19370 UREA Pressure Too Low - Pump Motor Error During Commissioning (Pump Not Delivering) (P208B) 19379 UREA Temperature Too Low During Commissioning - Temp. Not Plausible During Commissioning 19415 Empty UREA Tank Empty (P203F) 19496 UREA Pressure Plausibility Error At System Startup - Pressure Above Threshold (P204B) 19505 UREA Box Temperature Plausibility Error (Dynamic/Static) - Out of Range (P2043) 19514 UREA Tank Temperature Plausibility Error (Dynamic/Static) - Out Of Range (P205B) 19532 Back Flow Line Clogged (P2063) 19541 Coolant Control Valve Mechanically - Blocked Closed (P20A1) 19550 Pressure Line Blocked (P209B) 19559 Low Urea Level 1 (Warning) - Urea Level Below Limit 1 (P203F) 19568 Low Urea Level 2 (Warning) - Urea Level Below Limit 2 (P203F) 19577 CAN Receive Frame Error - E2SCR - Urea Quantity Not In Range (P0600) 19578 CAN Receive Frame Error - E2SCR - Dosing Status Not In Range (P0600) 19579 CAN Receive Frame Error - E2SCR - Message Not Received (P0600) 19580 CAN Receive Frame Error - E2SCR - Too Many CAN Messages (P0600) 19581 CAN Receive Frame Error - E2SCR - SAE J1939 Check For CAN Receive Signal (P0600) 19595 CAN Receive Frame Error - EEC1 - Engine Torque Not In Range (P0600) 19596 CAN Receive Frame Error - EEC1 - Engine Speed Not In Range (P0600) 19597 CAN Receive Frame Error - EEC1 - Message Not Received (P0600) 19598 CAN Receive Frame Error - EEC1 (Driver Demand, Speed, Torque) - Too Many CAN Messages (P0600) 19599 CAN Receive Frame Error - EEC1 - Torque Driver Demand Not In Range (P0600) 19604 CAN Receive Frame Error - ET1 - Oil Temperature Not In Range (P0600) 19605 CAN Receive Frame Error - ET1 - Not Received (P0600) 19606 CAN Receive Frame Error - ET1 (Oil And Water Temp Engine) - Too Many Can Messages (P0600) 19607 CAN Receive Frame Error - ET1 - Water Temperature Not In Range (P0600) 19649 UREA Tank Level Error - No CAN Signal For Level Sensor - Sensor Supply Error (P203A Reagent) 19650 UREA Tank Level Error - CAN Signal Not In Range For Level Sensor - SRC High (P203D) 19651 UREA Tank Level Error - Erroneous CAN Signal For Level Sensor - SRC Low (P203C) 19652 UREA Tank Level Error - Sensor Signal/Message Timeout 19653 UREA Tank Level Error - Tank Level Sensor Too Many CAN Messages (P203C) 19654 UREA Tank Level Error - Tank Level Sensor Open Circuit (P203C) 19676 CAN Receive Frame Error - Ambient Air Temperature Signal Not In Range (P0600) 19677 CAN Receive Frame Error - Ambient Air Temperature Message Not Received (P0071) 19678 CAN Receive Frame Error - Ambient Air Temperature Sending Too Many CAN Messages (P0071) 19679 CAN Receive Frame Error - Ambient Air Temperature - Barometric Pressure Not In Range (P0071) 19721 EEPROM / Checksum Failures - EEPROM Write Error (P062F) 19722 EEPROM / Checksum Failures - No Corresponding Variant Number Error (P062F) 19723 EEPROM / Checksum Failures - EEPROM Communication Error (P062F) 19724 EEPROM / Checksum Failures - EEPROM Detection Error Or Codierwort Error (P062F) 19725 EEPROM / Checksum Failures - Wrong EEPROM Size (P062F) 19730 Ignition «On» Signal K15 - Digital Input Ignition On Not Sensed During Initialization (P2530) 19739 Main Relay - Main Relay Shut Off Too Late (P0687) 19740 Main Relay - Main Relay Short Circuit (P0685) 19741 Main Relay - Main Relay Open Circuit (P0687) 19742 Main Relay - Main Relay Shut Off Too Early (Before EEPROM Update) (P0685) 19748 UREA Temperature Too High In Pump Module (Emergency Shut Off) (P2043) 19749 UREA Leakage Test Failed (Emergency Shut Off) (Static Or Dynamic) (P202D) 19757 Group Error Path - Error Belonging To Group Urea Injection Control (P208B) 19766 Group Error Path - Error Belonging To Group Air Control (P20A7) 19775 Group Error Path - Error Belonging To Group Catalyst Temperature - Out Of Range (P0426) 19784 Group Error Path - Error Belonging To Group NOx Exceeded - Active (P2000) 19793 Group Error Path - Error Belonging To Group UREA Tank Empty - Active (P203F)

TORINO -Training center- (f. urso)

4-23

721F-821F-921F Tier4B 4 – ELECTRICAL SCR FAULT CODES LIST 19802 19803 19804 19805 19806 19807 19808 19813 19817 19818 19822 19999

UREA Tank Temp Not Plausible With Pump Module Temp - Sensor Signal/Message Timeout (P0600) UREA Tank Temp Not Plausible With Pump Module Temp - Too Many CAN Messages (P0600) UREA Tank Temp Not Plausible With Pump Module Temp - Tank Temp Sensor Open Circuit (P205A) UREA Tank Temp Not Plausible With Pump Module Temp - Tank Temp Sensor Short To Battery (P205D) UREA Tank Temp Not Plausible With Pump Module Temp - Tank Temp Sensor Short To Ground (P205C) UREA Tank Temp Not Plausible With Pump Module Temp - Tank Temperature Too High (P205B) UREA Tank Temp Not Plausible With Pump Module Temp - Tank Temperature Too Low (P205B) Startup Cycle Counter For Pressure Drop During Dosing (P208B) Plausibility Of Urea Dosing Valve Stuck - Dosing Valve Blocked (P202F) Plausibility Of Urea Dosing Valve Stuck - Dynamic Urea Leakage Test Leakage Detected (P202D) Urea Dosing Valve Stuck Position Unknown - Dynamic Urea Leakage Test Leakage Detected (P202D) Unknown DENOX Fault Code

AUTOMATIC ENGINE SHUT DOWN The AIC will have the ability shut down the engine in one of two modes: ECONOMY MODE Economy Mode is intended to provide a means for the operator to set the machine up so the engine and electrical system automatically shutdown after a set period of time while in an idle condition.

ENGINE PROTECTION MODE Protection mode is intended to provide a higher level of system protection in addition to the engine specific protection system.

This functionality must be set with EST in the menu CONFIGURATION / vehicle Options

Through the AIC menus the operator is able to turn the feature ON and OFF along with setting the timeout interval (5-60 min. in 5 min. increments)

Conditions for Shutdown: 1. Transmission in Neutral 2. Vehicle not moving 3. Engine at Idle Shutdown Parameters: Engine Oil Pressure < 10 psi Engine Coolant Temp > 230°F Trans Oil Temp > 257°F Hydraulic Oil Temp > 230°F

0.7bar 110 C° 125 C° 110 C°

TORINO -Training center- (f. urso)

4-24

721F-821F-921F Tier4B 4 – ELECTRICAL

Engine Running Engine running :

AUTOMATIC ENGINE SHUT DOWN

Key switch is turned ON ECB K1 is de-energized PRM-C is energized PRM-B is energized Pin 69 of the engine controller receives 24 volts through the fuse ECA - F9 and through the contact DC3-DC4 of the master switch: the engine is running (if yet started).

ON

69

ECU EDC17CV41

K1

Engine connector

K2

Machine connector

69

69

Pin 69 energized via fuse ECA-F9 24V with engine running TORINO -Training center- (f. urso)

4-25

721F-821F-921F Tier4B 4 – ELECTRICAL

Engine shuts down

AUTOMATIC ENGINE SHUT DOWN

ON

69

ECU EDC17CV41

K1

Engine connector

K2

Machine connector

69

Engine shuts down: Key switch is turned ON The relay K2 finds ground through the AIC connector 1 pin 22 69 The relay K1finds a ground through the relay K2 is energized.

Pin 69 de-energized via fuse ECA-F9 0 Volt AIC engine shut down signal

The 2 relays PRM-C and PRM-B get a disconnected ground and are switched OFF (de-energized) The Ignition line is no longer supplied with 24 Volts The pin 69 on the engine controller doesn’t receive 24Volt.

The engine shuts down.

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4-26

721F-821F-921F Tier4B 4 – ELECTRICAL

TRANSMISSION CLUTCH CALIBRATION & CHANGE MODEL Conditions for a successfully calibration: -Transmission in neutral -Engine revolution between 800 rpm and 1200 rpm -Parking brake engaged -Transmission sump temperature around 75°C- 80°C (use the menu INFO 3) -No related fault code with the transmission -Machine stopped (0,0 km/H) NOTES: On machines equipped with powerinch (ICCO) on the transmission, turn off the POWERINCH in the AIC before warming up the transmission oil.

Unsuccessfully calibration: In case of unsuccessfully calibration turn off the key switch to exit the calibration menu (In calibration menu the transmission cannot engage)

ESC

UP

ENT

DN

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4-27

721F-821F-921F Tier4B 4 – ELECTRICAL

AUTO IDLE For 721F-821F-921F, with ENGINE 4 Speed or 5 Speed Transmission Low Idle 670-730 rpm Normal Idle 870-930 rpm Accelerated Idle 1270-1330 rpm

,

3 Idle speeds are defined:

1) Auto Idle Option not selected: Idle is constant at Normal Idle 2) Auto idle Option selected: Operation uses: Normal Idle Mode But 2 other states can occur: Accelerated Idle Mode Low Idle Mode Accelerated Idle mode is used when weather is cold and machine not warm enough, to accelerate warming up of hydraulics and engine.

Low idle mode depends on the following conditions: Be in Normal Idle mode Coolant temp over limit (70°C) Engine speed below 1000 rpm Gear lever in Neutral If those conditions are met for 60 seconds consecutively, the system tries to set low idle.

Note : When setting Low Idle, the system expect the actual engine speed to become below Low Idle + 100 rpm (= 700 rpm) within 6 seconds. If this does not happen, it will stay in Normal idle.

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721F-821F-921F Tier4B 4 – ELECTRICAL

PARKING BRAKE Normal operation At POWER UP park brake is engaged (i.e. no current to the solenoid).

If operator puts in Forward / Reverse, the conditions to disengage the park brake (all needed, in order of checking) are: 1. Vehicle in operating mode (i.e. ignition key ON, and all AIC initialization finished) 2. Not in park brake test 3. Gear lever in Forward or Reverse 4. Brake accumulator pressure high enough If the Park Brake switch was in ON position, the operator switches to the OFF position.

If it was already in the OFF position, the operator must cycle it ON and OFF. Then the park brake is disengaged If one condition 3 - 4 is not met, a corresponding message is shown on display.

Depending of the case, a message will also explain what to do with the park brake switch, disengage or cycle.

Example : It indicates the operator to change the parking brake switch position.

Conditions to re-engage the park brake; any one criteria alone does it: 1. Loose accumulator brake pressure 2. Vehicle going in power off mode 3. Engine goes in Auto Idle 4. Operator switch to Park Brake ON Additionally, the park brake can be automatically engaged when : System goes in accelerated idle mode System return to normal idle from low idle, by itself (i.e. not operator induced).

Park brake test This menu allows the operator to place the transmission into gear when the parking brake is applied. This will not happen otherwise Operator can select the park brake test in the menu. This engages immediately the park brake.

If, for any reason, using pad keys, the operator leaves the specific park brake test, then the test mode is disengaged.

When in test mode, AIC send via CAN the information to the ZF controller, which then allow engaging a gear simultaneously to having the park brake engaged.

Before going in that mode, AIC checks the park brake switch is in ON position. If not, it shows a message screen requiring to engage park brake.

The message screen “Ready” appear during the test if gearbox clutches are engaged (as indicated by ZF controller) and the 3rd gear manual is engaged.

If those conditions are not met, then a message screen indicates to engage 3rd gear manual.

With the transmission in 3rd gear and the park brake applied, the operator is to press the accelerator fully and view whether the machine moves. The test will not display whether the test was successfully or not. The operator must determine whether the machine has moved or not. The operator should have his foot over the brake pedal as well in case it does move.

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721F-821F-921F Tier4B 4 – ELECTRICAL

FAN CONTROL Speed operation modes 1. Normal Operation mode 2. Fan Test at 100% (allow to set individually the max fan speed ) 3. Fan Test at 70% ( allow to set the fan speed needed to carry out the noise test) To adjust the fan speed the AIC sends a variable current to a proportional solenoid valve located into the fan reversing valve.

The proportional solenoid valve adjusts the hydraulic motor pressure, which correspond then to a torque on the fan, hence a given speed.

Then the fan PWM set point is the maximum required value from the 4 channels.

The current default values are:

Parameter

Min TempMin

Coolant (outlet or radiator)

Radiator Coolant

Max Max Temp

70°C

88°C

Input source

85°C

103°C

Analog input to AIC 1:11

85°C 103°C

Analog input to AIC 1:9

75°C

CAN via ECU

Hydraulic Oil (return manifold)

Hydraulic Oil

88°C

70°C

Air inlet

Charge Air

66°C

Transmission Oil (TCO)

Torque Converter

70°C

90°C

85°C

105°C

CAN via TCU

A/C status is also monitored to determine required fan speed. A/C status is monitored via AIC input 2:12 When the clutch calibration process is engaged, the TCO temperature control channel is disabled, by setting is requirement to the minimum.

Normal mode: - If the option AutoFan control is set : Fan speed is controlled Reversing is active Reversing can then be Manual or Automatic depending of the operator selection on the switch.

- If the option AutoFan control is not set : Fan speed is maximum.

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721F-821F-921F Tier4B 4 – ELECTRICAL

New DISPLAY-AIC Tier4B F series WL – P/N 47411285

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4-31

721F-821F-921F Tier4B 4 – ELECTRICAL

VARIABLE SPEED FAN VALVE Electrical circuit

c

b

a a. Variable speed (with out auto reversing) b. Automatic (variable and auto reversing) c. Manual reversing

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721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

CONTENT Page LAYOUT COMPARTMENT FUSES & RELAY

4A-2

ECF-ECG FUSES RELAY PANEL

4A-6

ELECTRICAL SCHEMATIC FRAME 01-INDEX WIRE INFORM.

4A-9

ELECTRICAL SCHEMATIC FRAME 02 CONNECTOR LIST

4A-11

ELECTRICAL SCHEMATIC FRAME 03 CONNECTOR LIST

4A-13

ELECTRICAL SCHEMATIC FRAME 04 COLD START POWER DISTR. IGNIT. 4A-15 ELECTRICAL SCHEMATIC FRAME 05 ENGINE CONTROL

4A-17

ELECTRICAL SCHEMATIC FRAME 06 LIGHTING 1 BACKUP ALARM

4A-19

ELECTRICAL SCHEMATIC FRAME 07 LIGHTING 2

4A-21

ELECTRICAL SCHEMATIC FRAME 08 TRANSMISSION CONTROL

4A-23

ELECTRICAL SCHEMATIC FRAME 09 INSTRUMENT CLUSTER

4A-25

ELECTRICAL SCHEMATIC FRAME 10 MACHINE CONTROLS

4A-27

ELECTRICAL SCHEMATIC FRAME 11 AUX STEERING-HOOD LIFT WIPER 4A-29 ELECTRICAL SCHEMATIC FRAME 12 HVAC-AIR SEAT RADIO/CONVERT.

4A-31

ELECTRICAL SCHEMATIC FRAME 13 JOYSTICK STEERING

4A-33

ELECTRICAL SCHEMATIC FRAME 14 STANDARD HVAC

4A-35

TORINO -Training center- (f. urso)

4A-1

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

CAB ELECTRICAL-LAYOUT COMPARTMENT FUSES & RELAY ECC

FUSES MINI-RELAY ECD

ECD ECC

ECA ECB

MAIN-RELAY F T

CONNECTORS T F B E

E

Connector CAB Connector CAB Connector CAB Connector CAB

/ TRANSMISSION / FRONT CHASSIS / BTM BULKHEAD / Engine

ECA

ECB

MAIN RELAY

B

PRM B

PRM B

ACC. POWER RELAY

PRM C

IGNICTION POWER RELAY

PRM C

CONNECTORS TORINO -Training center- (f. urso)

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721F - 821F - 921F Tier4B CAB ELECTRICAL COMPARTMENT–FUSES RELAY 4A – ELECTRICAL SYSTEM - SCHEMATICS

ECC

ECD

TORINO -Training center- (f. urso)

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721F - 821F - 921F Tier4B CAB ELECTRICAL COMPARTMENT–FUSES RELAY 4A – ELECTRICAL SYSTEM - SCHEMATICS

ECA

ECB

TORINO -Training center- (f. urso)

4A-4

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

CAB ELECTRICAL COMPARTMENT

PRM B

PRM C

DIAGNOSTIC CONNECTORS 108F ZF TRANSMISSION DIAGNOSTIC CONNECTOR DIA EST DIAGNOSTIC CONNECTOR F

108F DIA

T

DIA E

B

MAIN-RELAY TORINO -Training center- (f. urso)

4A-5

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

IGNICTION CONTROL (ECF +ECG FUSE PANEL + Cold Start)

ECG- Module max relay/fuse 12 pin

ECF-Fuse Holder Module 48 pin

Whit cold start

Side view Whit cold start

Without cold start

Grid Heater Relay

Starting Relay

TORINO -Training center- (f. urso)

4A-6

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

ECF-Fuse Holder Module 48 pin

ECG- Module max relay/fuse 12 pin

TORINO -Training center- (f. urso)

4A-7

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

ECF-Fuse PANEL 48 pin

ECF

ECG

ECG- fuse PANEL 12 pin

TORINO -Training center- (f. urso)

4A-8

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 01 – Index \ Wire information

TORINO -Training center- (f. urso)

4A-9

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-10

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 02 – Schematic Connector list

TORINO -Training center- (f. urso)

4A-11

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-12

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 03 – Schematic Connector list

TORINO -Training center- (f. urso)

4A-13

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-14

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 04 – Cold Start,Power Distribution, Ignition Switch

TORINO -Training center- (f. urso)

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721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-16

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 05 – Engine Control

TORINO -Training center- (f. urso)

4A-17

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-18

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 06 – Lighting 1,Backup Alarm

TORINO -Training center- (f. urso)

4A-19

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-20

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 07 – Lighting 2

TORINO -Training center- (f. urso)

4A-21

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-22

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 08 –Transmission Controls

TORINO -Training center- (f. urso)

4A-23

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-24

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 09 – Instrument Cluster

TORINO -Training center- (f. urso)

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721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-26

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 10 – Machine controls

TORINO -Training center- (f. urso)

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721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-28

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 11 – Secondary Steering, Hood lift, Wiper/Washer System

TORINO -Training center- (f. urso)

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721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-30

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 12 – HVAC, Air Seat, Radio Power/Converter

TORINO -Training center- (f. urso)

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721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-32

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 13 – Joystick Steering

TORINO -Training center- (f. urso)

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721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-34

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

Harnesses and connectors - Electrical schematic frame 14 – Standard HVAC

TORINO -Training center- (f. urso)

4A-35

721F - 821F - 921F Tier4B 4A – ELECTRICAL SYSTEM - SCHEMATICS

TORINO -Training center- (f. urso)

4A-36

721F- 821F- 921F Tier4B 5 – STEERING

CONTENT Page DATA- Steering Circuit- General Layout

2

7-8-921F Standard Steering Circuit

6

7-8-921F Steering hydraulic circuit with Auxiliary pump

8

7-8-921F Emergency steering- KEY OFF-Eng Running…

11

7-8-921F Steering Hyd. With Aux Pump & JSS System

14

7-8-921F Pressure Setting Test for Steering System

15

7-8-921F JOYSTICK STEERING SYSTEM (JSS)

18

7-8-921F JSS Calibration Procedure

24

TORINO -Training center- (f. urso)

5-1

721F- 821F- 921F Tier4B 5 – STEERING DATA

DATA 721F 24 Steering control valve displacement 740 cm3 23 Steering cylinders 76.2 x 44.5 x 484.9

821F

921F

740 cm3 740 cm3 82.6 x 44.5 x 484.9

31 Auxiliairy pump 11 cm3 11 cm3 Flow divider for auxiliary steering with 240 bar relief valve

11 cm3

32

Steering pressure switch

2.4 bar

2.4 bar

2.4 bar

34 33

1st pump 2nd pump

63 cm3 45 cm3

63 cm3 63 cm3

85 cm3 63 cm3

35

Steering priority valve with 244-246 bar relief valve (in TP5)

TP3

Steering and loader LS pressure test point for P1 (28-30 bar)

TP5

Steering and loader pump pressure test point with P1 (244-246 bar)

STEERING VALVE F Series Wheel Loaders have the two stages « Wide Angle Flow Amplified Steering». In stage one, when the operator turns the steering wheel slowly, oil is metered through the steering control valve. When turning the steering wheel slow, it requires 6 turns to go from lock to lock for a 821F (resp 4.9 for 721F) . In stage two, when the operator turns the steering wheel quickly, some oil is metered through the steering control valve, but the majority bypasses the metering section and goes directly to the steering cylinders, this increases the cylinder speed. When turning the steering wheel quickly, it requires approximately 4.3 turns to go from lock to lock for a 821F (resp 4.1 for 721F).

Layout-Steering Priority Valve

821F

921F

721F TORINO -Training center- (f. urso)

5-2

721F- 821F- 921F Tier4B 5 – STEERING

SIMPLIFIED HYDRAULIC DIAGRAM

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5-3

721F- 821F- 921F Tier4B 5 – STEERING

Steering Valve Layout+pressure port

721F 821F TP3 (LS2 pressure port)

P1

Steering relief valve (B)

P2

TP2 (LS1 pressure port) TP1 (G2 pressure port) Steering priority valve (A)

TP5 (G1 pressure port) Shuttle valve (C)

TORINO -Training center- (f. urso)

5-4

721F- 821F- 921F Tier4B 5 – STEERING

Steering Valve Layout+pressure port

Shuttle valve (C)

Direction valve (D)

LS pressure port TP1 TP5 Steering priority valve (A)

921F

Steering relief valve (B)

Check valve (E)

TP1

TP5

LS pressure port

Steering relief valve (B) TORINO -Training center- (f. urso)

5-5

721F- 821F- 921F Tier4B 5 – STEERING 35

Standard Steering Hydraulic Circuit

E

721F-821F

B

A

TP1

C

D TP5

B D C

P1

E

P2

STEERING PRIORITY VALVE (35) This bloc fitted on the loader pump includes the steering priority valve (A), the relief valve (B) to limit over pressure in the LS line consequently in (CF) port, the LS shuttle valve (C) to select the highier LS signal from the loader (LS AUX) or the steering (LS ST), a valve (D) set at 40b to limit the differential pressure between the pump outlets (P1), (P2) and the LS signals, and a check valve (E) to isolate (P1) pump (34) from (P2) pump (33).

TORINO -Training center- (f. urso)

5-6

721F- 821F- 921F Tier4B 5 – STEERING

Steering Priority Valve (35) B A

C

E D Priority valve (A): The cartridge (A) provides priority flow in the steering unit, while allowing excess flow to be used for loader functions. With port P providing inlet flow, port (CF) will deliver the required priority flow regardless of load sense pressure (LS ST). Excess flow exits at (EF).

Relief valve (B): The relielf valve (B) blocks flow from (LS ST) to tank port (DR) until sufficient pressure (216bar) is present at (LS ST) to force the spring-opposed poppet from its seat. When the steering cylinders reach the end of their travel the pressure increases on the steering valve (24) and in the LS line.

As the oil flows to the reservoir, the LS pressure cannot continue to rise. The pressure on the nonspring side of the spool (A) can then overcomes the force of the spring + the LS pressure. The spool (A) shifts shutting off the oil flow to the steering system (CF) and the pump flow is sent to the loader valve port (EF) if it is used.

Shuttle valve (C): The shuttle valve (C) allows flow from the higher pressure of (LS ST) port and (LS AUX) port to (LS1) and (LS2) pump ports.

Directional valve (D): The directional valve (D) is a spring-biased blocking valve which will shift to allow full flow from (P) to (DR) only when pressure at (P) exceeds the cumulative pressure of (LS1) plus the bias spring pressure value. This to limit the maximum value of the differential pressure (40b) between pump outlet and LS pressure.

A E

B

921F

721F-821F TORINO -Training center- (f. urso)

5-7

721F- 821F- 921F Tier4B 5 – STEERING

J F

32

Steering Hydraulic Circuit with Auxiliary Pump

30

H

H

K F

G J K

P1

P2

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5-8

721F- 821F- 921F Tier4B 5 – STEERING SECONDARY STEERING COMBINATION VALVE (30)

Secondary (Emergency) Steering Valve (30) Hydraulic Description When the secondary steering pump (31) is electricaly activated oil flows from the pump (31) to the piloted directional cartrige (F); with the spool in it’s closed position oil flows through a one way check (G) and on to the supply port of the steering control valve. There is a check valve (K) located in the block to prevent the secondary steering pump oil from flowing to the 0.31 diameter drainage orifice.

Steering not in use with pump (31) energized With the steering control valve (24) in the neutral position, no pressure comes from the load sense line and the spool (F) is operated. The flow of pump (31) enters the block in (P) port and flows past the spool (F), letting secondary steering pump oil flow to tank port (T).

Steering in use with pump (31) energized When the steering wheel is turned, the load sense pressure (SLS) built up and the spool (F) comes back to closed position. The oil of the pump (31) flows through the check valve (G) and supplies the steering unit (24) by port (ST).

Relief pressure : The relief valve (H) limit the over pressure of the SLS line to get maximum pressure (240 b) at pump (31).

Electro-Solenoid valve: When the pump is energized the solenoid (J) is energized too, to depressurize the normal LS line of the steering and loader pump (34 & 33), this to avoid pump flow. Solenoid valve ON the load sense line of the steering orbitrol is totally disconnected from the normal LS line .

H F

J

G

K

TORINO -Training center- (f. urso)

5-9

721F- 821F- 921F Tier4B 5 – STEERING

Electrical description ELECTRICAL DESCRIPTION Power is provided to the secondary steering module from the accessory relay fuse ECA-17 to terminal (7) of the module, from the fuse ECA -4/ALT D+ to terminal (1) of the module and from the fuse ECC-F7 to terminal (3). When the operator starts the engine, hydraulic pressure builds up in the secondary steering switch above 2.4 bar (35 PSI) and supplies a ground to terminal (9) of the module. Terminal (4) of the module is connected to the rear chassis ground stud. Terminal (11) and (12) of the module is connected to the rear engine block ground stud.

If the machine loses steering pressure below 2.4 bar the pressure switch moves to the normally closed position, and supplies terminal (8) of the secondary steering module a ground. Also tee’s off (spl-SEC STR) and supplies a ground to the instrument cluster, to light the indicator on the AIC that tells the operator that the secondary steering has been activated. At this time the secondary steering module will send power out terminal (2), to energize the secondary steering motor, and the solenoid valve.

NOTE: The motor will run until the key is turned off.

Operation Test While steering the machine at low idle, if the operator turns OFF the key switch and quickly turns it back to the ON position, the secondary steering motor will turn on and the steering wheel can be turned back and forth to steer the machine. The key switch must be turned to the on position before the pressure switch activates.

NOTE: To exit the test mode turn the key switch to the off position.

12 13 29 30 31 32

Electrical motor Electronic seconday steering module Accumulator for pressure switch (32) protection.

Secondary steering valve Secondary steering pomp Secondary steering pressure switch 2.4 bar

13

13

32 H

31 29

30

30

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721F- 821F- 921F Tier4B 5 – STEERING

EMERGENCY STEERING

Engine Stopped Ignition Key OFF

+ Battery

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721F- 821F- 921F Tier4B 5 – STEERING

EMERGENCY STEERING

Engine Running Normal STEERING PRESSURE above 2.4 bar

+ Battery

+

To fuse ECA-4/ALT D+

+ +

To fuse ECA-17

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721F- 821F- 921F Tier4B 5 – STEERING

EMERGENCY STEERING

EMERGENCY PUMP STEERING PRESSURE below 2.4 bar

+ Battery

+

+

To fuse ECA-4/ALT D+

+ To fuse ECA-17

+

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5-13

721F- 821F- 921F Tier4B 5 – STEERING

STEERING hydraulic circuit with auxiliary pump and JOYSTICK STEERING

26 Steering Back Pressure Sensor 27 Optional Joystick Steering Load Sense Resolver 28 Optional Joystick Steering Valve

TORINO -Training center- (f. urso)

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721F- 821F- 921F Tier4B 5 – STEERING

PRESSURE SETTING TEST (921F)

PRESSURE SETTING TEST NOTE: The1st pump differential pressure must be properly adjusted before doing this test. Refer to Section 8 testing and adjusting the differential pressure of the 1st pump.

1 Connect a 350 bar pressure gauge to the test port (TP5).

2 Make sure that the temperature of the hydraulic oil is at least 54 °C. 3 Start the engine and operate the machine at full throttle.

4 With the articulation lock still in place, turn and hold the steering wheel for a hard right turn.

5 Continue holding the steering wheel, and read the pressure gauge.

6 The pressure gauge must indicate 244 to 246 bar (3539 to 3568 psi). If the pressure is not correct, adjust the steering relief valve (B).

PRESSURE SETTING ADJUSTMENT 1Turn the adjusting screw (B) clockwise to increase the pressure setting. Turn the adjusting screw (B) counter clockwise to decrease the pressure setting.

2 Repeat pressure test procedure.

3 If necessary, adjust the limit valve (B) again until within the specified range.

4 Stop the engine before removing the pressure gauge.

NOTE : MACHINE EQUIPPED WITH JSS 1 With the engine at idle speed, with all the controls in neutral, JSS NOT active, the difference between the pressure P and LS must be equal to that specified (28-30 bar) 2 With the engine at idle speed, with all the controls in neutral, JSS ON and joystick in neutral, the difference between the pressure P and LS must be equal to that specified (28-30 bar) 3 With the engine at idle speed, with all the controls in neutral, JSS ON and joystick NOT in neutral, the difference between the pressure P and LS must be equal to that specified (28-30 bar)

921F

TP5

TP5

Steering relief valve (B) B

TORINO -Training center- (f. urso)

5-15

721F- 821F- 921F Tier4B 5 – STEERING

PRESSURE SETTING TEST (721F-821F)

Steering relief valve (B) B

B

721F 821F

TP5

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5-16

721F- 821F- 921F Tier4B 5 – STEERING

STEERING CYLINDER STEERING CYLINDER 1 Gland 2 5 Buffer and oil seal 6 9 Ring carrier 10

Seal Ring carrier Oil seal

3 7 11

Backup seal Piston Piston bolt

4 8 12

Wiper Wear seal Cushion hole

Specifications

Piston diam. 76.2 mm (721F) - 82.6 (821F&921F) Rod diam.

44 mm 44,5mm Stroke 481.9 mm 481,9mm Tighetening torques: Piston bolt (11)895 to 1110 Nm (to be confirmed) Gland 339 to 475 Nm (to be confirmed) The cylinders are hydraulically cushioned when the machine is fully 40° steered to reduce jarring.

The piston gets an orifice to reduce the flow of oil comming out the outlet port.

The 821F and 921F steering cylinders get a relief valve (46) onto the piston side, set up at 345 bar.

1

7

8 3

12

9

11

10

2

46

1 4 7 5

6

46

TORINO -Training center- (f. urso)

5-17

721F- 821F- 921F Tier4B 5 – STEERING OYSTICK STEERING SYSTEM (JSS)

JOYSTICK STEERING SYSTEM (JSS) 3

The JSS is mounted in parallel with the standard steering system, that always has priority, increasing the comfort and the functionality of the unit.

The main components of the JSS are:

3

- Proportional valve PVG32 2 with pilot solenoid valve incorporated; (shown next page) - Compensation valve PVFC 5 for the pressures from the proportional valve PVG32 and from the power steering valve; (shown next page) - Pressure switch LS 25 connected to the line from the power steering to detect use of the standard steering: normally closed (N/C) switch, it opens at 60 bar; (shown next page)

1

26 - Pilot pressure switch connected to the proportional valve PVG32 to detect whether the pilot solenoid valve is working/defective: normally closed (N/C) 4 switch, it opens at 8 bar;

2

- Joystick (1) controlling the proportional valve incorporated in the left armrest (2); (not shown) - Position switch incorporated in the left armrest with double contact: (not shown) 1. up = NC (normally closed); 2. down = NO (normally open); - three-position switch (3) to control the JSS: 1. OFF – stop with mechanical lock; 2. ON – stop; 3. activation – transient position (tripping);

5

- Relay K2 for JSS power supply; - Set of diodes to combine the JSS control button and the AUX F-N-R enabling button in safety;

6

- Can Module (7) that incorporates the JSS activation procedure and the software for monitoring the system; - modulation controller (6) of the electric signal between the joystick and proportional valve; - Left-hand F-N-R switch (4) on the armrest (2); - Kick-Down left-hand button (5) on the armrest (2).

7

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5-18

B

A

34

TORINO -Training center- (f. urso)

34

27

6

17

5 23 22

31

View from “C”

3 4

6

22 24

25

26 27 33

7

2

30

Issued 3-09

2.

5.

25.

26.

34.

19 21

15

C

Detail “A”

8

12

13

10

20 19

1

2

10

Printed at U.S.A.

Steering valve PVG32 Steering valve PVFC 60 bar pressure switch 8 bar pressure switch Auxiliary steering valve

16

HYDRAULIC COMPONENTS OF JOYSTICK STEERING SYSTEM WITH AUXILIARY STEERING

HYDRAULIC COMPONENTSOF THE JOYSTICK STEERING SYSTEM WITH AUXILIARY STEERING SYSTEM - Table 1

2

18

2

2

Bur 5-15950

G

2

See table 2

F

See table 2

E

View from “B”

8

721F- 821F- 921F Tier4B

5 – STEERING

JOYSTICK STEERING SYSTEM (JSS)

5-19

721F- 821F- 921F Tier4B 5 – STEERING

JOYSTICK STEERING SYSTEM (JSS)

CTIVATION LOGIC OF THE SOFTWARE AND JOYSTICK STEERING To enable the joystick steering system it is necessary first of all to put the unit in a safe condition and then activate the JSS with the control button.

On sending the JSS activation signal the software runs a preliminary test to verify whether the unit is in a condition of safety. Secondarily it checks the efficiency of the system.

Preliminary check The condition of the unit being made safe is given by: - left armrest completely lowered; - gear lever in neutral; - equipment locking switch disenabled; - pilot pressure switch on; - joystick steering switch in neutral; - unit stationary.

System efficiency check - with the JSS off, the pilot pressure must be less than or equal to 8 bar; - the software monitors the armrest position switch.

When the JSS is turned on and during the whole time it stays on, the commutation of the N/O-N/C switch is checked. Any trouble is detected with an error message and the system is switched off; After all the prerequisites have been satisfied, the JSS will be powered by closing PIN 1:21 of the output AIC LSD1 that switches over the relay K2 enabling the electric supply of the JSS with consequent activation of the system under safety conditions.

Once the supply is made, the system verifies that the alarm signal of the valve of the JSS is = 0 and that on the joystick supply PIN the signal is = 1.

After activation the system stays in operation for the whole time in which: - the left armrest stays lowered; - the main gear lever stays in neutral; - the steering wheel stays inactive; - the control switch stays ON; - no system errors occur; Joystick steering is turned off as soon as: - the left armrest is raised; - the gearbox / main lever control is moved from neutral to forward or reverse drive; - the steering wheel is operated; - the proportional valve suffers trouble; - system errors occur; - the JSS switch is disconnected; - ignition turned off.

A slight audible warning and a message on the display warn that the JSS has been disconnected.

To switch the JSS back on after disconnection, follow the system activation procedure.

The errors related to the JSS are only displayed with the JSS switch in the ON position and they can be reset by moving the JSS switch onto OFF.

3rd F-N-R SWITCH ON THE ARMREST (left-hand side) For the joystick steering system it is necessary to integrate a third F-N-R switch in the current operating logic of the gearbox. For this purpose the software of the control unit of the transmission (TCU) is able to turn the F-N-R switch on the armrest ON/OFF when the JSS is activated.

It is therefore necessary for the TCU control unit to generate a new CAN message stating JSS F-N-R enabled/disenabled.

The software in the transmission control unit (TCU) has to be compatible with systems with and without the joystick steering system. This means that all the current TCU functions will remain unchanged.

Position of the F-N-R switches in the cab 1. Main F-N-R (current) located on the gear lever of the steering column; 2. AUX F-N-R (current) incorporated on the equipment control joystick (or console on right-hand side); 3. AUX JSS F-N-R (new) incorporated on the armrest on the left-hand side.

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721F- 821F- 921F Tier4B 5 – STEERING

JOYSTICK STEERING SYSTEM (JSS)

PROCEDURES FOR TURNING ON / OFF Among the three F-N-R activation devices, the one on the gear lever of the steering column has priority over the other two auxiliary ones, which must be enabled, each one with a specific enabling signal and according to a specific activation procedure. If enabled, the JSS F-N-R auxiliary switch located on the left-hand side armrest has priority over the F-N-R auxiliary switch on the right.

Main F-N-R lever activation procedure - The main F-N-R lever on the steering column is always active; - the main F-N-R switch has priority over all the other auxiliary F-N-R switches; - one of the auxiliary F-N-R switches can be enabled only if the main switch is in neutral.

Activation procedure for auxiliary JSS F-N-R (left-hand side) The auxiliary JSS F-N-R switch is incorporated in the armrest on the left-hand side that is an integral part of the JSS: - the auxiliary JSS F-N-R switch will be enabled with the activation of the JSS; - when the JSS is activated, a message is sent via CAN to the gearbox control unit; - this will cause activation of the auxiliary JSS switch as well as starting the JSS F-N-R enabling procedure; - in order to enable the auxiliary JSS switch, it is necessary to check the position of the switch; - if the auxiliary JSS F-N-R switch is in neutral, enabling will take place directly; - if the auxiliary JSS F-N-R switch is not in neutral, enabling will not take place directly, but the software will check the status of the JSS F-N-R switch. Indeed, only at the moment when the JSS F-N-R switch is in the neutral position will its enabling be confirmed (without pressing the JSS activation switch again); - during activation of the JSS a message is sent via CAN stating “JSS ON”; - the auxiliary JSS F-N-R switch is disabled when the JSS is disabled; - when turning off the JSS a message is sent via CAN stating “JSS OFF”.

Turning JSS ON - Press the JSS system ON button: a. armrest on left-hand side lowered; b. equipment locking switch disenabled; c. low JSS piloting pressure; d. JSS joystick in neutral; e. no error in the JSS; f. main F-N-R gear control lever in neutral; g. vehicle stationary (speed less than or equal to 1.5 km/h).

Turning JSS OFF 1. Using the steering wheel; 2. gear lever on the steering column / main F-N-R switch not in neutral; 3. armrest on left-hand side raised; 4. JSS enabling button OFF; 5. errors in the JSS system; 6. engine OFF. Turning on auxiliary F-N-R The auxiliary F-N-R switch is on the console on the right-hand side. If the unit is provided with an equipment control joystick, the auxiliary F-N-R switch is incorporated on the joystick: - if the JSS is ON, JSS F-N-R is enabled and auxiliary F-N-R cannot be enabled; - if the JSS is OFF, the activation procedure remains unchanged.

Turning off auxiliary F-N-R - gear lever on the steering column / main F-N-R switch not in neutral; - parking brake engaged; - engine OFF.

KICK-DOWN BUTTON TO SELECT A LOWER GEAR (left-hand side) Besides the current button to select a lower gear on the equipment control joystick (or on the console on the right-hand side according to the option), a second button will be available to select a lower gear incorporated in the left armrest with the joystick steering system. This button will be activated together with the JSS and it will disenable the button on the right-hand side to select a lower gear.

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721F- 821F- 921F Tier4B 5 – STEERING

JOYSTICK STEERING SYSTEM (JSS)

Error Codes The errors related to the JSS will only be displayed if the activation switch of this system is in the ON position.

All the errors will be reset by turning the activation switch of the JSS into the OFF position except for the following errors: - error 1821 r (Red) Power Supply Failure JSS active - error 1830 y (Yellow) Activation Switch failure.

These errors will always be shown on the display once they are present. To delete this type of error it is necessary to turn off the engine.

Error codes table

Error Item 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

Error 1812 1816 1820 1821 1823 1824 1830 1831 1832 1833 1835 1841 1842 1843 1844 1845 1846 1850

Color y y y r y y y y y y y y y y y y y y y y

Message JSS Failure Armrest Switch JSS Activation Button Failure JSS Power Supply Failure JSS Power Supply Failure JSS Active JSS Relais Grd Failure JSS Activation Switch Short to Battery JSS Activation Switch failure JSS Error JSC JSS Signal Input Error JSC JSS Signal Output Error JSC JSS Valve Failure Power Supply JSS Valve Alarm JSS Valve Alarm Open Circuit JSS Pilot Pressure is High JSS Pilot Pressure Switch Short to Ground JSS Pilot Pressure is Low JSS Failure on LS Pressure Switch JSS Joystick Failure Neutral Switch / Power Supply JSS Error in Ground Connection JSS CAN communication failed y JSS CAN communication

19 20 21 failed 22 23

1852 9134 9135 Message Message

JSS Deactivated JSS Release Activation Button

24

Message

JSS Deactivated (Soft Beep)

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721F- 821F- 921F Tier4B 5 – STEERING

JOYSTICK STEERING SYSTEM (JSS)

OPERATING PRINCIPLE The Item (*) are shown in the diagrams page 5A-1 and 5A-2 These diagram show a 921E pump but they are valid for any E serie wheel loader.

The main components of the JOYSTICK STEERING SYSTEM are: - Hydraulic valves ● proportional steering valve PVG32 (1) for activating the steering cylinders with an incorporated pilot solenoid valve (2); ● valve PVFC (3) that controls the LS signals from the proportional valve PVG32 (1) and from the power steering valve (4) and transmits them to the pump (5) to allow correct operation; - two-way PVRES control joystick that sends the signal to the pilot solenoid valve (2) located inside the proportional valve PVG32 (1); - modulation controller (7) of the electric signal between the joystick (10) and proportional valve (1);

The actuator inside the electric module (6) of the proportional valve of the steering gear (1) starts the directional shuttle, which allows the oil to flow to the line of the steering cylinder.

Through the pilot pressure switch of the valve PVG32 (1), the software verifies that the oil pressure is correct for the operation of the joystick (10).

When using the JSS, if a manoeuvre is made with the steering wheel, the pressure switch LS (11), located on the LS line of the power steering valve (4) receives enough pressure to switch over and therefore to turn off the JSS. IT IS IMPORTANT to remember that, for reasons of safety, the joystick (10) must be turned off for driving on roads.

Use of the joystick can be disenabled at any time by the operator with the steering wheel, which has priority over the joystick.

- F-N-R switch (12) on the armrest on the left-hand side; - Kick-Down button (13) on the left-hand armrest; - F-N-R switch (14) on console on right-hand side; - Kick-Down button (15) on equipment control Joystick on right-hand side.

The JSS is controlled by a switch (8) located on the control panel, which checks, via software loaded on a component (9) installed inside the armrest, that all the necessary safety conditions for correct operation of the system are in place.

These conditions must be: a. left armrest completely lowered; b. gear lever in neutral; c. equipment locking switch disenabled; d. pilot pressure sensor closed; e. JSS switch (8) in neutral; f. unit stationary.

If not even one of these conditions occurs, the software will not allow activation of the system. The software will allow the operation of the joystick that activates the pilot solenoid valve (2) located inside the proportional valve PVG32 (1), via an electric signal, only after it has received all the information and has confirmed that the general situation is correct.

In addition, it is absolutely prohibited to use the JSS during the operations of loading and unloading the unit on and off a truck for transport.

For signalling any JSS malfunction, the control panel is provided with warning lights accompanied by audible warnings of two different lengths, depending on the trouble that has occurred.

TORINO -Training center- (f. urso)

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721F- 821F- 921F Tier4B 5 – STEERING

STEERING Speed Calibration Procedure

STEP 4

TEP 1 Before running the unit calibration procedure, the operator must carry out the following operations: - Start the engine; - Set the unit in a straight position; - Activate the Joystick Steering System; - Slightly lift the bucket off the ground; 2 - Release the parking brake.

STEP 2 Press the confirm/send button (2) within two seconds to confirm access to the calibration procedure. If you do not press any buttons after two seconds the screen wi l l show “Calibration” , “Timeout” , “Cancelled”. In this case to be able to re-access the calibration procedure repeat Step 2

1

STEP 5

At the same time press the Joystick Steering activation switch (1) and the confirm/send button (2).

STEP 3

If it is kept pressed longer than expected, the main menu screen appears.

STEP 6

Keep pressed until the screen shows “ JSS Calibration?”.

If you want to run calibration, press (within two seconds) the confirm/send button (2).

The display will show a screen with the wording “Steer. Straight?” that asks the operator whether the unit is positioned straight.

Press the confirm / send button (2) to confirm the operation.

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721F- 821F- 921F Tier4B 5 – STEERING STEERING Speed Calibration Procedure TEP 7

The display will show a screen with the wording “Joyst Full Left” “Release when WL starts moving”. At this moment the operator must move the Joystick lever completely to the left. As soon as he perceives a small movement of the unit he must release the lever.

STEP 8

After this operation the display will show a screen with the wording “O. K.” The display will automatically show the screen with the wording “Joyst Full Left” “Release when WL starts moving”, the operator must then repeat Step 7 twice.

STEP 10

After this operation the display will show a screen with the wording “O. K.”. The display w i l l automatically show the screen with the wording “Joyst Full Right” “Release when WL starts moving”, the operator must then repeat Step 9 twice.

STEP 11

The display will show a screen with the wording “Calibration Successful” indicating the success of the calibration procedure.

STEP 9

Afterwards the display will automatically show the screen with the wording “Joyst Full Right” “Release when WL starts moving”.

At this moment the operator must move the Joystick lever completely to the right. As soon as he perceives a small movement of the unit he must release the lever.

TORINO -Training center- (f. urso)

5-25

721F- 821F- 921F Tier4B 5 – STEERING

MACHINE WITH HYDRAULIC LEVERS IN LINE Legende for the next page A3 format « System architecture joystick steering» 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Proportional steering valve PVG32 Pilot pressure solenoid valve Valve PVFC Orbitrol Pump Proportional steering valve PVG32 assembly Joystick steering controller Joystick steering activation switch (with armrest position switch) Can module Joystick PVRES LS Pressure switch Left hand armrest F-N-R switch Downshift button Auxiliary F-N-R switch on the right hand console Down shift button on the right hand console

TORINO -Training center- (f. urso)

5-26

721F - 821F - 921F Tier4B 5A – STEERING – JOYSTICK STEERING (JSS)

CONTENT Page LAYOUT ELECTRO-HYDRAULIC JSS-LEVERS ON LINE CONFIG.

5A-2

OPERATING PRINCIPLE

5A-3

LAYOUT ELECTRO-HYDRAULIC JOYSTICK STEERING–JOYSTICK CONF. 5A-4 JOYSTICK STEERING – ELECTRICAL CIRCUIT

5A-5

ADDITIONAL F – N –R HARNESS FOR JOYSTICK STEERING

5A-6

TORINO Training center

5A-1

721F - 821F - 921F Tier4B LAYOUT ELECTRO-HYDRAULIC JSS SYSTEM-LEVERS in LINE CONFIG. 5A – STEERING – JOYSTICK STEERING (JSS)

8

10

7 13 9 12

4

11 15

6 3

1

14 2

5 TORINO Training center

5A-2

721F - 821F - 921F Tier4B 5A – STEERING – JOYSTICK STEERING (JSS) Operating Principle

OPERATING PRINCIPLE-JSS-SYSTEM

The main components of the JOYSTICK STEERING SYSTEM are: - hydraulic valves ● proportional steering valve PVG32 (1) for activating the steering cylinders with an incorporated pilot solenoid valve (2); ● valve PVFC (3) that controls the LS signals from the proportional valve PVG32 (1) and from the power steering valve (4) and transmits them to the pump (5) to allow correct operation; - two-way PVRES control joystick that sends the signal to the pilot solenoid valve (2) located inside the proportional valve PVG32 (1); - modulation controller (7) of the electric signal between the joystick (10) and proportional valve (1); - F-N-R switch (12) on the armrest on the left-hand side; - Kick-Down button (13) on the left-hand armrest; - F-N-R switch (14) on console on right-hand side; - Kick-Down button (15) on equipment control Joystick on right-hand side.

The JSS is controlled by a switch (8) located on the control panel, which checks, via software loaded on a component (9) installed inside the armrest, that all the necessary safety conditions for correct operation of the system are in place.

These conditions must be: a. left armrest completely lowered; b. gear lever in neutral; c. equipment locking switch disenabled; d. pilot pressure sensor closed; e. JSS switch (8) in neutral; f. unit stationary.

If not even one of these conditions occurs, the software will not allow activation of the system. The software will allow the operation of the joystick that activates the pilot solenoid valve (2) located inside the proportional valve PVG32 (1), via an electric signal, only after it has received all the information and has confirmed that the general situation is correct.

The actuator inside the electric module (6) of the proportional valve of the steering gear (1) starts the directional shuttle, which allows the oil to flow to the line of the steering cylinder.

Through the pilot pressure switch of the valve PVG32 (1), the software verifies that the oil pressure is correct for the operation of the joystick (10).

When using the JSS, if a manoeuvre is made with the steering wheel, the pressure switch LS (11), located on the LS line of the power steering valve (4) receives enough pressure to switch over and therefore to turn off the JSS. IT IS IMPORTANT to remember that, for reasons of safety, the joystick (10) must be turned off for driving on roads.

Use of the joystick can be disenabled at any time by the operator with the steering wheel, which has priority over the joystick In addition, it is absolutely prohibited to use the JSS during the operations of loading and unloading the unit on and off a truck for transport.

For signalling any JSS malfunction, the control panel is provided with warning lights accompanied by audible warnings of two different lengths, depending on the trouble that has occurred.

MACHINE WITH JOSTICK HYDRAULIC CONTROL Legende for the next page « System architecture joystick steering» 1 2 3 4 5 6 7 8 switch) 9 10 11 12 13 14

Can module Joystick PVRES LS Pressure switch Left hand armrest F-N-R switch Downshift button Auxiliary F-N-R switch on the hydraulic joystick

15

Down shift button on the hydraulic joystick

TORINO Training center

Proportional steering valve PVG32 Pilot pressure solenoid valve Valve PVFC Orbitrol Pump Proportional steering valve PVG32 assembly Joystick steering controller Joystick steering activation switch (with armrest position

5A-3

721F - 821F - 921F Tier4B

LAYOUT ELECTRO-HYDRAULIC JSS SYSTEM-joystick configuration

5A – STEERING – JOYSTICK STEERING (JSS)

8

10

7 13 9 12

4

11 15 6 3

1

2 14

5 TORINO Training center

5A-4

721F - 821F - 921F Tier4B 5A – STEERING – JOYSTICK STEERING (JSS)

JOYSTICK STEERING-ELECTRICAL CIRCUIT-

TORINO Training center

5A-5

721F - 821F - 921F Tier4B 5A – STEERING – JOYSTICK STEERING (JSS)

ADDITIONAL F-N-R HARNESS FOR JOYSTICK STEERING ELECTRICAL CIRCUIT

TORINO Training center

5A-6

721F - 821F- 921F Tier4B 6 – TRANSMISSION

CONTENT Page TRANSMISSION LAYOUT

2

POWER TRAIN

3

TRANSMISSION LAYOUT

7

DRIVE PATH

9

HYDRAULIC CIRCUIT & COMPONENTS

13

ELECTRONIC CONTROL

17

ELECTRICAL COMPONENTS

19

SHIFTING AND CALIBRATION PROCESS

21

ELECTRICAL CIRCUIT FOR 4 & 5 GEARS

22

TORQUE CONVERTER- DIFFERENTIAL LOCKUP

27

TORQUE CONVERTER LOCKUP

28

TORINO -Training center- (f. urso)

6-1

721F - 821F- 921F Tier4B 6 – TRANSMISSION

TRANSMISSION LAYOUT 3

5 2

6

3 2

6

4 3 1

5

2

5

6

Item

Description

1

Engine

2

Transmission 4

3

Torque Converter

4

Transmission Cooler

5

Rear Axle

6

Front Axle

721F

ZF4WG190

4 4

4

821F-921F 821F TORINO -Training center- (f. urso)

ZF4WG210 6-2

721F - 821F- 921F Tier4B 6 – TRANSMISSION

POWER TRAIN- ZF ERGO POWER TRANSMISSION POWER TRAIN - Powershift Transmission: The 3 models (7-8-921F) can be equipped with a 4WG or 5WG ZF transmission. In the 5 SPEED POWERSHIFT configuration, with LOCKUP & POWER INCH system.

8-921F-5WG210 rear view

721F-4WG190 side view Transmission ZF 4 Speed

721F

921F

4 For/3 Rev proportional solenoid with TCM automatic/manual shift and modulation. Gears with helical cut. Adjustable decluch by pressure switch Make/Type Gear ratio

1st 2nd 3rd 4th

Torque converter Stall ratio (4 speed) 5 Speed w/lockup

821F

ZF/4WG190 Forw 3.745 2.184 1.072 0.636

Rev 3.551 2.071 1.017 ‐

2.81:1

ZF/4WG210 Forw 3.754 2.184 1.072 0.636

Rev 3.551 2.071 1.017 ‐

2.283:1

ZF/4WG210 Forw 4.152 2.184 1.072 0.636

Rev 3.937 2.071 1.017 ‐

2.283:1

5 For/3 Rev proportional solenoid with TCM automatic/manual shift and modulation. Gears with helical cut. Adjustable decluch by pressure switch Make/Type Gear ratio

1st 2nd 3rd 4th 5th

Torque converter Stall ratio (5 speed)

ZF/5WG190 Forw 3.921 2.255 1.466 0.942 0.613

Rev 3.718 2.138 0.894 ‐ ‐

2.42:1

ZF/5WG210 Forw 3.921 2.255 1.466 0.942 0.613

Rev 3.718 2.138 0.894 ‐ ‐

2.42:1

TORINO -Training center- (f. urso)

ZF/5WG210 Forw 3.921 2.255 1.466 0.942 0.613

Rev 3.718 2.138 0.894 ‐ ‐

2.350:1

6-3

POWER TRAIN- ZF AXLES

721F - 821F- 921F Tier4B POWER TRAIN – STANDARD Axles and Differential .

6 –3 models TRANSMISSION The 7-8-921F, are equipped with ZF AXLES. 721F-821F - LSD different. STANDARD AXLES, front and rear (72.5% of available axle torque to wheel with traction); 921F - OPEN differential STANDARD AXLES FRONT and REAR;

721F-Front LSD

Rear axle trunnion 7-8-921F rear axles incorporate a greased center pivot. (lubrication every 50 hr)

721F

821F

921F

axles

front

rear

front

rear

front

rear

model MT

L3085‐II

L3075‐II

L3095‐II

L3085‐II

L3105‐II

L3095‐II

Differential Ratio

3.364

3.182

4.11

4.11

4.11

4.11

Planetary Ratio

6.000

6.400

6.00

6.00

6.00

6.00

Final Axle Ratio

20.18

20.36

24.67

24.67

24.67

24.67

LSD‐Limited Slip Diff., Front &Rear(up to 72.5% of available axle torque to wheel with traction)

Open

Open

Locking Differential

Open

Differential (Standard) Differential (Optional) Planetary Brake Area Park. brake

Locking Differential

Open

Outboard 0.387m2

0.387m2

Locking Differential

Open

Outboard 0.465m2

0.387m2

Outboard 0.542m2

0.465m2

Spring applied Hydraulic released, disc on transmission output shaft TORINO -Training center- (f. urso)

6-4

POWER TRAIN- ZF AXLES POWER TRAIN – OPTIONAL HD Axles and Differential .

721F - 821F- 921F Tier4B

The 3 models 7-8-921F, are equipped with ZF AXLES. 721F-821F - HD OPTIONAL AXLES Equipped with/whithout hydraulic Locking Differential (100% of available axle 6 – TRANSMISSION torque to wheel in traction) FRONT and OPEN differential REAR; 921F – HD OPTIONAL AXLES Equipped with/without hydraulic Locking Differential (100% of available axle torque to wheel in traction) FRONT and OPEN differential REAR;

Rear axle trunnion 7-8-921F rear axles incorporate a greased center pivot. (lubrication every 50 hr) Broze brake discs 721F - Heavy duty axle option 821F - All axles 921F - All axle

721F

821F

921F

axles

front

rear

front

rear

front

rear

model MT

L3085‐II

L3085‐II

L3095‐II

L3095‐II

L3105‐II

L3095‐II

Differential Ratio

3.364

3.182

4.11

4.11

4.11

4.11

Planetary Ratio

6.000

6.400

6.00

6.00

6.00

6.00

Final Axle Ratio

20.18

20.36

24.67

24.67

24.67

24.67

LSD‐Limited Slip Diff., Front &Rear(up to 72.5% of available axle torque to wheel with traction)

Open

Open

Locking Differential

Open

Differential (Standard) Differential (Optional)

Locking Differential

Open

Locking Differential

Open

TORINO -Training center- (f. urso)

6-5

721F - 821F- 921F Tier4B 6 – TRANSMISSION

HYDRAULIC DIFFERENTIAL LOCK - OPTION It is integrated into the drive line management and provides high traction with both wheel axles locked together.

Acts as an open differential until actuated The automatic activation of the differential lock (panel switch selected by the operator) is based on transmission output speed, output torque level, and output speed & torque gradient.

The automatic activation combines the advantages of open differential and looking differential: - Lower frictional losses in the differential with no internal wind up.

- Decrease in fuel consumption.

- Decrease tire wear - Integrated into driveline management Manual activation possible at all times by depressing a floor mounted switch.

The actuation during power transfer is possible.

821F- Electro-solenoid+pressure port of Differentilal lock

Automatic Differential lock switch

Manual Differential lock switch

*Uses oil from the transmission for operation. (Pressure is set for 16-18 bar (232-261 psi )and is not variable) The hydraylic and electrical shematic of the circuit will be discussed later in this chapter,

TORINO -Training center- (f. urso)

6-6

721F - 821F- 921F Tier4B 6 – TRANSMISSION

TRANSMISSION LAYOUT

16

10

9

18

14 ECU

10

2

4

5 1

12

TCU

13 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

Transmission 4WG Engine, intermediate, turbine speed sensors Ground speed sensor Filter restriction switch 721F-ZF4WG190 Proportional solenoid valve and temp. sender AIC Transmission shifter Quick Down switch (not shown) Declutch pressure switch (4 gear transmission) Auto /manual mode switch ICCO : Intelligent Clutch Cut Out done by a potentiometer on the brake pedal on 5 gear transmission Electronic control module (EST37) Power supply (fuse ECA -1 and fuse ECC -10) 3 CAN BUS for information transfert FNR switch FNR enable switch 19 Declutch pressure switch (on 4 gear transmission) Front differential lock switch (option) Torque converter outlet temperature sensor (AIC menu info 3, first line) TORINO -Training center- (f. urso)

6-7

721F - 821F- 921F Tier4B 6 – TRANSMISSION

ZF- 5WG210 TRANSMISSION 16 11

8

17 821F-ZF5WG210

Torque converter lock-up switch (5-speed only)

Description 1 Reverse clutch shaft 3 Forward clutch shaft 5 3rd clutch shaft 7 Rear drive yoke 9 Transmission pump 11 Torque converter 13 4th clutch shaft 15 1st clutch shaft 17 Transmission filter

2 4 6 8 10 12 14 16

Implement hydraulic pump drive shaft 2nd clutch shaft Front drive yoke Output shaft Input shaft Engine speed sensor Converter inlet valve Transmission control valve

DRIVE PATHS - 4 SPEED TRANSMISSION

DRIVE PATHS - 5 SPEED TRANSMISSION

Gear engaged

Gear engaged

1st gear FW

Activated clutches

Activated clutches

K1 + KV

1st gear FW

K1 + KV

gear FW

K2 + KV

2nd

gear FW

K2 + KV

3rd gear FW

K3 + KV

3rd gear FW

K2 + K4

K3 + K4

4th

2nd 4th

gear FW

1st gear

gear FW

K3 + KV

5th gear FW

K3 + K4

RV

K1 + KR

1st

gear RV

K1 + KR

2nd gear RV

K2 + KR

2nd gear RV

K2 + KR

K3 + KR

3rd

K3 + KR

3rd

gear RV

gear RV

TORINO -Training center- (f. urso)

6-8

721F - 821F- 921F Tier4B

POWER FLOW 4WG-190-210 FORWARD/REVERSE SPEEDS- ZF TRANSMISSION

6 – TRANSMISSION

TORINO -Training center- (f. urso)

6-9

721F - 821F- 921F Tier4B 6 – TRANSMISSION

ZF- 4WG TRANSMISSION DRIVE PATH

FW 1st

TORINO -Training center- (f. urso)

6-10

721F - 821F- 921F Tier4B 6 – TRANSMISSION

ZF- 4WG TRANSMISSION DRIVE PATH

RV 1st

FW 2nd

TORINO -Training center- (f. urso)

6-11

721F - 821F- 921F Tier4B 6 – TRANSMISSION

ZF- 4WG TRANSMISSION DRIVE PATH

RV 2nd

FW 3rd

TORINO -Training center- (f. urso)

6-12

721F - 821F- 921F Tier4B 6 – TRANSMISSION

ZF-4WG TRANSMISSION DRIVE PATH

RV 3rd

FW 4th

TORINO -Training center- (f. urso)

6-13

721F - 821F- 921F Tier4B 6 – TRANSMISSION

HYDRAULIC CIRCUIT & COMPONENT OIL TYPE AND SERVICE The ZF/ 4WG190 -5WG190& ZF/ 4WG210-5WG210 transmissions receive AKCELA NEXPLORE- (10W – 30).

If the machine is new or the transmission has been replaced or rebuilt, change the oil and replace the filter after the first 100 hours of operation. After that change the oil and the filter every 1500 hours.

A clutch calibration procedure must be carried out at the first 250h and every 1500h.

TRANSMISSION HYDRAULIC PUMP (1) The transmission hydraulic pump is a gerotor type hydraulic pump. It is mounted to the stator housing and spins with the input shaft pump wheel drive assembly. It is rated at 80 l/min (2000 RPM). These ratings are the minimum acceptable flow ratings at low engine RPM’s. Flows below these ratings could cause the transmission to shift rough, have poor modulation, and possibly fail to operate. The pump is rated high enough to supply enough oil to operate the system even at lower idle engine speeds.

TRANSMISSION FILTER (2) The transmission hydraulic filter is located on the rear outside cover of the transmission. It filters the oil down to a rating of 10 micron. Oil and filter change interval is set at every 1500 hours of operation or yearly. If the machine is new the first oil and filter change should occur after the first 100 hours of engine operation.

The transmission incorporates a filter bypass (F) that opens at 70 PSI of differential oil pressure. It is located in the head of the filter base. The bypass will also function if the oil is cold.

TRANSMISSION CONTROL VALVE (14) The transmission control valve directs the flow of oil into the appropriate clutches at the appropriate time to drive the machine. The valve is located on the back cover of the transmission.

The transmission control valve consists of six solenoids and 12 spools used to control the flow of oil into the required clutches to drive the transmission. The six large spools are control spools, directing the flow of oil into each clutch pack. The six small spools are dampening spools, used to modulate the shifting of the main control spools to allow for smooth shifting between gears.

The control valve also has two more spools located inside of the assembly. The largest spool in the control valve is the Main Pressure Spool (system pressure valve). It sets the regulated pressure at 16 to 18 bar. Main regulated pressure is used to lock up the clutch packs inside the transmission. The second smaller spool, is the Pressure Reducing Valve. It reduces the main regulated pressure down to 9 bars . The pilot oil is used to shift the spools inside the transmission control valve. There is no adjustment for either the main or pilot control spools. If it is not within the specification limits the spools and springs must be replaced.

3 4 11 12 13 14 16 D G Y

Main pressure valve (16 + 2bars) Pressure reducing vale (9bars) PWM solenoid valve housing Harness connector Cover Trans.Control Valve assembly Intermediary plate Dumper spool Control spool Proportional Solenoid valve

1

14

2

Y

14 TORINO -Training center- (f. urso)

6-14

ERGOPOWER TRANSMISSION- HYDRAULIC CIRCUIT-1^Forw with Lock-Up

721F - 821F- 921F Tier4B

Lock-up solenoid

6 – TRANSMISSION

TORINO -Training center- (f. urso)

6-15

721F - 821F- 921F Tier4B 6 – TRANSMISSION

HYDRAULIC COMPONENTS CIRCUIT 1 3 5 7 9 16 52 55 57 60 65 Y1 Y3 Y5

Pump Main relief valve 16-18 bars (230-260 psi) Converter inlet relief valve 9 bars (130 psi) Converter outlet back psi valve 3.5 bars (50 psi) Transmission lubrication Plug for lubrication pressure test Converter outlet pressure Reverse clutch psi 16-18 bars (230-260 psi) 2nd gear clutch psi 16-18 bars (230-260 psi) 4th gear clutch psi 16-18 bars (230-260 psi) Main pressure 16-18 bars (230-260 psi) 4th gear proportional solenoid valve 1st gear proportional solenoid valve FW gear proportional solenoid valve

2 4 6 8 + 10 15 51 53 56 58 63 Y2 Y4 Y6

Filter (without internal bypass) Pressure reducing valve 9-11 bar (130 - 160 psi) torque converter Cooler and thermal by pass Plug for output converter temperature Converter inlet pressure Forward clutch psi 16-18 bars (230-260 psi) 1st gear clutch psi 16-18 bars (230-260 psi) 3rd gear clutch psi 16-18 bars (230-260 psi) Converter outlet temperature (maxi 120°C) G Clutch spool RV gear proportional solenoid valve 3rd gear proportional solenoid valve 2nd gear proportional solenoid valve

Torque Converter Torque Converter Excess oil dumping over the main pressure spool, is ported through the transmission and goes on to supply the torque converter with oil. There is a Converter Relief valve (5) before the torque converter, set at 9 bars (130 psi), to dump off any excess oil to the reservoir. It is located in the transmission housing back cover. Return oil from the converter goes through a Converter back pressure valve (7) set at 3.5 bars (50 psi). It is located in the housing that bolts the converter to the transmission. The purpose of this relief valve is to keep enough backpressure on the converter to prevent excess oil runoff. Both of these pressure readings are the maximum pressure readings that should ever be present before and after the torque converter. Under normal operating circumstances the torque converter pressure after the torque converter should be within 1.4 to 2 bars (20 to 29 psi) of the pressure reading before the torque converter.

Filter pressure switch and by-pass The transmission includes a spool working as a differential by-pass.

The spool operates a mechanical switch to inform the EST37.

F H J K L M P

By-pass spool Switch Filter inlet Filter outlet To main relief spool 16b From main relief outlet To torque converter

TORINO -Training center- (f. urso)

6-16

721F - 821F- 921F Tier4B 6 – TRANSMISSION

HYDRAULIC COMPONENTS CIRCUIT

Lock up Torque Converter The Lock-up clutch connects the torque converter impeller (engine input) with the turbine (trans input shaft) providing a direct connection between the engine & Transmission. The Lock-up is automatically activated / deactivated by the transmission controller. It is operator selectable on/off by way of a dash switch. The modulation pressure of the lockup clutch is done by a proportional solenoid. it remains locked up 2nd gear through 5th gear range. It provides faster acceleration and higher achievable vehicle speeds

721F Thermal by pass of the transmission cooler: A transmission cooler by pass valve is installed to maintain oil temperature within optimal range.

In cold weather operation it causes oil temperature to raise quickly and be maintained above the lower recommended oil temperature range. This allows a good lubrication of the clutches at the top of the transmission.(Forward and Reverse clutches).

SPECIFICATION AND TEST POINTS SPECIFICATIONS Recommended oil: Main Pressure Pilot pressure Lub pressure Converter inlet pressure (maximum acceptable reading) Converter outlet pressure(maximum acceptable reading) Difference between inlet and outlet in normal operating conditions Clutch lockup pressure Oil operating temperature Items test point Diam 65 Main pressure M10 53 KV FW M10 55 KR RV M10 56 K1 1st M10 57 K2 2nd M10 58 K3 3rd M10 60 K4 4th M10 51 Converter inlet M10 52 Converter outlet M14 69 Not installed 15 Cooler inlet 1- 5/16 16 Cooler outlet 1 5/16

ACKELA NEXPLORE (10W-30) 16 to 18 bars (no test point) 9 to 11 bars 0 to 1.8 bar 9 bars (be increased at 11bar) 3.5 bars (be increased at 4.3 bar) 1.2 to 1.8 bar 16 to 18 bars 80 to 100 °C

TORINO -Training center- (f. urso)

6-17

721F - 821F- 921F Tier4B 6 – TRANSMISSION

GENERAL ELECTRIC INFORMATION Out put Speed sensor

Transmission shifter signals

Transmission F/N/R enable switch

Transmission F/N/R switch

Kick down button

Engine speed sensor

Auto / Manual mode switch

Turbine speed sensor

Declutch switch

Intermediate speed sensor

TRANSMISSION ELECTRONIC CONTROL MODULE

Declutch brake switch

Filter restriction switch

EST37

Brake pedal potentiometer (5 speed)

Valve oil temperature

Torque converter temperature

Differential lock switch

Differential lock switch

Differential lock solenoid

Transmission PWM solenoid

CAN BUS

ZF Diagnostic connector

Ride control relay

Backup alarm relaiy

Torque converter lockup solenoid

The ZF transmissions incorporates a solid state Electronic Control Module (ECM). The ECM monitors system functions and controls the shifting of the transmission. The diagram on this page is a system flow chart illustrating inputs and outputs to and from the transmission ECM. The transmission ECM works together with the information center AIC. The ECM uses the information center as a communication mechanism to talk to the operator or service technician. The transmission ECM acts as the computer and the AIC acts as a readout device. By monitoring the transmission oil temperature and varying the current that is applied to the electrical shift solenoids the transmission ECM can time the rate at which the clutches engage and release. This provides for the smooth shifting while having constant control over the clutch engagement. As the transmission changes gears, there is reduced hesitation from one gear to the next. This is noticeable when going up a hill or charging a pile. When the transmission shifts gears the machine does not rock back because it does not have to wait for the clutches to be emptied and filled.

TORINO -Training center- (f. urso)

6-18

721F - 821F- 921F Tier4B 6 – TRANSMISSION

TRANSMISSION CONTROL MODULE The transmission ECM is located under the right hand access door of the cab.

The transmission ECM carries out a variety of tasks in the overall system. These tasks include: Determining which clutches should be engaged in the transmission Establishing the clutch modulation pressures with time during transmission transitions Protecting the engine and transmission turbine from overspeed conditions during downshifting.

Receiving signals from the shifter, the automatic/manual rocker switch, the downshift button, the parking brake control, the declutch control and the CAN interface. It uses these to determine control under normal operating conditions.

Receiving speed information from the engine speed sensor, the turbine speed sensor, the intermediate clutch speed sensor and the transmission output speed sensor. These sensors are checked to determine if normal sensor operation is present. The data is also used to control modulation during shifting and determine appropriate shift patterns.

Determines if there are any system failures and determines appropriate alternative actions.

Provides various diagnostic messages to the information center.

Provides other communication to the information center to inform the operator of engine speed, wheel speed, gear shifter selection and actual gear selection.

Provides a method to calibrate the transmission clutch control.

Sends electrical signal to energized the ride control relay.

Sends an electronic signal by CAN BUS for engine torque curve selection in AUTO mode.

Manages the «Intelligent Clutch Cut Out» on 5 speed transmission Limiting the vehicle tractive effort to the minimum required to hold the vehicle and not to the maximum tractive available Dynamically adjusting the clutch cut-off point depending on transmission output torque and brake pressure Controlling the vehicle tractive effort via the brake pedal, independent of engine speed The transmission ECM reads different RPM’s from four sensors. It reads RPM’s from an engine speed sensor; a turbine speed sensor, a transmission intermediate shaft speed sensor and an output shaft speed sensor. With this information, the transmission ECM can accurately shift the transmission and determine if any clutches are slipping. The shifting is based on the amount of load that is placed on the machine. If one of the sensors fails the transmission will operate in a degraded mode. The shifting will be based on predetermined time intervals that are programmed into the transmission ECM. The operator will complain of rough shifting characteristics. A fault code will also be logged by the ECM. The transmission ECM has the capability to find the optimal adjustment of the clutch filling parameters for each individual transmission. This gives each transmission ECM the ability to individually adjust the optimum fill time for the individual transmission in the machine. Clutch filling parameter calibration is done to each machine at the plant. This should also be done at 250 hrs. and every 1000 hrs. after. This procedure takes around 4 minutes to complete. To perform this procedure see the information center section of this training manual.

The transmission ECM also reviews voltage from the shifter and the transmission solenoids to determine if there are any short circuits or open circuits in the system.

If the transmission ECM detects a problem in the transmission system, it will generate a service code in the information center and enter one of three modes. These modes consist of; Clutch Modulation Substitute Mode, Limp-Home Mode and Transmission/ Transmission ECM Shutdown Mode.

Clutch Modulation Substitute Mode - In the clutch modulation substitute mode, the transmission clutch modulation is time dependent rather than load dependent. If the output speed sensor is working and the transmission is in gear, the shifts points in automatic mode will be speed dependent but the modulation will be a predetermined amount of time. If the output speed sensor is not working and the transmission is in gear, the shift points will still be load dependent but the modulation will be a predetermined amount time. If the transmission is shifted from neutral into a direction in the clutch modulation substitute mode in automatic, the transmission will shift into 4th gear and shift down until it gets the correct output speed from the turbine. The transmission will go into the clutch modulation substitute mode if any of the four speed sensors fail.

Limp-Home Mode - In the limp-home mode, the transmission will go into second gear forward or reverse no matter which speed is selected. If second gear is not obtainable, the transmission ECM selects a series of prioritized gears until an operable gear is found. The transmission will go into the limp-home mode if there is a fault on one clutch, a fault on one clutch valve or a fault on more than more than speed sensor.

Transmission / Transmission ECM Shutdown Mode - In the transmission / transmission ECM shutdown mode, the transmission ECM has detected a severe failure that disables control of the transmission or system. The transmission ECM will shut off all solenoid valves and the power supply. The transmission shifts to neutral and stays in neutral. The transmission will go into the shutdown mode if there is a fault on more that one clutch, a fault on solenoid power supply, or invalid voltage.

System voltage to the transmission solenoids is cut off by the transmission ECM in this mode.

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721F - 821F- 921F Tier4B 6 – TRANSMISSION

ELECTRICAL COMPONENTS DECLUTCH BRAKE PRESSURE SWITCH The Adjustable pressure switch (38) sent a 0V signal to the terminal 66 of the TCEM to disengage the transmission in 1st, 2nd and 3rd gears.

1 turn of the knob = 4 bars

SPEED SENSORS The engine speed sensor (26) is screwed into the front housing for the torque converter pump wheel on the transmission. It sends an input signal into the transmission controller so that it can monitor the current engine RPM’s to determine the load on the engine for shift points. This information is then relayed to the information center where engine RPM’s are displayed on the instrument cluster.

38 721F

821F

The turbine speed sensor (28) is located on the upper right side of the transmission and is the front sensor. It is used to assist the engine speed sensor in determining the load going into the transmission and to help determine the appropriate shift points.

The intermediate speed sensor (27) is located on the upper right side of the transmission and is the rear sensor. It is used to determine differential gear speed in the transmission and to check for clutch slippage in the transmission.

The resistance of these three speed sensors should be 945 to 1155 OHMS at 20 degrees Celsius

The output speed sensor (25) is located on the back of the transmission right behind the oil filter. It is used to monitor the transmission output shaft speed to help determine the load on the transmission and assist in determining the appropriate shift points. This information is then relayed to the information center where the machine MPH/KPM are displayed on the instrument cluster. The transmission out put sensor was designed to read Hz with a 24 volt supply the sensor would read 2hz to 5 KHz depending on the transmission out put speed.

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6-20

721F - 821F-COMPONENTS 921F Tier4B ELECTRICAL 6 – TRANSMISSION ELECTRICAL COMPONENTS ELECTRICAL COMPONENTS

Torque Converter Temperature Sensor (30) The torque converter temperature sensor (30) is located in the cast housing that fastens the torque converter to the transmission. It is used to monitor the oil temperature coming out of the converter, because this is the hottest oil generated by the transmission.

By monitoring this oil temperature the transmission TECM can light a warning light in the instrument cluster and warn the operator of possible malfunctions and prevent damage from occurring to the torque converter and transmission.

If the transmission oil temperature indicator light turns on the operator should immediately shift the transmission into neutral and rev the engine up to 1500 RPM’s until the warning light goes out.

Resistance 800 to 1500 Ohms

Oil Temperature Sensor (1) The transmission has a cold start protection system.

When the transmission sump temperature is below -10° C (14° F), the transmission TECM will keep the transmission in neutral. When the transmission sump temperature warms up to -10° C (14° F), the machine will operate in all gears.

Once the transmission temperature has been above -10° C (14° F), it will not go back to a lower mode if the temperature decreases. The oil temperature sensor is located in the transmission control valve.

Resistance 1000 to 1500 Ohms

30

Filter Restriction Switch (29)

1

The ZF transmission hydraulic system has a filter restriction switch, located behind the head of the filter base, to notify the operator if the transmission filter needs to be changed.

Transmission Solenoids PWM. (2) There are six transmission solenoids screwed into the transmission control valve, located on the rear of the transmission.

They are used to direct the flow of oil to the designated clutch packs as the gears are shifted. The solenoids are always supplied with 24 volts of power.

The transmission controller varies the amount of current going to the solenoids to shift the spools inside the solenoids and redirect the flow of oil into or out of the clutch packs.

The current that is applied to the solenoids varies from 100 mA to 500 mA; 100 mA when fully disengaged and 500 mA when fully engaged.

If the transmission TECM detects a problem it will operate in one of the degraded modes of operation, discussed in detail in the transmission TECM troubleshooting section of this manual. If a major problem is detect which causes the transmission to go into Shutdown Mode and system voltage to the transmission solenoids is cut off by the transmission TECM. Resistance 17 to 21 Ohms

converter lockup solenoid - 5 SPEED ONLY (21)

21

2

29

On machine equipped with torque converter lockup.

The solenoid is installed on the cover of the transmission valve Resistance: unknown

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6-21

721F - 821F- 921F Tier4B PROPORTIONAL VALVE 6 – TRANSMISSION

ELECTRICAL-Proportional Solenoid –PWM- valve

SHIFT MANAGEMENT DOWN-SHIFT

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6-22

721F - 821F- 921F Tier4B 6 – TRANSMISSION

SHIFT MANAGEMENT UP - SHIFT

Clutch calibration via EST CLUTCH CALIBRATION FILL

K2

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721F - 821F- 921F Tier4B 6 – TRANSMISSION

TRANSMISSION ELECTRICAL CIRCUIT CAB SIDE TRANSMISSION CONTROLS (4 speed transmission)

ECA-1 TRANS.TCU 7,5 Amp

Codes 4292 4293 4294 are for a faulty circuit of the indicator (lamp) located inside the FNR enable switch

FUSE-ECC-10TRANS. TCU-10 Amp

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721F - 821F- 921F Tier4B 6 – TRANSMISSION

TRANSMISSION ELECTRICAL CIRCUIT MACHINE SIDE TRANSMISSION CONTROLS (4 speed transmission)

ECA-1 TRANS.TCU 7.5 Amp

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721F - 821F- 921F Tier4B 6 – TRANSMISSION

TRANSMISSION ELECTRICAL CIRCUIT CAB SIDE TRANSMISSION CONTROLS (5 speed transmission + front differential lock)

FUSE-ECC-10TRANS. TCU-10 Amp

ECA-1 TRANS.TCU 7,5 Amp

Codes 4292 4293 4294 are for a faulty circuit of the indicator (lamp) located inside the FNR enable switch

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6-26

721F - 821F- 921F Tier4B 6 – TRANSMISSION

TRANSMISSION ELECTRICAL CIRCUIT CAB SIDE TRANSMISSION CONTROLS (5 speed transmission + front differential lock)

ECA-1 TRANS.TCU 7,5 Amp

Turbine speed sensor

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6-27

721F - 821F- 921F Tier4B 6 – TRANSMISSION

FRONT AXLE DIFFERENTIAL LOCK (Optional)

Hydraulic actuated Locking Front Differential lock up (HD axle) Acts as an open differential until actuated. It can be actuated manually (foot switch) or automatically by the transmission controller (TECM). Automatic activation of diff lock is operator selectable by way of a dash panel switch. Once the auto system is activated by the switch, the TECM monitors the driveshaft speed and torque gradient and when a spinning wheel is detected, the diff lock solenoid will be activated. Actuation pressure is 16 + 4 bar (230 to 290 psi approximately) and it is located on the side of the transmission.

Automatic Differential lock switch

In maunal mode, activation is allowed up to 12 kph (7.46 mph) and occurs once the operator presses on the push button switch. The diff lock is only engaged as long as the button is pressed. It will release imediately when the button is not pressed anymore. Manual mode is only recommended when driving straight as diff lock actuation could influence the steering driveablility.

Manual Differential lock switch

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721F - 821F- 921F Tier4B 6 – TRANSMISSION

TORQUE CONVERTER LOCKUP (5 GEARS TRANSMISSION)

TORQUE CONVERTER LOCKUP (5 gear transmission) How it Works: The lock-up clutch connects the torque converter pump (input) with the turbine (output) providing a direct connection between the engine and the transmission.

The lock-up is automatically activated / deactivated by the transmission controller.

It is operator selectable on/off.

The modulation pressure of the lock-up clutch is done by a proportional solenoid.

It remains locked up in 2nd gear up through the 5th gear range.

It provides faster vehicle acceleration and higher achievable vehicle speeds 1=WK (LOCK-UP) 2=TURBINE WHEEL 3=STATOR 4=PUMP WHEEL

Lock-up Prop. solenoid

Torque converter lock-up switch (5-speed only)

CONVETER WITH LOCKUP

POWERINCH (Intelligent Clutch Cut Out) How it Works: POWERINCH is an advanced driveline management feature to improve truck loading and tight corner operation.

Limits the vehicle tractive effort to the minimum required to hold the vehicle and not to the maximum tractive available effort.

Dynamically adjusts the clutch cut-off point depending on transmission output torque and brake pressure.

Enables controlling the vehicle tractive effort via the brake pedal, independent of engine speed.

The clutch will release variably while stepping on the brake pedal lightly.

- Stepping on the pedal firmly puts the transmission in declutch (same as a regular declutch operation) TORINO -Training center- (f. urso)

6-29

721F - 821F - 921F Tier4B 7 – BRAKE & COOLING

CONTENT Page BRAKE & COOLING SYSTEM

2

BRAKE SYSTEM DESCRIPTION

4

BRAKE PEDAL VALVE

5

COOLING FAN SYSTEM

6

VARIABLE SPEED FAN VALVE

8

THERMAL BY-PASS

11

PARKING BRAKE

12

SERVICE BRAKE

14

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7-1

721F - 821F - 921F Tier4B 7 – BRAKE & COOLING

BRAKE & COOLING SYSTEM The 721F – 821F – 921F Wheel Loaders Brake system consists of a gear pump (36) mounted to the PTO of the engine at the RH rear side of the machine. From the brake pump, oil flows to the brake valve (13) mounted to the underside of the cab. There are two accumulators (9 ) & (10), in the brake system to store pressurized oil to maintain braking for a short time after the engine is off. The front and rear brakes draw oil from the accumulators when they are applied. The control spools for the front and rear brake actuators are part of the brake valve assembly. The brake valve (13) keeps the accumulators (9) & (10) charged when the engine is running. The parking brake (4) is spring applied and requires hydraulic pressure to release. The parking brake release solenoid (13d) is part of the brake valve assembly. An accumulator (8) is installed in the parking brake release circuit to assure that it remains released.

The brake actuators (9) & (10) are located at each end of both the front and rear axles.

Brake pump flow not required to keep the brake accumulators charged, flows to the inlet of the cooling fan drive motor. The cooling fan is located at the rear of the cooling system module between the cab and the engine. The cooling fan system can be equipped with an fan reverser valve to reverse the air flow through the radiator and coolers to clear debris. The fan reverser valve is manually activated by a switch in the right console of the cab or every 30 min if AUTO mode is selected. In AUTO mode the speed of the fan is controlled by the AIC depending on the temperature values of engine coolant, air intake, hydraulic oil and transmission oil.

Return oil from the cooling fan drive motor flows through the oil cooler and then to the hydraulic filter.

1 2 4 6 6a 7 8 9 &10 11 12 13 13d

Front brakes Rear Brakes Brake brake piston Declutch pressure switch (4 gears) POWERINCH sensor (ICCO with 5 gears) Stop lamp pressure switch 4.1 bar Parking brake accumulator Brake accumulators Redundant brake pressure switch 77bar Alarm Brake pressure switch 122-138 bar Brake Valve Parking brake solenoid

6a

36 40 41 42 43 45 TP6 TP7 TP10 TP11

Brake and cooling gear pump Hydraulic filter Thermal by-pass Hydraulic cooler Fan Drive motor Fan reversing valve & variable speed Accumulator pressure test fitting Accumulator pressure test fitting Front service brake test fitting Rear service brake test fitting

6

TP10

TP11

13 12 13

36

break & cooling pump (23 cc for 7-8-921F) TORINO -Training center- (f. urso)

13d 7-2

721F - 821F - 921F Tier4B

8 TP6

BRAKE CIRCUIT-721F

7 – BRAKE & COOLING

77b

10

TP7

9 13d 4

13 P

6a

6a

1 2

11 11 77b

42

45

43

41

40

36

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721F - 821F - 921F Tier4B 7 – BRAKE & COOLING

BRAKE SYSTEM DESCRIPTION A gear type hydraulic pump (36), driven by the engine supplies the brake, cooling fan drive and hydraulic cooler circuit . This pump is mounted onto the PTO of the engine.

The brake valve and accumulator charging valve (13) is a single valve assembly that incorporates the brake accumulator charging function, parking brake actuation and the service brake treadle valves into one assembly.

Oil from the brake pump is supplied to the P port of the brake valve (13). This oil is available to both the priority valve (13a) and the accumulator charging spools (13b). The accumulator charging spool (13b) is a single spool that controls both the cutin and cut-out pressures with a single adjustment. These spools control the state of charge of both of the brake system accumulators. Upon initial start-up, both the priority valve and the accumulator charging spools are in the activated, or spring based positions. This will cause valve inlet pressure to be ported to the spring end of the priority valve spool (13a), holding it in the spring based position. This will cause the priority valve spool (13a) to restrict the inlet flow of the brake valve which will, in turn, charge the accumulators to the maximum cut-out pressure. Once the cut-out pressure is reached, the accumulator charging spool (13b) will vent the pilot pressure to the spring end of priority valve spool (13a) , which will then allow priority valve spool to divert the brake pump flow to the cooling fan drive circuit with minimal restriction. The accumulator charging spool is held in the cut-out position until the accumulator pressure reduces to the cut-in pressure.

To actuate the brakes, the brake system draws pressurized oil from the accumulators until the stored pressure in accumulators reaches the cut-in pressure. The cut-in pressure is not adjustable and is actually controlled by the adjustment of the cut-out pressure. The accumulator charging spool (13b) will then recycle to bring the stored pressure in the accumulators back up to the cut-out pressure.

Once the accumulators (9) & (10) are charged equally, the accumulator isolation check valve (13e) separates the pressurized oil stored is either accumulator. Only one check valve of the accumulator isolation check valve (13e) can be seated at one time, the highest pressure side. This will always assure that the lowest accumulator pressure is ported to the accumulator charging valve. If a failure were to occur in either the front or rear brake circuits, the check valve in the good circuit would close to continue to provide service braking with at least one circuit. The brake accumulators store a volume of fluid under pressure to provide a supply of brake function oil without having the brake pump operating under pressure at all times. Teed into the hydraulic line between the brake valve and each accumulator (9) &( 10) is a redundant pressure switch (11) and a pressure test ports (TP6), (TP7).pag. 5 Pressurized oil from the inlet of the accumulator isolation check valve is available to the park brake solenoid (13d). This solenoid is normally closed and vents the parking brake release port to tank when it is not energized. The parking brake (4) is spring applied and requires hydraulic pressure to release it. Any time that the parking brake solenoid is not activated or the brake accumulator pressure is low, the parking brake automatically actuates. There is a parking brake accumulator (8) teed into the inlet of the parking brake solenoid valve. There is a brake treadle valve (13c) connected to the brake pedal inside the cab. The treadle valves consists of a control spool for the front brakes and another control spool for the rear brakes. These spools are interconnected with a spring so that both the front and rear brakes will see approximately the same pressure as the single pedal is depressed. Each treadle valve provides a variable pressure to its respective service brake actuator in proportion to the effort applied to the brake pedal. The service brake actuators are spring released and require an applied pressure to actuate the brakes. A small amount of brake pedal force equals low brake pressure applied to the actuator and hence light braking action. Heavier brake pedal force will result in greater braking action. The wheel loader brake lights are actuated by a 4.1bar pressure switch (7).

SERVICE BRAKE PRESSURE SETTING (bar)

821F

921F

Front axle (bar): (psi)

76 – 83 (1102-1203)

721F

76 – 83 (1102-1203)

76 – 83 (1102-1203)

Rear axle: (psi)

74 – 81 (1073-1174)

74 – 81 (1073-1174)

74 – 81 (1073-1174)

SERVICE BRAKE PRESSURE ADJUSTMENT 1. Remove the black tamper resistant cover (not shown) 2. Install a pressure gauge on points TP10 or TP11 3. Apply and hold the brake for 10 to 15 seconds 4. Turn the adjusting bolt (1) to get the correct value.

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7-4

721F - 821F - 921F Tier4B 7 – BRAKE & COOLING BRAKE PEDAL VALVE 7-8-921F (13)

6a

TP6 TP10

TP7

TP11

12

12 13 12A

13d P

43 6a

36

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721F - 821F - 921F Tier4B 7 – BRAKE & COOLING

COOLING FAN CIRCUIT 7-8-921F The 721F - 821F - 921F have a hydraulically driven cooling system fan. The cooling system module is located between the cab and the engine. The hydraulic reservoir is the center of the cooling system module that also includes the radiator, the engine charge air cooler, the hydraulic oil cooler, transmission oil cooler, fuel cooler and the AC condenser. Air flow enters the cooling system module from both the right and left sides of the machine as well as the top and exits into the engine compartment. This allows the radiator and coolers to remain debris free for extended periods of time.

The fan drive system uses oil flow from the brake pump (36) that is not required to maintain the brake accumulators charged to drive the fan motor. In standard form, oil flows directly from the brake valve (13) to the inlet of the fan drive motor (43). The standard fan drive motor is protected by an external relief valve and a check valve that allows oil to recirculate as the motor freewheels due to fan inertia when the engine stops. Oil returning from the fan drive motor can either return to the hydraulic oil cooler and then to the hydraulic filter.

The cooling fan drive system can be equipped with a fan reverser valve (45) to reverse the airflow through the radiator and coolers to clear debris. A rocker switch in the right console in the cab controls the fan reverser valve in AUTO or MANUAL mode.

In AUTO mode the fan speed is regulated by a proportional solenoid valve (B). Higher the pressure setting of the proportional solenoid, faster the fan goes. The pressure setting of the proportional solenoid valve depends on 5 values: engine coolant temperature, air intake temperature, hydraulic oil temperature and transmission oil temperature, and A.C.. In AUTO mode too, a fan reversing cycle is automatically initiated every 30 min (only if the engine revolution is higher 1600 rpm).

In every case (manual or automatic), the fan reversal is disabled if hydraulic oil temperature is below 10°C (50F). If it is a manual request, an error message is displayed on the AIC screen, so that operator knows why it does not operate.

A = ON /OFF reversing solenoid B = Proportional solenoid for fan speed control

43 B

A

42C

45

42 42D

B A

Lay-out for 721F TORINO -Training center- (f. urso)

7-6

721F - 821F - 921F Tier4B 7 – BRAKE & COOLING Oil coming from priority valve 13a

COOLING FAN CIRCUIT - Layout for 721F A

45

B

41

45

41

B

A

45

Cooling & reverse valve 41 Thermal by/pass valve

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7-7

721F - 821F - 921F Tier4B 7 – BRAKE & COOLING

VARIABLE SPEED FAN VALVE (45) This valve is designed for two purposes: To reverse the rotation of the fan drive motor to purge the debris from the radiators and coolers To control the fan speed depending on temperature values of engine coolant, air intake, hydraulic oil and transmission oil.

Reversing System It is controlled by the ON / OFF solenoid valve (A).

With the fan reverser solenoid valve (A) de-energized, for forward direction, the flow is as follows: the flow directional valves (3) and (4) will remain in neutral because return pressure is at both ends and the spring force will hold them in neutral position. Flow then goes to M2 port and to the motor. From the motor flow goes to M1 port. As the flow selector (4) remains in neutral the flow from M1 returns to tank.

For reverse operation, the Fan Reverser solenoid (A is energized. The flow directional valves (3) and (4) are operated because inlet pressure is at the non spring end and return pressure is on the spring end. So flow is from IN to M1 port and to the motor. As the flow selector (3) is activated the flow from M2 returns to tank.

Variable Fan Speed It is controlled by the proportional solenoid (B) that receives a variable current from AIC. As the current in the valve (B) increases, the pressure setting of the proportional valve decreases and consequently the fan speed decreases.

After a reversing request (manual or automatic), if the fan was at maximum forward speed, it will take 2 seconds to get to zero, and 2 seconds again to reach max reversed speed, so that the variation feels smooth.

Relief pressure :136,2 bar for 721F and 162 bar for 8-921F In normal operation the relief pressure is done by the proportional solenoid valve (B). In case of a malfunctioning of the proportional solenoid valve the cross-over relief valve (5) relieves the pressure at the setting value.

45

B

A

B

A

B

A

721F STANDARD Fixed FAN VALVE (44) pag. 8A-1-8A-3A hydraulic motor (43) drives the cooling fan. Oil supply for the drive motor comes from the gear type brake pump (36), through the brake valve (13). Oil 44b returning from the fan drive motor passes through an 44 optional oil cooler (42) and the hydraulic filter and then to the reservoir. 44b 44 44a 43 42 43 42

The standard fan drive motor is protected by a relief valve (44a) to prevent over pressure and it is protected also by a check valve (44b) to avoid cavitation as the motor freewheels. 44b 44a

8-921F 721F

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721F - 821F - 921F Tier4B 7 – BRAKE & COOLING

VARIABLE SPEED FAN VALVE (45) B

See fan speed adjustment with AIC

B

A

A

A

B

Fan speed adjustment: Must be done engine running full RPM 45 1. Select the screen Fan test 2. Press the «ENTER» key 3. Select the sub menu « Fixed 100%» 4. Press the «ENTER» key 5. Select the menu «Adjust Speed» 6. Use the arrow keys to get a reverse video on the number shown in red color 7. Depress the «ENTER» key to get a flashing counter video 8. Use the «UP» or «DOWN» keys to increase or reduce the number (higher is the number, higher is the fan speed); «UP» or «DOWN» has to be depressed several times 9. At the correct fan speed (engine at full rpm) depress the «ENTER» key to confirm.

10. Depress the «ESC» key to exit the menu.

NOTE: to come back to the default value select ***** and depress the «ENTER» key.

721F

821F

921F

Maximum fan speed at 100%

1425-1475 Rpm

1500-1550 Rpm

1565-1615

Maximum fan speed at 70%

998-1033

1050-1085

1096-1131

Fan speed with engine at full throttle

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7-9

Electrical items VARIABLE SPEED FAN VALVE (45)

721F - 821F - 921F Tier4B 7 – BRAKE & COOLING Schematic Electrical Diagram

c

b

a

a. Variable speed (with out auto reversing) b. Automatic (variable and auto reversing) c. Manual reversing

B

A TORINO -Training center- (f. urso)

7-10

721F - 821F - 921F Tier4B 7 – BRAKE & COOLING

HYDRAULIC COOLER THERMAL BY-PASS VALVE (41) The 721F- 821F-921F are equipped with a thermal by-pass valve (41) to protect the hydraulic cooler (42) from pressure spike in cold weather startup and operation. The valve is designed so that oil flows through the cooler when the oil temperature reaches 49°C .

41

Hy. Cooler

42

41

41

721F Opening temp.: 44° - 53° Fully opened: 63° TORINO -Training center- (f. urso)

7-11

721F - 821F - 921F Tier4B 7 – BRAKE & COOLING

PARKING BRAKE (4) Adjustment When the parking brake is released, the gap between the disc and the brake shoes must be between 0.5mm and 1.5 mm.

Parking brake test Refer section 04

4

Towing the machine Never tow the machine from the front. Use the rear draw bar hole of the counter weight. If the machine is to be towed more than 0.8 km disconnect the front and rear drive shaft to avoid any lubrication problem into the WG transmission.

CUT-IN AND CUT-OUT ADJUSMENT Cut-in accumulator charging pressure: With engine at low idle and machine stopped, act slowly the brake pedal for 4-5 times.

Check on pressure gauges TP6 and TP7 the minimum pressure before starting the accumulator charging.

The minimum value for a short time must be 157-167 bar.

If the minimum pressure is out of specification, remove the cap (1), unscrew the locknut (5) and rotate the screw (4) with small movements, until the prescribed value is reached.

Check the minimum pressure again before locking the locknut (5).

CUT-OUT accumulator charging pressure With engine at low idle and machine stopped, check on pressure gauges TP6 and TP7 the maximum accumulator charging pressure .

The value must be 190-196 bar.

If the maximum charging pressure is out of specification, remove the cap (1), unscrew the locknut (3) and turn counterclockwise the screw (2), if the accumulator maximum charging pressure has to be increased.

TP6

2

5

3

4

1 5

4 1

2

3

TP7 TORINO -Training center- (f. urso)

7-12

721F - 821F - 921F Tier4B 7 – BRAKE & COOLING

Brake accumulators

721F-HD- front Accumulators (7bar precharge and 0.16l capacty) on the service brake line brake.

721F- HD-rear

Service Brake Accumulators 3,5 l Precharge: 721F: 70 bar (1015 psi) 821F: 70 bar (1015 psi) 921F: 70 bar (1015 psi)

Parking Brake Accumulator 0,16l Precharge: 96 bar (1380 psi)

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721F - 821F - 921F Tier4B 7 – BRAKE & COOLING

SERVICE BRAKE 1. Improved brake piston design 2. Wheel flange / output shaft retaining redesign 3. Easier replacement of wheel flange / output shaft seal 4. Increase number of brake disc

1 Improved brake piston design 2 Wheel flange/output shaft retaining redesign 3 Easier replacement of wheel flange/output shaft seal 4 Increase number of brake disc: 721F 5 discs: 821F 6 discs for the front and 5 on standard axle , and 6 for the rear (Optional) 921F 7 discs for front and rear axles Accumulators (7bar precharge and 0.16l capacty) on the service brake line brake all the above mentioned models are equipped with bronze brake plate . On the brake lines (front and rear) an accumulator is connected to reduce the braking noise.

721F Heavy duty axle –only821F All axle (standard and heavy duty) 921F- All axle (standard and heavy duty)

3 3

721F-HD- front

721F- HD-rear TORINO -Training center- (f. urso)

7-14

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

CONTENT Page SIMPLIFIED CIRCUIT

2

COMPONENT LOCATION

3

LOADER HYDRAULIC OVERVIEW

5

HYDRAULIC SCHEMATIC 721F-XT &821F 2 SPOOL Z BAR 6 VARIABLE DISPLACEMENT PUMP (PFC)

8

LOADER CONTROL VALVE M6-3 SPOOL&2 SPOOL Z-BAR 11 RIDE CONTROL

20

PRESSURE CHECK & ADJUSTMENT

20

HYDRAULIC DIAGRAM

Chapt. 8A

TORINO -Training center- (f. urso)

8-1

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

LOADER HYDRAULIC SYSTEM The F Series Tier4B Wheel Loaders use a combination of a variable displacement piston pump closed center pressure and flow compensated (PFC) hydraulic system. The closed center PFC hydraulic system supplies the oil flow requirements for the steering, loader and pilot hand control systems.

In a closed center variable displacement PFC system, oil flow is minimal unless there is a hydraulic demand.

TORINO -Training center- (f. urso)

8-2

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

COMPONENT LOCATION

34

33

33 34

42

821F 33

721F 821F

34

38 38 35 34 33 42 21 20

921F Hydraulic reservoir Steering priority valve Pump (P1-steering & loader) Pump (P2 steering & loader) Hyd. Oil cooler Ride- control accumulator Ride control valve

35

21

21

21

721F

20

20

921F

TORINO -Training center- (f. urso)

8-3

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

34

33

COMPONENT LOCATION 17 32

22

22

35

821F 821F 2 spool 721F 3 spool 22 42

35 34 33 17 22 42

Steering priority valve Pump (P1-steering & loader) Pump (P2 steering & loader) Pilot pressure accumulator Loader control valve Hyd. Oil cooler

22

921F 3 spool TORINO -Training center- (f. urso)

17 8-4

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

LOADER HYDRAULIC OVERVIEW Closed Center, Variable Displacement Implement system, Piston Pump type.

721F pump flow output:

821F pump flow output:

921F pump flow output:

P1 pump 63 Cm3

120 l/min at 2000 engine rpm.

P2 pump 45 Cm3

86 l/min at 2000 engine rpm.

P1 pump 63 Cm3

120 l/min at 2000 engine rpm.

P2 pump 63 Cm3

120 l/min at 2000 engine rpm.

P1 pump 85 Cm3

162 l/min at 2000 engine rpm.

P2 pump 63 Cm3

120 l/min at 2000 engine rpm

Oil flows from the reservoir to the dual variable displacement implement piston pump (34 & 33) The implement piston pumps type, are mounted at the top front of the ZF transmission - 4WG or 5WG. The 721F 821F & 921F have two piston type (PFC) pumps, both pumps supply oil to the steering priority valve (35) and then the loader valve (22) Each body of the piston pump has system to deliver only the oil flow required by the hydraulic system. This control system requires a feedback signal (LS signal) from the loader control valve (22) and/or from the steering valve (24) -pag.8A-1- or 8A-3) to deliver the oil required by the system.

This pump will be covered in greater detail in the pump section of this manual.

From the P1 & P2 pumps, oil flows to the steering priority valve (35) to supply the steering and then to loader valve (22). If the operator do not use steering, according with LS signal oil flows via steering priority valve to loader valve, thanks at the continue fluctuation of the main spool inside of steering priority valve (35) The loader valve (22 pag.8A-1 or 8A-3) is mounted at the rear of the front chassis and can be accessed through the articulation joint. The inlet, bucket and loader lift sections of this valve are enclosed in a single mono-block assembly. As the oil enters the loader valve it supplies oil to the: Bucket spool Loader spool Pilot hand control circuit.

Auxiliary spool(s) The pilot hand control valve consist in a pressure reducing valve (30 bar) and a relief valve (45b) to limit the maximum pilot pressure available to the hand controls.

The bucket and loader lift sections are both included in the mono-block assembly. If the machine is equipped with optional auxiliary hydraulic controls, each additional section consists of a separate section block. These sections are secured to the mono-block with studs. Up to two optional auxiliary sections can be added.

There is a feedback signal pressure system LS signal throughout the loader control valve. The LS feedback signal system sends the highest operating pressure signal requirement back to the control compensator (flow control spool) at the implement piston pumps. This signals the pump to deliver only the quantity of oil required by the hydraulic system.

The optional ride control system can be fitted to the loader lift system. The ride control system utilizes an accumulator (21) to store pressurized oil to allow the loader arms to float as the machine travels over rough terrain. This smoothest the ride of the machine. The ride control gets operating modes: OFF, permanently ON or automatically activated at 5 km/h (3 mph). In AUTO mode, below this speed, it automatically turns off. The automatic actuation is controlled by the ZF transmission controller EST37.

The pilot hand control (16) receive their oil supply from the inlet area of the loader control valve. An accumulator (17) is plumbed between the loader control valve and the pilot hand controls. There is a solenoid valve at the inlet of the pilot hand control valves. This allows for control system lockout as required. Joystick type or single lever controls are available options.

Oil is supplied from the steering priority valve (35) in the steering pivot area bolted onto the P2 pump to the steering control valve (24) located at the base of the steering column under the cab. This system is virtually identical to earlier Wheel Loaders and is covered in the steering section of this manual.

TORINO -Training center- (f. urso)

8-5

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

Hydraulic Schematic – 721F –Valve 3 spool XT (Parallel) M6-22 Anti Cavitation 22

From Pumps To port P

From control valve To tank

22 34

33

TORINO -Training center- (f. urso)

8-6

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

Hydraulic Schematic – 821F –Valve 2 spool Z BAR M6-20 22

22

From Pumps To port P

From control valve To tank

34

33 22

TORINO -Training center- (f. urso)

8-7

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

VARIABLE DISPLACEMENT IMPLEMENT (PFC) PUMPS (33) (34) The implement piston pumps for the 721F-821F -921F are variable displacement and is pressure and flow compensated (PFC).

Piston Pump Installation:The piston pump is mounted to the front of the transmission and is driven by the transmission. The pump suction line and case drain line connect to the reservoir.

FLOW CONTROL SPOOL (FR2)

POWER CONTROL SPOOL (FR1)

33 34

921F ZF TRANSMIS.

34 33

721F TORINO -Training center- (f. urso)

8-8

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

VARIABLE DISPLACEMENT IMPLEMENT (PFC) PUMPS (33) (34) The spring (1) and the balance piston (2) keep the swashplate forced to set the pump in maximum displacement condition. On the opposite side, the control piston (3), by monitoring a pressure signal coming from the pump regulators (FR1 and FR2) will exert an opposite force in order to reduce the pump displacement. The delivery pressure is sent on the spring side of the balance piston (2) to help the maximum displacement setting also in high pressure condition. The task of the flow regulator (FR2) is to monitor the LS pressure (generated by the load) on its spring side, compare it with the delivery pressure on the opposite side, then pressurize or unload the control piston (3) to adjust the output flow up on the system demand. The cut-off regulator set the maximum limit on the delivery pressure. When this pressure exceeds the cut-off setting value, it makes the regulator spool switching. In this way the delivery pressure is transferred to load the control piston (3) in order to set the pump in minimum displacement by reducing the inclination of the swashplate.

VARIABLE DISPLACEMENT AXIAL PISTON PUMP Function logic diagram

1

2

3

FR1

FR2

Load sensing signal

TORINO -Training center- (f. urso)

8-9

VARIABLE DISPLACEMENT IMPLEMENT (PFC) PUMPS (33) (34)

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM FLOW CONTROL - HOW IT WORKS Pump output flow is delivered to the inlet of the loader control valve. Pump outlet pressure is also ported to the non-spring (left) end of the flow control spool FR2 as well as to supply oil to the flow control spool. LS Signal pressure from the loader control valve is ported to the spring (right) end of the flow control spool FR2. When the loader control valve and steering systems are in neutral, the signal pressure will be low. When the pump outlet pressure is higher than the signal pressure and the spring force, the flow control spool will gradually shift to send pump outlet oil to the control piston to reduce the output of the pump. The pressure at which the flow control spool shuts the pump down is adjustable and is to be adjusted so that a difference of 28-30 or 24-26 bar..(see the table below) will be maintained between pump outlet pressure and LS signal pressure. Any time that the pump is at less than full displacement, the flow control spool will maintain this difference.

When the loader valve is activated, pump output oil flows past the loader control spool and past a flow compensator spool and then is delivered to the work port of the loader valve. The loader valve control spool or the flow compensator spool will always maintain the Delta P, difference between the pump outlet pressure and signal pressure. This difference will cause the implement piston pump to only deliver the oil required by the loader valve. When this difference reaches the Delta P, the flow control spool FR2 in the pump will shift, sending oil to the control piston. If (for example) the load in the bucket would require 150 bar pump outlet pressure to raise, the signal pressure would be approximately 150 bar – Delta P The maximum pressure available to the signal line from loader control circuits to the spring end of the implement piston pump flow control spool is limited at 280 - Delta P, but in normaly condition with utilities in stall open the max relief valve (224 ±3 bar) inside the loader control valve.

721F

821F

921F

Delta P

P1

28‐30

28‐30

24‐26

Delta P

P2

24‐26

24‐26

21‐23

Cutoff

P1‐P2

280

280

280

Pressure value in bar

TORINO -Training center- (f. urso)

8-10

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

LOADER CONTROL VALVE (22) (M6- 3 spool Z BAR) The loader valve (22) is mounted to a plate connected to the front chassis and can be accessed through the articulation joint and through the removable cover at the front of the front chassis. A hose connects the delivery port of the pump to the inlet port (P) of the loader valve.

A second hose connects the outlet (EF) of the priority steering valve (35) to the inlet of the loader valve (22) The return oil from the loader valve passes through a hose to a manifold at the right side of the rear chassis. A signal pilot line LS connects from the loader valve to shuttle valve (in the priority valve) then the flow control spools of the 2 pumps.

22 22

M6-22 x 921F M6-20 -3 spool 721F 41 Bucket control spool 42 Boom control spool 50 Auxiliary circuit spool 70 Flow compensator valve 80 Circuit relief valve 290 bar 83 Main relief valve 224 ±3bar 84 LS signal bleed down orifice 86 Regeneration relief valve 87 Pilot pressure regulator & relief

50

80 83

80

LS

87

70

42 41

70

80

80

70

86

P 22

41

M6-20 -3 spool 821F TORINO -Training center- (f. urso)

8-11

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

LOADER CONTROL VALVE (22) (M6- 2 spool Z BAR) 22

LS 41 Bucket control spool 42 Boom control spool 70 Flow compensator valve 80 Circuit relief valve 83 Main relief valve 84 LS signal bleed down orifice 87 Pilot pressure regulator & relief

87 83

70

42 70 41

80

80 P 22

21

M6-20 -2 spool 821F TORINO -Training center- (f. urso)

8-12

721F-821F-9621F LOADER CONTROL VALVE (22)

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM Loader control Valve Components The main relief valve (83) limits the maximum pressure available to any of the loader circuits by limiting the maximum signal pressure that can be sent back from the loader valve to the flow control spool of the implement piston pump.

The load sense (LS) signal bleed down orifice (84) is located near the main relief valve. The LS signal bleed down orifice is a pressure compensated flow control orifice that continually returns approximately 0.7 l/min from the loader valve load sensing signal circuit. This orifice causes the load sensing pressure to drop as soon as all loader control spools are returned to the neutral position.

Circuit relief valves (80) are installed in the bucket, and both optional auxiliary circuits. There is a circuit relief valve installed for each work port of these circuits. Circuit relief valves are located on both sides of the control valve, next to the work port. A circuit relief valve is connected between the work port and a tank passage. Circuit relief valves (290 bar) are typically adjusted higher than the main relief valve setting and limit the maximum circuit pressure when the control spool is in neutral. (except for the XT machine with a bucket circuit relief valve set at 152 bar on port A1).

The regeneration relief valve (86) is located at the left side toward the front of the standard two spool loader valve. Return oil from the bucket and Boom circuits, caused by gravity, is ported to a regeneration passage within the valve block. This oil is then available to supply make-up oil to the end of the cylinders that could cavitate as the load drops. The regeneration relief valve limits the maximum pressure of this regeneration oil passage to 6-11 bar to provide a pressure to keep the cylinders full.The Boom and Bucket circuits have regeneration check valves (71) located under the each spool on the left side of the valve. The Bucket and Boom lift circuits have regeneration check valves to supply make-up oil to the circuit from the regeneration passage if gravity causes the cylinder to move faster than pump supply oil is available to fill.

Each 721F 821F & 921F Wheel Loader is equipped with a bucket and boom lift control spool (41 & 42). Two auxiliary control spools are available, as options, to control other functions, i.e. four in one bucket or other attachments. Each function of the loader valve, bucket, lift, #1 auxiliary or #2 auxiliary, has a control spool dedicated to that function. The control spools are located under spool end covers. These spools are spring centered and require a pilot oil signal from the pilot hand controls to actuate the desired circuit. The control spools are matched to the bore that they are installed in and are not interchangeable.

Each loader control spool is secured in place with a spool end cover (12). Pilot hand control pressure is ported to each end of each spool to actuate the spools in each direction.

Each spool end cover is fitted with a hand pilot shuttle check valve (21). This shuttle check valve allows the spool to actuate a fast as oil is supplied but then restricts the speed that the spool is allowed to return to the neutral position. This causes the control function to be smoother.

A flow compensator valve (70) is installed for each control circuit that the machine is equipped with. Each flow compensator spool is located in a cartridge between the work ports for that circuit. The function of the flow compensator valve is twofold: -If only loader control circuit is activated, the flow compensator connects the circuit working pressure requirement to the load sensing signal circuit of the loader control valve.

-The second function of the flow compensator valve is to isolate the highest circuit pressure load sensing signal requirement from the circuit pressure of all other loader circuits that are activated at that time. This will always send the highest circuit pressure signal requirement back to the flow control of the implement piston pump, so that the pump only delivers the flow required.

TORINO -Training center- (f. urso)

8-13

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

721F-821F-9621F LOADER CONTROL VALVE (22) 22 Standard loader valve 50 Auxiliary valve section (not shown) 51 Auxiliary valve section (not shown) 60 Valve end cover 70 Flow compensator valve 71 Regeneration check valve 72 Anti-cavitation valve 80 Circuit relief valve 83 Main relief valve 84 LS signal bleed down orifice 86 Regeneration relief valve -8÷10.8 bar 87 Pilot pressure regulator & relief -30 bar 88 Bi-directional flow restricteur (LS) 12 Control spool end cover 21 Hand control orifice check valve 21 41 Bucket control spool 42 Boom control spool

12

22

21

41 42

60

22 71

83

88

84 80 71 87

70 86 80

TORINO -Training center- (f. urso)

8-14

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

LOADER CONTROL VALVE (22) (M6-20) Z-BAR BUCKET SPOOL-821F in neutral position

70

M6-20 -3 spool 821F-Z BAR TORINO -Training center- (f. urso)

8-15

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

LOADER CONTROL VALVE (22) (M6-20) Z-BAR Spool in neutral position

70

80 80

21`

21 Pilot line orifice check valve 70 Pressure compensator valve

41 41 Bucket or auxiliary control spool 80 Secondary relief valve anticavitation valve

Beginning of spool travel

The cylinder side connected with port A is in communication with the tank return. LS pressure is low and the pump doesn’t deliver flow. This occurs for a slow lowering down of the loader arm or a slow dump of the bucket.

TORINO -Training center- (f. urso)

8-16

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

LOADER CONTROL VALVE (22) (M6-20) Z-BAR Spool fully piloted

70

80

80

41

21`

The pump flow is regulated by the differential pressure between P and LS. When the loader valve is activated, pump output oil flows past the loader control spool (41) and past a pressure compensator valve (70) and then is delivered to the work port of the loader valve. The loader valve control spool or the flow compensator spool will always maintain the Delta P see pag.8/10 difference between the pump outlet pressure and signal pressure. This difference will cause the implement piston pump to only deliver the oil required by the loader valve. When this difference reaches Delta P the flow control spool in the pump will shift, sending oil to the control piston. If the load in the bucket would require 150 bar pump outlet pressure to lift up the Boom, the signal pressure would be approximately 150 bar - Delta P).

Bucket spool operated with pressure compensator slightly closed 70

41 Due to a higher LS signal coming from loader arm or auxiliary spool the pressure compensator (70) reduces the supplying passage to create a flow restriction and compensate the difference of pressure in the actuated functions (bucket and Boom or bucket and auxiliary).

TORINO -Training center- (f. urso)

8-17

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

821F- LOADER CONTROL VALVE (22) (M6-20) Z-BAR

70

80 80

21`

41 22

80 70 50

83 87

71

70

71 42

80 70

71 41

P 86 TORINO -Training center- (f. urso)

8-18

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

LOADER CONTROL VALVE (22) (M6-20) Z-BAR Loader control Valve –oil flow stream Oil from the implement piston pump enters the loader valve (22) at the «P» port. This oil is available to the Pilot pressure regulator and relief valve (87). The 30 bar pressure regulator allows a free flow of oil to the pilot circuit until the pressure builds to 30 bar. At 30 bar the regulator spool shifts to limit additional flow to the pilot circuit. The 45 bar relief valve protects the pilot circuit from overpressure if the regulator valve were to malfunction. If the pilot relief valve activates, the pilot oil would then vent to the tank port (T) of the loader valve.

The standard loader valve (22) has two circuits, the bucket circuit and the loader lift circuit. Two additional, optional, sections (50 & 51) are available to supply oil to attachments. Once the steering system is satisfied, implement piston pump oil is available to all control circuits equally.

Oil enters the control valve at the closed center passage (P). There is no flow within the loader valve with all of the spools in neutral as each spool is closed center. When the control spool is shifted to supply oil to either the «A» or «B» work port, pump supply oil (P) will flow past the spool into the intermediate (I) passage. This oil will cause the flow compensator valve (70) to shift upward to allow flow back to the control spool. The flow compensator spool will also connect the intermediate (I) passage pressure to the load sensing passage (LS). The load sensing signal is then sent back to the flow control spools in the two piston pumps so that the pumps will deliver the flow required.

If more than one loader control spool is activated at a time, the flow compensator from the highest circuit pressure requirement is active and will send that pressure to the load sensing (LS) circuit. The highest load sensing (LS) pressure would then also be ported to the spring end of the other flow compensator spools. This higher LS pressure will then cause the flow compensator spool to restrict the free flow of oil to the lower pressure circuit, taking required oil away from the higher pressure circuit. This allows the control spools to share the pump supply oil rather than all of the oil going to the low pressure circuit.

Depending on the loader control spool travel, oil flow would is delivered to either the «A» or «B:» workport.

Oil returning to the «A» workport goes directly into the tank passage. Oil returning to the «B» workport flows into the regeneration passage of the loader valve to be available as make-up oil to the control spool if the load is dropping faster that pump oil flow is available. The make-up oil flow from the regeneration passage would flow through the regeneration check valve (71). If more oil flows into the regeneration passage, the excess flow will pass to the tank passage (T) through the regeneration relief valve (86). The regeneration relief valve is set at 8-10.8 bar . All bucket, loader and optional auxiliary circuits are equipped with the regeneration feature.

The bucket section and both of the optional auxiliary sections are equipped with circuit relief valves at each work port. These relief valve are adjusted higher than the main relief valve and would only activate when the control spool is in neutral and an external force caused a higher pressure to trigger the relief valve. Each circuit relief valve also has an anti-cavitation check valve feature to allow make-up oil to enter the circuit if the opposite circuit relief valve activates. These circuit relief valves require a hand pump connected to the workport with the spool in neutral for adjustment.

The end cover (12) of loader and auxiliary control spool is equipped with a hand pilot shuttle check valve (21) to limit the speed that the spool returns to neutral. Slowing the spool return to neutral makes the control system «feel» smoother.

Hydraulic Cycle Times (second) Arm Raise (loaded) Bucket Dump (loaded) Arm Lower (empty) Power Down Float Down

721F Z bar 5.59 1.75

721F XT 5.59 1.94

821F Z bar 5.64 1.16

921F Zbar 5.64 1.16

3.29

3.29

2.76

2.76

3.29

3.29

2.17

2.17

TORINO -Training center- (f. urso)

8-19

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

RIDE CONTROL SYSTEM

Ride Control is an optional system (for extra EMEA) that improves the ride of the wheel loader over all types of terrain. In order to smooth the ride for the operator, it is desirable to allow the loader arms and bucket to «float» while the machine is travelling over rough terrain. Ride Control works by exchanging oil between the loader lift cylinder head (closed) ends and a nitrogen-charged accumulator (21). At the same time, oil is exchanged between the lift cylinder rod ends and the hydraulic reservoir. Ride Control can be left on at all times, whether loading or roading. When the ride control switch is turned to the automatic position, the system automatically engages as the machine travels faster than 5 km/h (3.1 mph) and then disengages as the unit slows below that speed. This eliminates the need for pressure switches and prevents unexpected loader movement as the bucket is emptied. The only time Ride Control needs to be turned OFF is during precise placement of a load suspended from the bucket, or another attachment is required, or when the loader arms are used in a fine grading operation. With the Ride Control switch in the AUTO position, Ride Control will activate any time that the vehicle speed exceeds 5 km/h (3.1 mph).

To activate the Ride Control function, push the rocker switch (see below) on the right hand console to the AUTO or PERMANENT position.

In AUTO mode the Ride Control system will automatically engage when the vehicle speed exceeds 5 km/h (3.1 mph). It will disengage when the vehicle speed drops below 5 km/h (3.1 mph).

In PERMANENT position, the Ride Control is activated without any speed limit.

The ride control valve (20) is mounted inside the front chassis. A 3.8l ride control accumulator (21) is also mounted in the same area. A ride control AUTO, PERMANENT OFF switch is located in the right hand control console.

An accumulator bleeder valve (20b) is located inside the ride control valve. The bleeder valve allows the pressurized oil stored in the accumulator to be drained to the tank before service work is begun.

20a

20

20b

21 Ride Control switch

921F-LTS valve+accumulator

20d

821-921F-LTS valve

21

20

721F-LTS valve+accumulator TORINO -Training center- (f. urso)

8-20

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

RIDE CONTROL SYSTEM (20)

20

Ride control OFF Loader spool is in neutral position Solenoid valve (20a) is OFF 20a

OFF

20b

20c 20d

Ride control is ON Loader spool is in neutal position Solenoid valve (20a) is ON . The accumulator pressure moves the spool (20c) to the right.

The spool (20c) allows free flow between the rod side of the loader cylinder and the tank, and also free flow beetwen the piston side and the accumulator The loader arm can «float».

20

ON

TORINO -Training center- (f. urso)

8-21

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

RIDE CONTROL SYSTEM (20)

20

In loading position Ride control is OFF The spool of the control valve is in loading position and the pump delivers flow to the piston side of the cylinder and to the accumulator.

20a

OFF

20b

20c

20d

In loading position

20

Ride control is OFF and spool (20c) in closed state due to a pressure threshold.

The spool of the control valve is in loading position and the pump delivers flow to the piston side of the cylinder but the spool (20c) is pushed to the left by the accumulator pressure.

This to limit the pressure into the accumulator to avoid to spill on the ground the material of the bucket when the ride control will be later ON.

OFF

Relief valve (20d) : 275 bar

TORINO -Training center- (f. urso)

8-22

RIDE CONTROL (20)- ELECTRIC SYSTEM-

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

721F-LTS valve

20

20

821-921F-LTS valve TORINO -Training center- (f. urso)

8-23

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

TESTING AND ADJUSTING THE HYDRAULIC CIRCUIT 1st Pump (P1) differential pressure (DELTA P) This must be done before attempting any other tests. It requires then hydraulic gauge set 350 bar and two quick couplers.

1. Heat the oil temperature at 54°C holding the bucket control lever in the ROLLBACK position while raising and lowering the lift arms from ground level to full height. The temperature reading of the hydraulic oil is displayed in AIC. 2. Install the safety link and remove the cover plate to gain access to the loader valve .

3. Connect two test gauges to the test ports (TP5) and (TP3).

4. Start the engine and run at low idle. Record the reading of the pressure in (TP5) and (TP3) 5. Subtract the pressure of the test port (TP5) from the reading of the test port (TP3). The difference between the two readings should be 28 to 30 bar (for 7-821F & 24 to 26 bar for 921F).

6. If required adjust the difference turning the setting screw (A) of the PFC pump. (One turn of the adjustment screw will change the pressure approximately 16 bar).

721F 821F

TP3

1 st Pump (P1) on 721F TP1

TP5

E

921F

TP1

TP5

E

A

721F

821F

921F

TP3

Delta P (bar)

P1

28‐30

28‐30

24‐26

TP2

Delta P (bar)

P2

24‐26

24‐26

21‐23

Cutoff (bar)

P1‐P2

280

280

280

Steering main relief valve check and adjustment 1 2 3 4 5

Heat the oil at 54 °C; Install the safety link, the articulation lock and remove the cover plate to gain access to the priority valve. Connect a test gauge to the test port (TP5); Start the engine. Operate the machine at full throttle; Turn fully and hold the steering wheel. The pressure in test port (TP5) must be between 240 and 242 bar x 921F (from 244 to 246 x 821F) (from 242 to 244 x 721) If the reading is not in the specification adjust the setting with the screw of the relief valve (E) of the steering combination valve.

TORINO -Training center- (f. urso)

8-24

721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

TESTING AND ADJUSTING THE HYDRAULIC CIRCUIT The 2nd pump (P2) differential pressure (DELTA P) This must be done before attempting any other tests. It requires then hydraulic gauge set 350 bar and two quick couplers.

1 Heat the oil temperature at 54°C holding the bucket control lever in the ROLLBACK position while raising and lowering the lift arms from ground level to full height. The temperature reading of the hydraulic oil is displayed in AIC; 2 Install the Boom safety link and remove the cover plate to gain access to the loader valve; 3 Connect two test gauges to the test ports (TP1) and (TP2). (see pict. Below) 4 Start the engine and run at low idle. Record the reading of the pressure in (TP1) and (TP2).

5 Subtract the pressure of the test port (TP1) from the reading of the test port (TP2). The difference between the two readings should be 24-26 bar for a 721F or 821F and (from 21 to 23 bar on 921F).

6 If required adjust the difference turning the setting screw (B) of the PFC loader-unloader pump. (One turn of the adjustment screw will change the pressure approximately 16 bars).

721F 821F

E TP5

B

TP1

TP2

2 st Pump (P2) on 821F

TP2 TP1

921F

TP1

E

LS

TP5

P2

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721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

TESTING AND ADJUSTING THE HYDRAULIC CIRCUIT Testing and adjusting the loader relief pressure 1. Heat the oil temperature at 54°C. The temperature reading of the hydraulic oil is displayed in the AIC; 2. Install the Boom safety link and remove the cover plate to gain access to the main loader valve; 3. Connect a 345 bar test gauge to the port (TP5), located on steering priority valve; 4. Start the engine and run at full throttle. Roll the loader bucket back against the stops.

5. Record the reading on the test gauge. Reading for (P1), should be 248 to 250 bar x 921F and from 252 to 254 bar x 7-821F similar procedure for (P2).

6. If this reading is more or less than specified, it will be necessary to adjust the loader limit pressure.

7. The limit adjusting screw is located on the loader valve. Turn the screw (C) clockwise to increase the limit pressure. Turning the screw counterclockwise will decrease the limit pressure. (1/4 turn changes the setting approximately 35 bar).

721F

C

821F Buket or Boom in stall

921F TP5

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721F - 821F – 921F Tier4B 8 – HYDRAULICS SYSTEM

PILOT SUPPLY PORT Testing the hydraulic controller pilot supply pressure This pressure is factory preset and is not adjustable.

Turn the ignition switch to the “ON” position and disengage the AIC lockout switch.

Operate several times the lever of the remote control (bucket or loader) up to fully depressurize the accumulator.

Connect a 100 bar test gauge to TP9 test port located in the electrical cab compartment.

Start the engine and roll back the bucket to totally charge the accumulator. After few seconds the pressure should be 30 bar to 35 bar.

Other way for pilot pressure circuit test 1. Raise lift arms to the top and turn off the engine. Turn the ignition switch to the “RUN” position and disengage the controller lock-out switch.

2. Wait for the buzzer to stop then repeatedly put the loader control lever into “FLOAT” position and back to neutral.

3. The system should allow a minimum of 10 actuations into float and still cause the lift arms to come down.

NOTE: If 10 full actuations cannot be made, an internal hydraulic leak exists.

TP9

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721F-821F-921F

521F Z-BAR -XR

8A – HYDRAULIC SCHEMATICS

CONTENT Page 721F- HYDRAULIC SCHEMATIC LEGEND

8A-2

721F- HYDRAULIC SCHEMATIC Z-BAR

8A-3

721F- HYDRAULIC SCHEMATIC ANTI-CAVITATION- (PARALLEL)

8A-4

821F-921F HYDRAULIC SCHEMATIC LEGEND

8A-5

821F-921F HYDRAULIC SCHEMATIC 3 SPOOL Z-BAR

8A-6

821F/ HYDRAULIC SCHEMATIC FLOW STREAM

8A-7

921F- HYDRAULIC SCHEMATIC FLOW STREAM

8A-9

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8A-1

721F-821F-921F 8A – HYDRAULIC SCHEMATICS 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45

721F –Hydraulic Schematic Legend

Rear Axle Brakes Front Axle Brakes Heavy Duty Option Only, 0.16 liter, 7 bar pre-charge Parking Brake Brake Declutch, 5-speed transmission Brake Declutch, 4-speed transmission (fitted onto the 4-speed transmission too) Brake Light Pressure Switch, 4.1 bar (60 PSI) Parking Brake Accumulator, 0.16 liter, 96 bar pre-charge (1393 PSI) Front Brake Accumulator, 3.5 liter, 70 bar pre-charge (1015 PSI) Rear Brake Accumulator, 3.5 liter, 70 bar pre-charge (1015 PSI) Redundant Brake Pressure Switch, Rising <91 bar (1320 PSI) , Falling 77 (1117 PSI) ± 7 bar (102 PSI) Brake Warning Pressure Switch, Rising <138 bar (2002 PSI) , Falling 122 (1770 PSI) ± 7 bar (102 PSI) Brake Valve, Cut-in pressure 157 (2277 PSI) +10 bar (145 PSI), Cut-out pressure 193 (2800 PSI) ±3 bar (44 PSI) Optional Coupler Locking Valve Optional Coupler Locking Cylinders Pilot Control Valve Pilot Control Accumulator, 0.75 liter, 13.8 bar (200 PSI) pre-charge Bucket Cylinder(s), Z-bar single cylinder, XT dual cylinders Lift Cylinders Optional Ride Control Valve Optional Ride Control Accumulator, 3.78 liter, 14.5 bar (210 PSI) pre-charge Loader Valve Steering Cylinders Steering Control Valve Steering Back Pressure Valve, 8 bar (116 PSI) to 10 bar (145 PSI) Steering Back Pressure Sensor, Joystick Steering Only r Optional Joystick Steering Load Sense Resolver Optional Joystick Steering Valve Auxiliary Steering Accumulator, 0.32 liter, 60 bar (870 PSI) precharge Optional Auxiliary Steering Control Valve Auxiliary Steering Pump Auxiliary Steering Pressure Switch Pump 2, 45 CC/REV Delta P 24-26b Cut Off 280 bar Pump 1, 63 CC/REV Delta P 28-30b Cut Off 280 bar Priority Valve Brake Pump 100 Mesh Strainers Hydraulic Reservoir, 90 liter Reservoir Vent, 100 mesh, 0.03 bar check, 0.35 bar relief Filter, 10 micron media, bypass 3.4 bar (50 PSI), warning switch 2.7 bar (40 PSI) Oil Cooler Thermal Valve, 3 bar (44 PSI) ±0.6 bar (8.7 PSI) bypass Hydraulic Oil Cooler Oil Cooler Fan Standard Fan Valve Optional Fan Reverser and Variable Fan Speed Control Valve TORINO -Training center - (f.urso)

8A-2

721F-821F-921F

721F –M6-20 3 SPOOL Z-BAR -LOADER

224 b

8A – HYDRAULIC SCHEMATICS

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8A-3

721F-821F-921F 8A – HYDRAULIC SCHEMATICS

721F –M6-20 3 SPOOL -XT -ANTI-CAVITATION-PARALLEL

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721F-821F-921F 8A – HYDRAULIC SCHEMATICS

821F-921F –Hydraulic Schematic Legend 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46

Rear Axle Brakes Front Axle Brakes Heavy Duty Option Only, 0.16 liter, 7 bar precharge Parking Brake Brake Declutch, 5-speed transmission Brake Declutch, 4-speed transmission Brake Light Pressure Switch, 4.1 bar (60 PSI) Parking Brake Accumulator, 0.16 liter, 96 bar precharge (1393 PSI) Front Brake Accumulator, 3.5 liter, 70 bar precharge (1015 PSI) Rear Brake Accumulator, 3.5 liter, 70 bar precharge (1015 PSI) Redundant Brake Pressure Switch, Rising <91 bar (1320 PSI) , Falling 77 (1117 PSI) ± 7 bar (102 PSI) Brake Warning Pressure Switch, Rising <138 bar (2002 PSI) , Falling 122 (1770 PSI) ± 7 bar (102 PSI) Brake Valve, Cut-in pressure 157 (2277 PSI) +10 bar (145 PSI), Cut-out pressure 193 (2800 PSI) ±3 bar (44PSI) Optional Coupler Locking Valve Optional Coupler Locking Cylinders Pilot Control Valve Pilot Control Accumulator, 0.75 liter, 13.8 bar (200 PSI) precharge Bucket Cylinder(s), Z-bar single cylinder, XT dual cylinders Lift Cylinders Optional Ride Control Valve Optional Ride Control Accumulator, 3.78 liter, 14.5 bar (210 PSI) precharge Loader Valve Steering Cylinders Steering Control Valve Steering Back Pressure Valve, 8 bar (116 PSI) to 10 bar (145 PSI) Steering Back Pressure Sensor, Joystick Steering Only r Optional Joystick Steering Load Sense Resolver Optional Joystick Steering Valve Auxiliary Steering Accumulator, 0.32 liter, 60 bar (870 PSI) precharge Optional Auxiliary Steering Control Valve Auxiliary Steering Pump Auxiliary Steering Pressure Switch Pump 2, 821F 63 CC/REV DELTA P 24-26bar Cutoff 280 bar 921F 63 CC/REV DELTA P 21-23bar Cutoff 280 bar Pump 1, 821F 63 CC/REV DELTA P 28-30bar Cutoff 280 bar 921F 85 CC/REV DELTA P 24-26bar Cutoff 280 bar Priority Valve Brake Pump 100 Mesh Strainers Hydraulic Reservoir, 90 liter Reservoir Vent, 100 mesh, 0.03 bar check, 0.35 bar relief Filter, 10 micron media, bypass 3.4 bar (50 PSI), warning switch 2.7 bar (40 PSI) Oil Cooler Thermal Valve, 3 bar (44 PSI) ±0.6 bar (8.7 PSI) bypass Hydraulic Oil Cooler Oil Cooler Fan Standard Fan Valve Optional Fan Reverser and Variable Fan Speed Control Valve Steering Cylinder Relief Valve (2), 345 bar (5000 PSI) TORINO -Training center - (f.urso)

8A-5

721F-821F-921F

821F –921F M6-20 3 SPOOL Z-BAR -LOADER

224 b

8A – HYDRAULIC SCHEMATICS

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721F-821F-921F 8A – HYDRAULIC SCHEMATICS

821F- M6-20 3 SPOOL Z-BAR -LOADER

HYDRAULIC SCHEMATIC 821F Tier4B -3 spool Z-BAR

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721F-821F-921F 8A – HYDRAULIC SCHEMATICS

821F- M6-20 3 SPOOL Z-BAR –LOADER- OIL FLOW STREAM

70

70

41

42 71

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8A-8

721F-821F-921F 8A – HYDRAULIC SCHEMATICS

921F- M6-20 3 SPOOL Z-BAR -LOADER

HYDRAULIC SCHEMATIC 921F Tier4B -3 spool Z-BAR

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8A-9

721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

CONTENT Page EST LAYOUT

2

MAIN CHANGES (Versus Tier4a)

3

VEHICLE CONNECTOR SELECTION

4

CONTROLLER STATUS

4

PROGRAMMING -DOWLOAD AIC

5

RETRIEVE FAULTS CODE

10

MONITOR

12

CONFIGURATION

14

CONTROLLER TEST

16

E.A.S.Y.

23

EST FOR ZF TRANSMISSION

42

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

EST LAYOUT EST‐8.3.0.0 update 10 ‐ WHEEL LOADERS CASE SERIES F‐ TIER4B‐(OCT. 2015)

ON

OFF

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

Main change V/S Tier4a

EST‐8.3.0.0 update 10 ‐ WHEEL LOADERS CASE SERIES F‐ TIER4B‐(OCT. 2015)

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

DOWNLOAD-AIC

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

Light BLU FLASHING+CAN1 FLASHING

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

KEY OFF TO RESET

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

RETREIVE FAULTS CODE

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

MONITOR

BEFORE CHANGING MEASURE UNIT

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

AFTER CHANGING MEASURE UNIT‐ENGINE OFF

AFTER CHANGING MEASURE UNIT‐ENGINE ON

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

CONFIGURATION

NEWS

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

SAME FOR OTHER CONFIGURATION FUNCTION…

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

CONTROLLER TEST

NEWS

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

NEWS‐PRESIONE UREA FOR DOSING LEACAGE CHECK= 9 bar

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

once you started you can not stop selecting‐ABORT‐

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

E.A.S.Y.

Layout on tier4B cab

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

E.A.S.Y. (DIAGNOSIS)

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

ENGINE OFF

VALUE IN ENGLISH ENGINE ON

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

NEWS

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

FOR SAME VALUE IN METRIC (keep engine ON)

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

FOR SAME VALUE IN METRIC

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

E.A.S.Y. (TEST)

NEWS

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

NEWS

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

NEWS

Engine OFF

Engine ON TORINO -Training center- (f. urso)

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

NEWS

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

NEWS

Engine ON

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

Programming & specific function on tier4B not work from EASY but via EST, please see next image

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

EST FOR ZF TRANSMISSION

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

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721F-821F-921F Tier4B 09 – EST & CAN BUS LINES

KEY ON – TRANSMISSION IN NEUTRAL

NOW YOU TRY TO PLAY WITH OTHER

EST APPLICATIONS

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F-SERIES WHEEL LOADERS 721F I 821F I 921F

TIER 4 FINAL EU STAGE IV

FASTER, FUEL EFFICIENT

www.casece.com

EXPERTS FOR THE REAL WORLD SINCE 1842

F-SERIES WHEEL LOADERS

EXPERTS FOR THE REAL WORLD SINCE 1842 Case is founded.

1869

The first Case portable steam engine - road construction is born!

1958

The first Case 4-WD wheel loader, the W9, is introduced.

1969

Case begins skid steer loader production.

1998

Ride control on loader backhoes and skid steer loaders: another Case first. From 1998 Case Wheel Loaders run FPT engines, leaders in industrial engine technology.

2001

The exclusive mid-mounted Cooling Cube in Case wheel loaders means clean engine, reliability and massive bucket payloads.

2

1842

HERITAGE A TRADITION OF INDUSTRY FIRSTS

2011

The first wheel loaders with SCR engine technology and Proshift transmission lead to faster cycles and fuel economy.

2012

Case completes its Tier 4i (EU Stage IIIB) wheel loader range: once again, the first in the industry.

2015

Case wheel loaders achieve Tier 4 Final / EU Stage IV emissions standards.

3

F-SERIES WHEEL LOADERS

HIGH EFFICIENCY with no EGR or particulate filter The engine was developed and manufactured by our award winning sister company FPT Industrial, which produces over 500,000 engines per year and powers world record winners.

The in-house design leverages advanced technologies developed for commercial vehicles and agriculture, and introduces specific tailored solutions for off-road applications.

The NEF N67, with 6 in-line cylinders and a 6.7 litre displacement, is designed to offer both fuel efficiency and reliability with plenty of power available.

• The air intake flow is increased by a turbocharger with air-to-air cooling.

• The multiple injection delivers best-in-class high torque performance at low rpms.

• No EGR valve is used: 100% fresh air is taken for combustion without DPF and no extra cooling system is needed.

Our engine technology is so reliable that it is trusted by the French Sea Rescue service for their boats: what better guarantee could you wish for?

4

ENGINE KEEP IT SIMPLE

LOW EMISSIONS without particulate filter With HI-eSCR after-treatment, FPT technology meets EU Stage IV (Tier 4 final) emissions standards, a big step towards cleaner air. With this system, fewer components are involved, engine oil quality is not compromised and there is no need for a particulate filter (DPF) or

1996: EU Stage I US Tier 1

additional cooling.This allows for a very compact engine compartment, resulting in excellent rear visibility. In addition, the maximum temperature reached by HIeSCR is 500°C, 200°C below the maximum temperature of a particulate filter.

2011: EU Stage IIIB US Tier 4 interim

2015: EU Stage IV US Tier 4 final

It would take six months for a Tier 4 Final wheel loader with Hi-eSCR technology to produce the particulate and NOx emissions that a Tier 1 wheel loader would produce in one day.

5

F-SERIES WHEEL LOADERS

HIGH EFFICIENCY ProShift transmission ProShift transmission provides on average 1,5 litre/hour fuel saving and up to 20% faster cycle time.

This is the result of three premium features: 1. 5-speed transmission The 5 speeds allow to always work at lower rev’s compared to 4-speed transmission. Lower rev’s result in lower fuel usage.

When the ECO mode is selected not only the engine gives priority to fuel efficiency but also the transmission shifts at lower rev’s in order to increase fuel efficiency and noise emission.

2. Torque Converter Lock-up Wheel loaders continuously shift gears and every time diesel saving is achieved with: • Torque converter lock-up that kills viscous losses from 2nd up to 5th gear • Engine de-rating during gear shifts that kills torque peaks in the clutch and contributes to lower fuel usage 6

PROSHIFT TRANSMISSION GO FASTER, STAY EFFICIENT

EASY TO USE Intelligent clutch cut off with power inch 3.Power inch With Power Inch, positioning the loader is as smooth as with a hydrostatic transmission, with the added advantage of massive pushing power delivered by the torque converter.

This also prevents rolling back on slopes.

7

F-SERIES WHEEL LOADERS

• Multiple sintered bronze brake discs are cooled in an oil bath.

• Metal face seals are more resistant to water, fine debris and low temperatures.

HIGH RELIABILITY Case heavy-duty axles The heavy-duty axles are tougher, bigger and easier to service thanks to the 3-piece housing design. Wet multiple disc brakes, made of resistant sintered bronze, are located in each wheel hub. Our heavy-duty axles are engineered to support L5 or solid tyres for very abrasive environments. Solid tyres can be factory fitted.

A higher value results from: • 20-30% lower tyre wear because of no slippage between the wheels; • reduced fuel consumption because there is no friction in the differential • reduced downtime for maintenance because of fewer moving components with open differentials.

8

AXLES AND DIFFERENTIALS WHEN EFFICIENCY MEETS PRODUCTIVITY

COST SAVINGS 100% auto lock differential With open differentials, no friction is applied to reduce wheel slip. As a result, there is less tyre wear and lower energy losses.

With the 100% Auto-lock, 100% of the available torque is transmitted to the wheels to provide maximum tractive effort.

Taking a curve on solid ground

Loading on soft ground

With limited slip differential:

With 100% diff lock (optional):

With limited slip differential:

With 100% diff lock (optional):

Automatic slip limited engagement - Internal losses and wind up - Increased tyre wear

No engagement (open diff) - No energy loss - Less tyre wear

- 70% tractive effort transmitted to the wheels - automatic engagement

- 100% tractive effort transmitted to the wheels - automatic or manual engagement 9

F-SERIES WHEEL LOADERS HIGH RELIABILITY Case cooling cube The unique design of the CASE cooling cube, with five radiators mounted to form a cube instead of overlapping, ensures a constant flow of fresh and clean air from the sides and from the top, to maintain constant fluid temperatures.

The cube structure provides easy access to radiators for a more effective cleaning and serviceability: additional cleaning can also be easily done manually, with separate access to each radiator.

HIGH PAYLOAD Better weight distribution with the rear mounted engine

10

CASE COOLING CUBE THE ANTI-CLOGGING SOLUTION SUPERIOR COOLING EFFECTIVENESS Heavy-duty cooling Handling fertilizer, cereals, animal feed or other materials indoors usually leads to radiator clogging.

Case’s solution is the Heavy-duty Cooling option, which features: • Extra thin inlet grille that stops bigger particles • Sealed radiator covers that ensure the cooling air is 100% filtered • Wide core radiators increase self cleaning with the reversible fan and prevent clogging.

Available on 721F Waste Handler model and customisable on other models.

HEAVY-DUTY GRILLE OUTSIDE

Heavy-Duty

Standard

HEAVY-DUTY COOLERS INSIDE

Heavy-Duty

Standard

Designed for dusty environment The cooling system is mounted behind the cab, far from the rear bumper of the machine and from the ground: away from the dust.

11

MAIN REASONS TO CHOOSE THE F-SERIES FAST CYCLES ProShift transmission option reduces cycle times significantly thanks to the torque converter lock-up and the 5 speeds available.

HIGH EFFICIENCY Don’t be surprised to see your fuel usage dramatically lower by, from 2 to 7 liters per hour, compared to other technologies.

With Hi-eSCR and the Proshift option you will avoid significant energy losses and costs.

HIGH RELIABILITY - Heavy-duty axles - 100% differential lock - Unique cooling package

SAFE AND EASY MAINTENANCE The rear mounted engine below the electric easy-to open hood is accessible at ground level. Grouped drains rationalise maintenance operations.

12

COMFORTABLE AND SAFE CAB - ROPS/FOPS level 2 - Pressurised cab - Wider glazed area for unbeatable visibility - Spacious cab

SUPERIOR COOLING EFFICIENCY - Five radiators form a cube instead of overlapping.

- Designed to maintain constant fluid temperatures.

SAFE WITH FLAMMABLE MATERIALS LOW EMISSIONS We keep it simple! Hi-eSCR, our EU Stage IV (Tier 4 final) compliant technology does not require an EGR valve or a particulate filter.

You just need to add AdBlue once every 4 diesel refill.

The exhaust’s maximum temperature is 50% lower without DPF. AdBlue sprayed directly in the exhaust works as a sparks arrester while reducing NOx levels.

13

F-SERIES WHEEL LOADERS

17 AIR VENTS for optimised temperature control

COMFORTABLE AND SAFE CAB Wider and well protected cab • Our reinforced cab guarantees protection against roll over (ROPS) and falling objects (FOPS).

• Our cab is also certified P2 level according to European Standards EN143, which means that 94% of airborne particles are filtered. When working in particularly tough conditions, additional pressurisation and particle filtration can be fitted.

• On Waste Handler models windshield guards, provide protection from falling pieces of solid waste.

• The CASE Cab is 2.06 m3 and 1.64 m wide: it is the widest cab in the industry • The air suspended seat features a high back design and lumbar adjustment, a saving grace during long working days. It includes seat heaters which warm up cold winter mornings.

14

CAB COMFORT RULES

HIGH VISIBILITY Wide glazed surfaces and curved engine hood You’ll feel more confident and work faster with the great all-round visibility provided by the very low shape of the curved rear hood and the ample glazed surfaces.

COMFORTABLE AND SAFE CAB Low engine vibrations • The rear mounted engine is far from the cab, further enhancing operator comfort.

• Engine noise and vibrations are reduced by the 3-step injection: pre-, main- and postinjection.

15

F-SERIES WHEEL LOADERS

Windshield guard

Cylinder guards ejectors • Lift cylinder guard • Metal wrapped hoses • Debris ejector

Rear light guards

Bottom guards (front and rear)

Articulation and front cover

16

Front light guards

721F ADDITIONAL OPTIONS HEAVY DUTY PROTECTION

HIGH RELIABILITY A full range of protecting guards To make your wheel loaders last longer in the toughest conditions, Case offers a full package of 16 guards that you can select depending on the mission of each of your machines (on request on other models).

Less maintenance, more uptime.

SAFE WITH FLAMMABLE MATERIALS With Hi-eSCR system Handling wood, green waste and other flammable materials can be dangerous, especially outdoors. AdBlue sprayed directly in diesel exhaust reduces fire ignition risks. In addition, the maximum temperature of HI-eSCR is 500°C, 200°C less than the maximum temperature of a particulate filter.

17

F-SERIES WHEEL LOADERS

Hood opening and battery on/off switches. In case of flat battery, hood can be opened externally with Remote jump start

The layout of the components under the hood is optimised and results in easier maintenance.

Grouped drains for clean and quick oil changes

SAFE AND EASY MAINTENANCE Ground level serviceability • One-piece electric hood The positioning of the engine at the rear and the easy-to-open electric hood provide fast access to the service points. Jumper cables are available as standard for jump starting the engine if the battery is low.

• Grouped service points Don’t be surprised if you don’t see any safety handrails around the hood or steps behind the rear wheels, all service points are easily accessible at ground level. You can do a fast visual check of the hydraulic and transmission oil levels. The three drains are grouped together on the left side, so that fluids are easy and quick to replace.

• Greater safety All the main service points are easily accessible from the ground, so you can carry out your daily maintenance safely and efficiently.

18

MAINTENANCE AND TELEMATICS FAST AND EASY

THE SCIENCE BIT The Case SiteWatch telematics system uses a high-tech control unit mounted on each machine to collate information from that machine and from GPS satellites.

This data is then sent wirelessly through the mobile communication networks to the Case Telematics Web Portal.

SiteWatch: centralised fleet control benefits at your fingertips Measure your true asset availability and optimise it • Eliminate the “phantom fleet”: SiteWatch allows to identify spare units or under loaded machines on each site.

• Become able to reallocate units where they are more needed.

• Forward Maintenance Planning is easier since the actualised working hours are always available.

• Extend the benefits of SiteWatch to the rest of your fleet: SiteWatch can be installed on the units of other brands as well.

Challenge your Total Cost of Ownership!

• Being able to compare the fuel usage of different machine types will allow you choose the right equipment.

• Save on transport costs with planned and grouped maintenance tasks.

• Peace of mind, optimised uptime and lower repair costs: with preventive maintenance you can for example be alerted if the engine needs to be serviced and avoid a disruptive breakdown.

• Be able to compare your asset Return On Investment on different sites.

• Your equipment is used only during working hours. You can set up alerts so that you know if it is in use during the weekend or at night.

• Integrate with the programmed maintenance package, so that you can be sure every machine is at the right place at the right time.

More Safety, Lower Insurance Premium • Keep thieves away: dissuade them from attacking your asset because it is geo-localised. SiteWatch is hidden so that thieves can’t find it quickly.

• Your fleet is used only where you decide. You can define a virtual fence and receive an email when a machine exits that perimeter.

19

F-SERIES WHEEL LOADERS SPECIFICATIONS ENGINE

721F

821F

921F

FPT engine ____________ NEF N67 Cylinders ______________ 6 Displacement (l) _________ 6,7 Air intake______________ Turbocharger with air-to-air cooling.No EGR valve is used: Only fresh air is taken for combustion and no extra cooling system is needed.

Injection ______________ Common Rail Multiple Injection.

After Treatment System ___ HI-eSCR (DOC + SCR).

Emission level __________ Compliant with EU Stage IV and US Tier IV Final.

Max. power (kW) ________ 145 172 190 Max. power (hp) _________ 195 230 255 (@rpm) _______________ 2000 1800 1600 SAE J1995/ISO 14396 Max. torque (N.m) _______ 950 1184 1300 (@rpm) _______________ 1300 1300 1300 SAE J1349

TRANSMISSION Proshift: 5-speed powershift with lock up Lock-up clutch eliminates torque converter losses from second gear up to fith gear.

Power inch ____________ Proportional decluching depending on braking intensity.

Forward 1 (km/h) ________ 7 6.6 6.4 Forward 2 (km/h) ________ 13 11 11 Forward 3 (km/h) ________ 19 17 17 Forward 4 (km/h) ________ 30 26 26 Forward 5 (km/h) ________ 40 40 40 Reverse 1 (km/h) ________ 8 7 7 Reverse 2 (km/h) ________ 14 12 12 Reverse 3 (km/h) ________ 31 28 28 4-Speed powershift Intelligent Clutch Cut Off (ICCO) 7 7 Forward 1 (km/h) ________ 8 Forward 2 (km/h) ________ 13 12 12 Forward 3 (km/h) ________ 25 23 23 Forward 4 (km/h) ________ 37 37 36 Reverse 1 (km/h) ________ 8 7 7 Reverse 2 (km/h) ________ 13 13 13 Reverse 3 (km/h) ________ 26 25 25

AXLES AND DIFFERENTIAL Rear axle total oscillation __ 24° A-Choice ______________ Heavy duty axles with open differentials and automatic. 100% lock system on the front differential. 100% tractive effort on soft ground, no wheel slip, less tire wear.

B-Choice ______________ Standard axles with limited slip differentials front and rear 73% tractive effort on soft ground.

TYRES Tyres _________________ 20.5R25

20

BRAKES

721F

821F

Service brake __________ Maintenance free, self-adjusting wet 4-wheel disc brakes.

Brake disc area (m2/hub) __ 0.39 0.39 0.47 Parking brake __________ With the negative brake all four wheels are automatically stopped when the engine is stopped.

Disc brake area (cm2) _____ 82

HYDRAULICS Valves ________________ Rexroth Closed-center, Load sensing hydraulic.

Main valve with 3 sections.

Steering ______________ The steering orbitrol hydraulically is actuated with priority valve.

Automatic functions ______ Bucket Return-to-dig, Boom Return-to-travel, Boom Auto-lift.

Control type ____________ Pilot control with single joystick or two levers.

Type of pump __________ Tandem Variable displacement pump. (l/min) ________________ 206 240 282 (@rpm) _______________ 2000 2000 2000

AUXILIARY HYDRAULIC CIRCUIT Max flow (l/min) _________ 260 Max pressure (bar) _______ 224

260 224

260 224

246

288

288

41.3 28 13 91 180 35 + 35 34

41.3 30 13 91 180 40 + 40 34

41.3 30 13 91 200 42 + 40 34

SERVICE CAPACITIES Fuel tank (l) _____________ AdBlue tank (permanently heated by engine coolant) (l) ______ Cooling system (l) ________ Engine oil (l) ____________ Hydraulic oil tank (l) _______ Total hydraulic system oil (l) __ Front and Rear Axles (l) ____ Transmission oil (l) ________

CAB PROTECTION Protection against falling objects (FOPS) _____ Protection against roll over (ROPS) _________

ISO EN3449 ISO EN13510

SOUND AND VIBRATION In the cab - LpA (dB) _____ 70 70 70 (ISO6395/6396/3744) Outside - LwA (dB) _______ 103 104 104 (ISO6395/6396/3744) Vibrations ______________ Operator ‘s seat meets the criteria of ISO 7096:2000. The vibrations transmitted do not exceed 0.5 m/s²

ELECTRICAL SYSTEM 23.5R25

23.5R25

921F

24V. Batteries 2 x 12V. Alternator (A) ___________

65

SPECIFICATIONS 721F GENERAL DIMENSIONS

40°

5.75 m

R

C

D

B

3.38 m

A

32°

0.39 m

E

3.25 m L LOADER SPEED Raising time (loaded) Dump time (loaded) Lowering time (empty, power down) Lowering time (empty, float down)

2.03 m 2.65 m

5.2 sec 1.2 sec 2.5 sec 2.4 sec Z-BAR buckets 2.7 m3

721F

ABCDELR-

Volume, heaped (SAE) Volume at 110% fill factor Bucket Payload Maximum material density Bucket outside width Bucket weight Tipping load - straight Tipping load - Articulated at 40° Breakout force Lift capacity from ground Dump height at 45° at full height Hinge pin height Overall height Bucket reach at full height Dig depth Overall length without bucket Overall length with bucket on the ground Turning radius to front corner of the bucket Bucket rollback in carry position Dump angle at full height Machine operating weight with XHA2 (L3) tyres Machine operating weight with X-mine D2 (L5) tyres

XR buckets

2.4 m3 w/QC

2.7 m3 bucket

XT buckets 2.4 m3 w/QC

2.4 m3 w/QC

Bucket with bolt on:

edge

teeth

edge

teeth

edge

teeth

edge

teeth

edge

teeth

m3 m3 kg tonnes/m3 m kg kg kg kg kg m m m m cm m m m ° ° kg kg

2.7 3.0 5440 2.0 2.73 1237 12435 10881 14236 13607 2.93 3.98 5.52 1.13 7.4 6.53 7.65 6.3 43 55 14225 14924

2.7 3.0 5369 2.0 2.73 1344 12292 10738 12885 13480 2.86 3.98 5.52 1.21 7.4 6.53 7.76 6.4 43 55 14532 15231

2.4 2.6 5299 2.2 2.47 1656 11356 10599 12185 13419 2.82 3.98 5.51 1.28 6.2 6.53 7.83 6.3 38 61 14844 15543

2.4 2.6 5325 2.2 2.47 1619 11405 10649 11284 13462 2.74 3.98 5.51 1.36 6.7 6.53 7.95 6.3 38 61 14807 15506

2.7 3.0 4533 1.7 2.73 1237 10419 9066 14160 11302 3.33 4.37 5.91 1.13 7.6 6.85 7.65 6.5 41 55 14644 15343

2.7 3.0 4464 1.7 2.73 1344 10280 8927 12817 11177 3.26 4.37 5.91 1.21 7.7 6.85 7.76 6.5 41 55 14751 15450

2.4 2.6 4385 1.8 2.47 1656 10129 8770 12040 11072 3.21 4.37 5.90 1.28 6.5 6.85 8.18 6.5 36 61 15063 15762

2.4 2.6 4409 1.8 2.47 1619 10177 8818 11151 11115 3.14 4.37 5.90 1.36 6.9 6.85 8.30 6.5 36 61 15026 15725

2.4 2.6 4924 2.1 2.47 1627 11280 9847 12016 13096 2.77 4.16 5.67 1.27 21 6.52 8.12 6.2 58 54 14915 15614

2.4 2.6 4946 2.1 2.47 1590 11326 9893 11193 13111 2.69 4.16 5.66 1.36 21.3 6.52 8.24 6.3 58 54 14878 15577

21

F-SERIES WHEEL LOADERS 821F GENERAL DIMENSIONS 40°

6.03 m

R

C

D

B

3.45 m

A

32°

0.44 m

E

3.34 m L LOADER SPEED Raising time (loaded) Dump time (loaded) Lowering time (empty, power down) Lowering time (empty, float down)

2.23 m 2.88 m

6.2 sec 1.2 sec 2.9 sec 2.5 sec

Z-BAR buckets 3.4 m3

821F Bucket with bolt on:

ABCDELR-

22

Volume, heaped (SAE) Volume at 110% fill factor Bucket Payload Maximum material density Bucket outside width Bucket weight Tipping load - straight Tipping load - Articulated at 40° Breakout force Lift capacity from ground Dump height at 45° at full height Hinge pin height Overall height Bucket reach at full height Dig depth Overall length with bucket on the ground Overall length without bucket Turning radius to front corner of the bucket Bucket rollback in carry position Dump angle at full height Machine operating weight with XHA2 (L3) tyres Machine operating weight with X-mine D2 (L5) tyres

3

m m3 kg tonnes/m3 m kg kg kg kg kg m m m m cm m m m ° ° kg kg

XR buckets 3.2 m3

3.2 m3

2.8 m3

edge

teeth

edge

teeth

edge

teeth

edge

teeth

3.4 3.7 6146 1.80 2.95 1550 14203 12293 15076 17976 2.94 4.12 5.49 1.17 7 7.94 6.78 6.6 44 55 17694 18592

3.2 3.5 6268 1.94 2.95 1460 14465 12536 16133 18137 2.86 4.12 5.49 1.13 5 8.06 6.78 6.7 44 55 17604 18502

3.2 3.5 6184 1.93 2.94 1520 14284 12367 15473 18055 2.96 4.12 5.45 1.15 7 7.90 6.78 6.6 44 55 17664 18562

3.1 3.4 6295 2.03 2.94 1430 14523 12590 16676 18201 2.88 4.12 5.45 1.27 5 8.03 6.78 6.6 44 55 17574 18472

3.2 3.5 4878 1.53 2.95 1520 11366 9756 15721 13725 3.34 4.56 5.89 1.26 14 8.39 7.24 6.9 43 49 18046 18944

3.1 3.4 4970 1.60 2.94 1430 11562 9941 16953 13885 3.33 4.56 5.89 1.38 11 8.52 7.24 6.9 43 49 17956 18854

2.8 3.1 4968 1.77 2.95 1366 11547 9936 18032 13938 3.50 4.56 5.73 1.14 14 8.23 7.24 6.8 43 49 17892 18790

2.5 2.8 5123 2.05 2.94 1276 11889 10246 19496 14237 3.43 4.56 5.73 1.26 11 8.35 7.24 6.8 43 49 17802 18700

SPECIFICATIONS

921F GENERAL DIMENSIONS 40°

6.03 m

R

C

D

B

3.45 m

A

30°

0.44 m

E

3.34 m L LOADER SPEED Raising time (loaded) Dump time (loaded) Lowering time (empty, power down) Lowering time (empty, float down)

2.23 m 2.88 m

6.2 sec 1.4 sec 3.8 sec 3.1 sec

Z-BAR buckets

XR buckets

4.0 m3

4.0 m3

921F Bucket with bolt on:

ABCDELR-

Volume, heaped (SAE) Volume at 110% fill factor Bucket Payload Maximum material density Bucket outside width Bucket weight Tipping load - straight Tipping load - Articulated at 40° Breakout force Lift capacity from ground Dump height at 45° at full height Hinge pin height Overall height Bucket reach at full height Dig depth Overall length with bucket on the ground Overall length without bucket Turning radius to front corner of the bucket Bucket rollback in carry position Dump angle at full height Machine operating weight with XHA2 (L3) tyres Machine operating weight with X-mine D2 (L5) tyres

3

m m3 kg tonnes/m3 m kg kg kg kg kg m m m m cm m m m ° ° kg kg

edge

teeth

edge

teeth

4.0 4.4 7205 1.8 2.98 1922 16765 14409 17738 21587 2.86 4.12 5.71 1.05 7 7.92 6.78 6.6 44 50 20068 20966

3.8 4.2 7245 1.9 2.98 1807 16867 14491 18886 21735 2.86 4.12 5.71 1.16 7 8.07 6.78 6.7 44 50 19953 20851

4.0 4.4 5695 1.4 2.98 1922 13361 11389 18061 16739 3.22 4.56 6.15 1.19 14 8.41 7.24 6.6 43 44 20210 21108

3.8 4.2 5735 1.5 2.98 1807 13463 11471 19209 16887 3.22 4.56 6.15 1.3 14 8.56 7.24 6.7 43 44 20095 20993

23

www.casece.com

Form No. 20090GB - Printed in Italy - MediaCross Firenze - 07/15

EXPERTS FOR THE REAL WORLD SINCE 1842

CNH INDUSTRIAL DEUTSCHLAND GMBH Case Baumaschinen Benzstr. 1-3 - D-74076 Heilbronn DEUTSCHLAND

CNH INDUSTRIAL FRANCE, S.A. 16-18 Rue des Rochettes 91150 Morigny-Champigny FRANCE

CNH UK LTD Unit 4, Hayfield Lane Business Park, Field Lane, Auckley, Doncaster, DN9 3FL UNITED KINGDOM

CNH INDUSTRIAL - SOUTH AFRICA Waterfall Business Park Bekker Street, Howick Close 1685 Midrand - Johannesburg REPUBLIC OF SOUTH AFRICA

CNH INDUSTRIAL MAQUINARIA SPAIN, S.A. Avda. José Gárate, 11 28823 Coslada (Madrid) ESPAÑA

CNH INDUSTRIAL ITALIA SPA Strada di Settimo, 323 10099 San Mauro Torinese (TO) ITALIA

CASE CUSTOMER CENTRE PARIS RN 330 - Penchard 77122 - Monthyon FRANCE

CNH INDUSTRIAL - MIDDLE EAST DAFZA – Dubai Airport Free Zone West Wing 4 B, Office 642 P.O. Box 54588, Dubai, UNITED ARAB EMIRATES

NOTE: Standard and optional fittings can vary according to the demands and specific regulations of each country. The illustrations may include optional rather than standard fittings - consult your Case dealer. Furthermore, CNH Industrial reserves the right to modify machine specifications without incurring any obligation relating to such changes.

Conforms to directive 2006/42/EC

Customer Custome C sto

Assistanc ce

00800-2273-7373

The call is free from a land line.

Check in advance with your Mobile Operator if you will be charged. Toll free number not available from all calling areas.