Condor 4046N Operation, Maintenance & Parts Manual - PDF DOWNLOAD

OPERATION/MAINTENANCE AND ILLUSTRATED PARTS MANUAL FOR YOUR CALAVAR SE

INDUS TRIAL MODEL- 4046N Calayar Corporation _provides this mar,iya or the g uidance of ,all owners, operatOr rvicin ersonnel obtain ltai ion possi rouble- r fc It Co ns eller a a; ecificatio instructions; recommended lu rica ion roc vendor:. information a S Ica 70illust rated- arts breakdown an ci sectio n safet

Model Serial No..

Date -Deliver CM-MICR

Note:. . Additional copies of this , manual can be obtained. through the Parts .Department at Cal'avar,

40461Y9-713407-77

INDUSTRIAL SELF-PROPELLED CONDOR PARTS AND MAINTENANCE MANUAL

INTRODUCTION The function of the Parts and Maintenance Manual is to first provide the Customer with a complete and up-to-date Parts Manual covering models presently in production and second, to aid in ordering correct parts. If used properly, it will provide the customer with a source of information that will aid in solving quickly and inexpensively the bulk of maintenance problems.

Under the various sections called out in the index, Calavar has included all of the specifications sheets from the manufacturers of component parts that make up the Condor, as well as a general troubleshooting guide directed solely to the Condor as a completed unit.

Throughout this manual reference is made to unit serial numbers, and the use of this number when ordering parts will assist our parts department in giving you prompt and accurate service. The use of correct serial numbers and part numbers will also expedite completion of warranty claims sent to Calavar. Serial numbers should also be used at all times in phone conversations to Calavar's service personnel.

This manual has been produced as a valuable tool for our customers.

It is in your best interest that time be spent to read and under stand all the sections in the manual.

Calavar has included a special section that deals with the safe operation of the Self-Propelled Condor, as well as information about certain items that must be inspected periodically to ensure a safe operating unit.

. 4046N/9-80

IMPORTANT UNLOADING INSTRUCTIONS FOR THE

SELF-PROPELLED CONDOR, INDUSTRIAL MODEL 4046N 1.

BEFORE UNLOADING THE CONDOR, INSPECT FOR ANY PHYSICAL DAMAGE. NOTE ANY SUCH DAMAGE ON THE FREIGHT BILL AND REPORT SAME TO CARRIER.

2.

CAUTION. The Self-Propelled Condor, Industrial Model 4046N, weighs approximately 15,500 lbs., and must be unloaded on a sturdy ramp. If possible, select a site for unloading the unit that is suitable for making the installation check-out and inspection. A procedure form has been provided and must be completed before putting the CONDOR into service.

3.

Operating instructions are located on a placard on the inside of access door to ground controls. Before starting the engine, check out the items as instructed on the placard and then proceed to operate the CONDOR following the Check Out Instructions.

NOTE:

Grasp the control handle knob as if it were a ball, squeezing the fingers will lift the bottom side of the control knob. This unlocks the control handle so that it can be moved in either direction. When released and brought back to neutral position, it will again lock.

CAUTION:

The lift controls are proportional type, with the speed of movement dependent on the position of the control lever.

Controls should always be moved gradually. The normal driving position fOr. the Condor is the counterweight over the drive wheels, and the decal for controller movement is based on this configuration. When the counterweight is positioned over the steering end of the unit, the drive and steering controls will be reversed. Try each control momentarily to orient yourself on the direction of operation.

CAUTION: Before driving the unit down the ramp, test the automatic braking system by moving the CONDOR slightly back and forth and see that the brakes apply each time the drive control goes back to neutral position. Move the unit on the truck or trailer and down the ramp approximately a foot at a time allowing for steering corrections to be made. Keep unit in alignment with the carrier and the ramp during the unloading procedure. It may be necessary to elevate the boom slightly to clear the ground as you proceed down the ramp.

4046N/9-80

4. Some CONDOR models are equipped with a slope sensing device which has been incorporated into the system to indicate a 5° out-of-level condition. This safety system is operational only when the boom is above horizontal or at minimum extension.

This device will automatically cancel all boom functions at both control stations when the CONDOR is subjected to an out-of-level condition of 5° or more. An indicator light located in the aerial control console will also warn of this condition.

Once CONDOR has reached an out-of-level condition of 5° and boom functions are inoperable, the operator may at his option, correct the situation normally by reversing drive direction, or by selecting an alternate route.

The slope sensing device is a safety system and must not be disconnected. Should this system be found inoperative, the CONDOR must be grounded and must not be used until this system has been repaired.

4046N/9-80

FACTORY RECOMMENDED TRANSPORTING DIAGRAM

404AN/A-Rn

CHECK-OUT INSTRUCTIONS The following instructions are a step-by-step procedure for checking out the Self-Propelled Condor, Industrial Model 4046N, while at the same time acquainting operating personnel with its operation. The procedure will not take over an hour and is time well spent to give both operator and maintenance personnel a better understanding of the operation of the CONDOR, and also to provide an opportunity to acquire experience in the operation of the Self-Propelled Condor.

Prior to placing the Self-Propelled Condor, Industrial Model 4046N, into service, a full check-out of the unit should be made and the Installation Inspection Report completed and returned to the factory.

Each unit has undergone a thorough Quality Control Inspection and each unit leaves Calavar in a first class condition. Unfortunately in transportation damage may occur, and you should be aware of such damage and make a note on the consignee copy of the freight bill.

Calavar Corporation is not responsible for damage to units in transit.

1. Visually inspect all parts of the CONDOR that are exposed.

Check for loose nuts, bolts, damaged hydraulic lines, broken wires or structural damage.

. IMPORTANT! Check tires for cuts and etc. They were filled by the vendor with a rubber product called "Stafill."

3.

Check hydraulic oil level---add Dexron II A.T.F. oil, if required.

4.

Fill gas tank, use regular gasoline only.

5.

Check battery with an hydrometer. Battery must have a full charge.

All hydraulic valves are located on a panel inside turret cover and are exposed by opening the inspection cover. Close this door, after visual inspection of turret compartment, before placing unit in service.

7. Turn on master switch at ground station located inside access door. Depress Start Button and allow engine to warm up at idle (the choke is automatic). After unit has warmed up and with Ground/Aerial Selector Switch in ground position, unit can now be operated by activating switches marked BOOM UP, BOOM DOWN, TURRET ROT., LEFT OR RIGHT, and BOOM EXTEND OR RETRACT. Stop button will kill engine with a momentary touch only. It is not necessary to turn master switch off between running operations. This switch only provides the operator with a means of electrically locking unit. Close access door.

4046N/9-80

8. With Master Switch ON, switch to AERIAL POSITION. Condor can be started or stopped from AERIAL POSITION. Position unit in an area that is free from any overhead obstruction. Lift bottom of Controller Knob for BOOM UP, push slowly to the UP position and raise boom about six (6) feet. When released, the controller will return to neutral position automatically. Learn to operate controller slowly to obtain the smoothest possible operation.

9. The Self-Propelled Condor, Industrial Model 4046N, has been de signed to drive with the counterweight over the drive wheels.

This configuration will provide the best traction and a familiar driving position.

10. A modular valve is located on the base between drive wheels. It contains several features---a flow divider cartridge, two diverter cartridges, a two-speed solenoid cartridge, a flow control and check valve cartridge, and an additional counterbalance valve is in the pressure lines and the modular valve. This modular valve performs the necessary functions of dividing the oil for slow speed travel with adjustable differential action to round corners, as well as diverting the oil flow for high speed travel. The counterbalance valve softens the brake release and application efficiently without an accumulator.

11. The wheel drive has the following features: A.

There is a HIGH/LOW speed selection (toggle switch) on the aerial control box.

B.

In HIGH speed mode, the boom in stowed position, the vehicle has a 0 - 3 MPH speed capability (fully proportional).

C.

In HIGH speed mode, no aerial functions can be operated (even if operator activates the controllers for aerial functions).

D.

In LOW speed mode, the vehicle has 0 - 1.5 MPH speed capability (fully proportional).

E.

All aerial functions can be operated only in LOW speed mode.

F.

At no time can the operator shift from HIGH to LOW on-the-go. (i.e.: HIGH/LOW toggle switch can only be functional when controller for drive function is in the neutral position.)

12. Operate boom at HORIZONTAL position until you have familiarized yourself with the operation and how the controllers feel. The smoother you are with the controller, the smoother the unit will respond. .

13. Gradually operate unit up to maximum elevation and extension.

4046N/9-80

14. Some Self-Propelled Industrial Condor Models are equipped with an optional slope sensing device which has been incorporated into the system to sense a 5° out-of-level condition. This safety system is operational only when the boom is above horizontal or at minimum extension. This device will automatically cancel all boom functions at both control stations when unit is subjected to an out-of-plumb condition of 5° or more. An indicator light located in the aerial control console will also warn of this condition.

Once unit has reached an out-of-level condition of 5° or more and boom functions are inoperable, the operator may at his option, correct the situation normally by reversing drive direction, or by selecting an alternate route. Even though this is a. safety device, it must not be considered as a fail-safe system. The operator must use normal safety precaution when operating this equipment. The slope sensing device is a safety system and must not be disconnected. Should this system be found inoperative, the unit must be grounded and must not be used until this system has been repaired.

4046N/9-80

CAILINVAIRI

CORPORATION

9200 SO. SORENSEN AVE. SANTA FE SPRINGS, CALIFORNIA 90670 • 213/921-5521 • TELEX 69-8378 • CABLE: CALACORP

WARRANTY Calavar Corporation ("Calavar") warrants each new aerial work platform made by Calavar and-bearing the trademark "Condor" to be free from defects in material and work manship. .

The obligation and liability under this Warranty is expressly limited to repairing or, at Calavar's option, replacing free of charge at its factory in Santa Fe Springs, California or at an authorized repair facility as designated by Calavar, any part proving defective under normal use and service within 180 days after said aerial work platform is first placed in service or within one year after the original shipment of said aerial work platform from Calavar's plant, whichever first occurs.

Parts claimed to be defective and for which repair or replacement is desired shall be if requested by Calavar, returned transportation prepaid to Calavar's factory for inspection Replacement parts provided under the terms of this Warranty are for the remainder of the Warranty period applicable to the aerial work platform in which they are installed as if such parts were original components of the aerial work platform.

THIS WARRANTY IS IN LIEU OF ALL OTHER WARRANTIES, EXPRESSED. OR IMPLIED, INCLUDING BUT NOT LIMITED TO WARRANTIES OF MERCHANTABILITY AND FITNESS FOR ANY PARTICULAR PURPOSE, AND THE OBLIGATION AND LIABILITY OF CALAVAR UNDER THIS WARRANTY SHALL NOT INCLUDE ANY TRANSPORTATION OR OTHER CHARGES OR THE COST OF INSTALLATION OR ANY LIABILITY FOR DIRECT, INDIRECT OR CONSEQUENTIAL DAMAGES OR DELAY RESULTING FROM. THE DEFECT.

Any operation beyond rated capacity or the improper use or application of equipment or the substitution upon it of parts not approved by Calavar or any alteration or repair by others in such manner as, in Calavar's judgment, to affect the equipment materially and adversely shall void this Warranty. No representative of Calavar is authorized to change this Warranty in any way, and no attempt, effort or promise to repair equipment of Calavar either by Calavar or by any representative of Calavar at any time shall change or extend this Warranty in any way. This Warranty covers only new and unused aerial work platforms manufactured by Calavar. Products or parts manufactured by others are covered only by such warranties as are extended to Calavar by its suppliers.

Form No. 280 • 2500 • 379

Printed in U.S.A.

CONVERSION TABLE DEGREES TO PERCENTAGE

100%

*

Since the conversion of gradeability is often referred to.

95%

in percentages and then on. the other hand often referred

90% 85%

to in degrees, this chart is being provided for your

80% convenience to quickly convert percents to

75%

degrees.

70% 65% 60% 55% 50% 45% 40% 35% •

30% 25% 20% 15% 10% 5%

100 ft.

4046N/9-80

HYDRAULIC SYSTEM 4046N The hydraulic system for the self-propelled Condor Industrial Model 4046N uses a Sundstrand Series 18 flow and pressure compensated piston pump driven directly from the engine shaft.

Flow from the pump is connected to the H.P.I. Proportional Control Valve Assembly. The pump has a sensing port that is connected to the control valve assembly so as to measure pressure drop across an orifice and automatically adjusts the pump displacement to match the size of the orifice (or valve spool opening). Maximum pressure is 2,500 psi and is set and maintained by the pump pressure compensator. Load sensing differential pressure is 300 psi and is set and maintained by the pump flow compensator.

With engine running at idle, valve spool in neutral, no pump flow exists.

The pump stand-by pressure will equal the selected load sensing differential (300 psi).

The H.P.I. Valve Assembly is a load sensing type 4-way directional and proportional control system, operated by a variable DC electrical signal (0-12 V DC).

The valve assembly is composed of a manifold, drilled and ported to accommodate four solenoid valves, four cartridge compensators, various orifices, shuttle valves and a solenoid operated auxiliary function module, making it possible to perform one or more independent or simultaneous operations of load (drive, boom up or down, boom extension or retraction, and/or turret rotation).

When all valves are in the neutral position, the pump at zero flow and at bias pressure (300 psi), and one or more controller is moved, an electrical signal causes the directional valve spools to move proportionately to the controller lever movements. Small controller lever movement results in small spool movement in the directional valve, maximum controller lever movement results in maximum spool movement in directional valve.

The valve compensator controls flow to its repsective 4-way valve. The internal shuttle valve system senses the highest load pressure and directs it to the pump control. The pump then strokes to the total flow requirements of the 4-way valves at a pressure equal to its highest load plus bias pressure. (Note: Initial movement of any controller will advance the engine throttle to the required pre-established rpm.

This is done electrically through use of a solenoid.)

The auxiliary function module has a built-in solenoid valve. When energized, flow from the pump will be directed to the auxiliary functions of platform leveling, steering, and platform rotation, if option is installed. Because there is not a compensator in this sysstem to establish the load sensing back to the pump upon energizing the solenoid, flow going to the auxiliary functions will see maximum system pressure.

4046N/9-80

The pressure fitting at the H.P.I. Valve Assembly is fitted with a pressure test port. Using a 0 - 5,000 psi gauge, the system pressure can be checked. With engine running at a prescribed high rpm, the pump will go to full stroke when the steering is activated to a cramp angle. Pump compensator pressure setting is 2,500 psi. As the steering control is returned to neutral allowing the engine to idle, the bias pressure of 300 psi should appear on the pressure gauge.

4046N Cylinders have built-in holding valves.

Topping has a single holding valve set at 3,500 psi. le Boom extension and retraction has double holding valves set at 4,650 psi.

Slave leveling has double pilot operated check valves.

EMERGENCY POWER SYSTEM 4046N Industrial Condors are equipped with a small emergency auxiliary electric driven pump. This system can lower the boom, retract the boom, and rotate the turret, one function at a time.

4046N/9-80

ELECTRICAL SYSTEM Electrical Schematic Drawings are located at the back of the Parts and Maintenance Manual and should be referred to for a better understanding of the Condor electrical system.

The Self-Propelled Condor, Industrial Model 4046N, utilizes a 12-volt direct current system with a negative ground. All electrical components with the exception of the proportional control valves, operate directly from the 12 V DC source. The proportional control valves are energized at the ground control station through toggle switches which have a resistor on the supply terminal. The resistor drops the voltage to a level for continuous operation. The Aerial Control Station contains lever type proportional controllers which are designed to deliver the required proportional voltage to the valves through the entire movement of the controller handles.

To prevent early problems and to aid in troubleshooting the electrical system, the use of a hydrometer will determine the condition of the battery. Although the battery may have enough charge to start the Wisconsin Engine, it may not have adequate capacity to operate the H.P.I. Valve. Check the specific gravity of the battery. An acceptable reading on a fully charged battery will read approximately 1,200 on a hydrometer.

The Ground Control Station is primarily an emergency control station.

Anyone on the ground can transfer operation from the operator in the platform by switching the aerial ground toggle switch to the ground position.

When in the ground position, lift, rotation, extension and retraction are controlled with momentary bi-directional toggle switches. (Speed is controlled with rotary potentiometer at the ground panel.)

Each of the ground toggle switches, when activated, electrically energizes the throttle solenoid which advances the engine rpm to 2,150 rpm. The function selected is now hydraulically and electrically energized and operational.

Proportional Speed Controllers used to control drive, lift, turret rotation, boom extension/retraction, are located at the aerial station.

Bi-directional toggle switches are used for 5teering, tilt and platform rotation.

NOTE See O.E.M. Literature, Vendor's Section, for details of operation and adjustment.

4046N/9-80

Engine start and stop at the aerial station and ground station are independent circuits. The Condor can be started or stopped at any time from either position. After the master switch has been turned on, depress start button. To stop takes only a momentary touch of the stop button.

NOTE The engine stop circuit is considered a safety feature and must be maintained as a safety item.

To perform electrical checks, turn master switch on. Remove engine coil wire from coil and depress engine start button momentarily. This resets the main latching relay and will energize the entire electrical system.

NOTE Watch ammeter for a discharge condition. Should a discharge reading occur, momentarily depress start button again, and continue this procedure until a no discharge condition prevails.

See troubleshooting procedures of O.E.M. Literature in Vendor Section.

4046N/9-80

CALAVAR SELF-PROPELLED CONDOR INDUSTRIAL MODEL 4046N

SPARE PARTS LIST Stock will vary depending on units in inventory and type of use.

85120K-2, or 8502-K2 8511-K-2, or 8501-K2 8502-K-4, or 8512-K4 9518 KB-17D-1-12V SW-3 E-30 109-220-101

Switch Switch Switch Key Switch Latching Relay Solenoid Stop-start Button Circuit Breaker

WISCONSIN ENGINE PARTS VJ-68 VJ-59 DJ-16J 1GS-2224LB 1BB-204255

Rectifier Module Regulator Module Champion Spark Plug Point Set Condensor

O.E.M. PARTS MS4M2319

O.E.M. Standard Controller

H.P.I. PARTS 25108-02

Coils

HYDRAULIC SPARE PARTS S-29 RUI-40-S4 2950-34 25114-S

Oil Filter (System Return) Oil Filter (Engine) Steering Cyl .i Seal Kit Leveling Cyl. Seal Kit Master Leveling Cyl. Seal Kit 25372S Topping Cyl. Seal Kit 25369S Extension Cyl. Seal Kit 32585 (2 each) Cartridge Holding Valve Ext. Cyl. 32586 Cartridge Holding Valve Topping

4046N/9-80

Lubrication Type EP 90 Oil Temperature • Continuous — 160°F • Intermittent — 200°F Oil Change • Initial — After 50 hours of operation • Subsequent — 1000 hours or one year which ever comes first Oil Fill Level • Unit mounted horizontal — half-full

• Shaft or spindle mounted down — lubrication must be as high as top of cluster bearings per chart

4046N/9-80

BOOM PIVOT PIN 2 PLACES INTERVAL SYMBOL rTh SEMI ..)MONTHLY

A MONTHLY

LUBRICANT

C G - CHASSIS GREASE E 0-

E Nor E

0

GEAR OIL PRAY

— 4 MONTHS OR 100 HOURS

0

ANNUALLY

HYDRAULIC LINE FILTER

S

L_

SL .

HYDRAULIC u TANK OIL "

HYDRAULIC TANK FILTER

STEERING KNUCKLE 2-EACH SIDE TIE RODS 1- EACH SIDE

TOPPING CYLINDER 2- PLACES ENGINE OIL DIP STICK

PLATFORM ROTATION CYLINDERS STEERING PIVOT PIN I - PLACE 2-PLACES

MASTER LEVELING CYLINDER 2-PLACES TYPE OF LUBRICANT CG SHELL DARNA AX70330 or EQUIVALENT EO - S.A.E. 30 WEIGHT GO - SAE 90 WEIGHT EP SL - CROWN 7045 HEAVY DUTY OPEN GEAR AND WIRE ROPE LUBE OR EQUIVALENT

SPEED REDUCER

CRANKCASE FILL

TORQUE HUB RING GEAR 2' PLACES \CRANKCASE DRAIN ENGINE OIL FILTER WHEEL PLATFORM PIVOT PIN 3-PLACES

WHEEL BEARINGS BEARING GREASE

PLATFORM LEVELING CYLINDER 2- PLACES

HYDRAULIC OIL SPECIFICATIONS for CALAVAR AERIAL WORK PLATFORMS

OIL COMPANY

Brand Name

Chevron

Gulf

ATF Dextron II D Series

ATF Dexron II

Union

Mobil

ConoCo

Donax T6

ATF Dexron

ATF 220

Dexron II

200 52,3

187 50

170 50

172

159

145

Shell

Viscosity, SUS @ 100° F SUS @ 210° F

205 50.1

195 50,4

175 49

Viscosity Index Typical

150

155

160

Flash Point ° F

350°

405°

390°

395°

320°

365°

Pour Point

-45°

-50°

-45°

450

50 0

-4 O

4046N/9-80

TROUBLESHOOTING GUIDE In the following section are possible problems and their solutions. This will save down time and provide a starting point for the mechanic to troubleshoot and isolate the cause for malfunction.

PART 1 - WISCONSIN ENGINE 1. ENGINE WILL NOT START (will not turn over) A Check B Check C Check D Check E Check

battery and connection starter solenoid master switch latching relay starter

ENGINE WILL NOT RUN (engine turns over) A Check B Check C Check D Check E Check

gas ignition coil and points fuel pump and fuel line choke and air cleaner fuel filter

3. ENGINE WILL NOT START - LP GAS A L.P. bottle opened too fast B Fuel line connection to bottle loose C Fuel flow to carburetor (lock off filter & vacuum switches) D Fuel storage tank empty E Regulator or carburetor frozen. Fuel tank too full (drawing liquid) 4. LOSS OF POWER (engine) A Timing B Governor setting (refer to Wisconsin engine manual) C Engine rpm too low D Wrong fuel (regular gas only) 5. UNIT WILL NOT START (electrical) A Battery dead B Battery connection C Solenoid bad D Check battery alternator

4046N/9-80

PART II - ELECTRICAL 1. BATTERY DEAD A Master switch left on with start circuit energized B Alternator inoperative (regulator or rectifier module) C Batter not to full charge a Dead Battery b Condor battery used to jump start other equipment 2. FUNCTION INOPERATIVE FROM GROUND AND AERIAL A Check B Check C Check D Check

controller and toggle switch wiring for continuity solenoid coils for voltage into circuit

3. FUNCTION INOPERATIVE FROM EITHER GROUND OR AERIAL A Refer to Item 2 above 4. FUNCTION INOPERATIVE (Solenoid valve assembly A Check coil on solenoid valve B Refer to Items 2 and 3 C Check toggle switch 5. NO HYDRAULIC PRESSURE (engine running no high rpm) A Check oil level in hydraulic tank B TeSt operate the manual override of any funCtion C Open hydraulic tank gate valve • FUNCTION WILL CREEP WHEN NOT IN USE (high engine rpm) A Check controller for null B Check for voltage crossing over into another circuit C Air in end cap

PART III - HYDRAULIC 1. FUNCTION INOPERATIVE (engine running high rpm, hydraulic pressure at 2,500 psi).

A Check if auxiliary function solenoid energized B Check for stuck spool in auxiliary function valve module

4046N/9-80

2.

NO LOAD SENSING DIFFERENTIAL PRESSURE A Flow compensator spool stuck

3.

LOW OR NO HYDRAULIC PRESSURE A Refer to Item 5 - Electrical B Check compensator on pump C Check oil tank gate valve

PART IV - DRIVE I. LOSS OF DRIVE POWER A Pump pressure set too low B Driving unit in high gear C Engine rpm too low D Bad drive motor 2. UNIT WILL NOT MOVE FORWARD OR REVERSE A Check torque hub (may be out of gear) B. Refer to Item 2 - Electrical Section 3. UNIT WILL NOT SHIFT TO LOW OR HIGH A Check limit switch (boom elevation and extension) B Check two-speed toggle switch and wiring C Check hydraulic tow-speed solenoid valve cartridge in modular valve 4. NO STEERING A Check toggle switch and wiring B Check coil on Waterman valve C Damaged steering cylinder or broken hydraulic line NOTE: Above would apply to platform rotation and tilt

4046N/9-80

PART V - BOOM OPERATION 1. NO LIFTING POWER

A Internal leak (cylinder) B Check system hydraulic pressure. Refer to specification page for applicable unit 2. BOOM BLEEDS DOWN

A Holding valve topping cylinder B Internal leak (cylinder) 3. BOOM RETRACTS (bleeds in or out) A Check holding valve B Internal leak (cylinder) 4. EXCESSIVE BOOM PLAY A Missing or worn wear pads

PART VI - TURRET 1. EXCESSIVE TURRET ROTATION BACKLASH (turret rotation )

A Check rotation gear box (loose) B Check brake in gear box (tighten) C Check ring gear bolts for torque (140 lbs. turret, 80 base) 2. BROKEN PIN RETAINERS BOTH TURRET AND BOOM A Lack of lubrication

4046N/9-80

PREVENTIVE MAINTENANCE This section is devoted strictly to preventive maintenance. By using the Condor Installation Inspection Report as a guideline, the owner has a starting point from which a successful preventive maintenance program can begin.

Located under "Lubrication" in the Calavar Section of the Parts Manual is the Lubrication Chart showing the location of all the lube points.

The specifications for lubrication and general inspection referred to in this section may have to be changed due to the application or environmental conditions the Condor is subjected to. For example: The air cleaner may have to be checked and serviced more frequently when the Condor is used in a sandblast operation than would normally be done if the unit was being used for assembly of fire sprinkler systems.

The following items should be checked and followed depending on the type of use to ensure the unit is in top mechanical condition.

A. GENERAL APPEARANCE 1 Clean unit (free of oil and dirt) 2 Operation and safety decals in place and legible 3 Tire condition (free of serious cuts or defects) 4 Proper engine oil level 5 Proper hydraulic oil level 6 Air cleaner oil level 7 Battery electrolyte level 8 Battery fully charged 9 Fuel Level 10 Check and lube, if necessary (check lube chart for locations) 11 Check ring gear bolts for proper torque/Nordic lockwasher 12 Proper engine rpm 13 Proper brake operation 14 Hour meter reading B. SEMI-MONTHLY 1 Check and lube, if necessary 2 Check battery electrolyte level C. MONTHLY, OR FIRST 50 HOURS 1 Check and lube, if necessary 2 Check condition of battery 3 Check air cleaner 4 Change engine oil filter 5 Change hydraulic return oil filter 6. Check ring gear bolt for torque

4046N/ 9-80

D. SIX

MONTHS, OR 100 HOURS

1 Check and lube, if necessary 2 Change engine oil filter 3 Change hydraulic return oil filter 4 Check ring gear bolts for torque 5 Safety inspection (return form to Calavar) E. ANNUALLY 1 Repack all wheel bearings 2 Check oil level---speed reducer, turret rotation 3 Change hydraulic oil (if unit has been used in sandblast operation) 4 Check torque hub oil level 5 Safety inspection 6 Refer to lubrication chart

4046N/9-80

GENERAL SPECIFICATIONS AND INFORMATION 1. ENGINE A Wisconsin VH4D B Operation Speed 2,150 rpm C Idle Speed 1,250 rpm D Battery, 12 volt, 83 amp hr E Alternator 37 amp 2. PUMP A Sundstrand Series 18 B For pressures and flow, see pump specifications 3. VALVES A H.P.I. B Main System Relief 3,500 psi C Load Sensing Differential 300 psi D Compensator Pressure 2,500 psi E Operating Voltage 0 - 12 volts 4. SOLENOID VALVE A Racine Valve B Operative Voltage - 12 volt C Operating Flow, 2 GPM 5. HOLDING VALVES (set and sealed at factory) A Platform leveling (pilot operated check valve) B Boom lift holding valve 3,500 psi C Boom extension holding valve .4,650 psi 6. RING GEAR BOLTS A Base to ring gear, 80 ft. lbs., (Bowmalock bolts) B Turret to ring gear, 140 ft. lbs. (special bolts and nuts)

4046N/9-80

7. FUNCTION TIME TABLE, plus or minus 10%

FUNCTION

Model 4046N

Boom Extension

31 seconds

Boom Retraction

28 II

Topping - Up

32

Topping - Down Turret Rotation - CW

30 I, 100 I,

Turret Rotation - CCW 100 I, 200 ft. drive fwd - high 45 200 ft. drive rev - high 45 II 200 ft. drive fwd - low 86 200 ft. drive rev - low 86 II Turning radius (outside) 14'

4046N/9-80

HPI/NICHOES

Load moves erratically: Air in system; (1) Bleed at as many points as is Possib (2) Faulty signal'to solenoids; 'ChedfvusolenOiCinPut - 44rrent and , correCt if needed.

(3) Adju4t,aompelisator dampening screw 0 a position to throttle purSations (4) Flut4ating inlet pressAre to the - manifold; measife pump outlet pressure and stabilize if fluctuating significantly ( ) Excessive tank Pressurel Look for res tr'iction in tank line dOwn trgam of the valve '

Poor cOntrol.

Adjustcompensator dampening screw to a pOsition that (1) the fuTiction operates,properly at.

FaultY signal to solenoids; (2) chOck input: voltage for a smooth steady prOportional signal Ai system; (3)

Bleed as many points as is possible 4) S Pilot sP 0034 Removes and c ean Pilot spool of contamination

Interreaction betwe unctions: (1) FunctiOns coMpensator stuck open;

Remove and clean or replace compensator Pump 'bias,pressure to low; Adjust bias pressure. :up .:

Moving function no'signal: (1) Direttional-spool centering spring retainer has backed out; Screw retainer -back in and lock Moving function.

(1) Check for electrical signal on valve

Racine

III

RfPflIR PRES

• • • • • • • • • • • • • • • • • • • ••••••••••

1/4" SLEEVELESS FOUR WAY VALVE SPOOL TYPE SUBPLATE MOUNTED STACKABLE 3000 PSI ACCESSORIES

WHEN ORDERING PARTS, FURNISH: 1. COMPLETE CODE NUMBER 2. PARTS REQUIRED 3. SHIPPING INSTRUCTIONS WRITE FACTORY FOR NEAREST AUTHORIZED PARTS AND SERVICE CENTER.

VALVE CODING MD04

P-- PARALLEL S--SERIES

D--4 WAY VALVE B--3 WAY VALVE T--MAN I FOLD W/BLOCKED SPOOL

-

PDNC

-

AA -*VDC

A-STANDARD

A

C--SPRING CENTERED

B--DOUBLE RESTRICTOR FIXED W/FF CHECK A--SPRING OFFSET PRESSURE C--DOUBLE CYL. PORT RELIEF VALVE TO CYL. PORT A VIHANTI -CAVITATION CHECK B--SPRING OFFSET PRESSURE D--DOUBLE CYL. PORT RELIEF VALVE TO CYL. PORT B E--SINGLE CYL. PORT RELIEF VALVE H--SPRING CENTERED G--DOUBLE ADJ. RESTRICTOR W/FF CHECK SINGLE SOLENOID *X--SPECIAL

B D F G

R--SINGLE CYL. LOCK VALVE S--DOUBLE CYL. LOCK VALVE T--SINGLE CYL. LOCK VALVE W/THERMAL RELIEF

x x x

PT 1 TT

(1C) (2C) (3C)

J_

x

(4C)

6 VDC 12 VDC 24 VDC 100 VDC 115 VAC

(5C)

x

(7C)

M AB

U--DOUBLE CYL. LOCK VALVE WIDOUBLE D--DIRECTSOLENOID OPERATED THERMAL RELIEF R--SEQUENCE HEAD OPERATED H--DOUBLE HOLDING VALVE *X--SPECIAL

,

*CONSULT FACTORY

SD 2.06 MAY 1973

PARALLEL VALVE - SINGLE D. C. SOLENOID SHOWN

SERIES VALVE - DOUBLE A. C. SOLENOID SHOWN

PAGE 2

AC & DC ELECTRIC OPERATED PARALLEL RELIEF

253207 253209

1 1

253127 253129

1 _1

253128 253130

2

E

Body, Series SAE 6 Body, Series SAE 6 to be used with accesories Body, Parallel SAE 6 Body, Parallel SAE 6 to be used with accesories Body, Parallel 1/4" N. P. T. Body, Parallel 1/4" N. P. T. to be used with accesories Spool "0" Ring Wiring Enclosure AC Solenoid Rectifier Screw Cover, Enclosure Coil, AC Coil, DC "0" Ring Inner Flux Sleeve, DC Solenoid Inner Flux Sleeve, AC Solenoid Spring Solenoid Case Outer Flux Sleeve, DC Solenoid Outer Flux Sleeve, AC Solenoid

15 16 17 _17 18 19 19 20 21 _21 22 _22 23 ,_23 24 _24 25 _25 26 27 28 29 30 31

CV C, 0.1 00 0,1 N (NJ CV CQ CV CV CV CV C,

3 4 5 6 7 8 9 10 ll 11 12 13 r14 14

See Spool Chart 407342 493543 Table #1 491028 493541 Table #1 Table #2 408870 355274 355276 493428 355293 355275 355277

Qty.

—

Part No.

Qty.

Description

406460 355292 493459 493460 355290 405964 306769 407362 493829 493483 355281 355280 355341 355478 355671 355674 355491 355296 493526 408870 355415 400995 355414 493745

"0" Ring End Plate Screw, DC Solenoid Screw, AC Solenoid External Push Pin Guide Actuator Pin, Standard Actuator Pin, Extended Quad Ring Spring, Parallel Body Spring, Series Body Guide Tube, DC Solenoid Guide Tube, AC Solenoid Plunger, DC Solenoid Plunger, AC Solenoid Female Cone, DC Solenoid Female Cone, AC Solenoid Push Pin, AC Solenoid Push Pin, DC Solenoid Washer , All except spring off set "0" Ring End Plate Screw Plug Seal Name Plate, Blank

NJ X, X, NJ NJ--NJNJNi Ni Ni NiNi NiNi NiNiNi NiX, COCONi X,

1 1

Description

Ref. No.

Ref. No.

AC OPERATED - NORMALLY OPEN

p1

L1

rr

2 2 3 L 3 4 5 6 7 – 8 8 9 L 9 F10 L10 11

Lr r

L11

[12 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 r36 36 37 38 39 40

X,

_

Part No.

NJ

Ref. No.

TABLE # 1 AC SOLENOID

SPOOL CHART Spool Description 1C 2C 3C 7C M

Parallel Body 355588 355678 355589 355713

DC OPERATED - NORMALLY OPEN

Rectifier No.

Coil No.

AC Voltage

Watts

493539 493539

493418 493523

115 VAC 115 VAC

30 55

Series Body

TABLE #2 SERIES 6 D.C. SOLENOID

355601 355599

Solenoid Assy. No.

Coil No.

Voltage

707652 707563 707564 707565

493519 493482 493596 493522

6 VDC 12 VDC 24 VDC 100 VDC

RELIEF VALVE CODING MR

-

06

-

FN

B --

250

C --

500

D --

750

F -- TWO STAGE

E --

1000

D TWO STAGE SOLENOID OPR. (PARALLEL ONLY)

F --

1250

#6 1/4"

R SERIES BODY EXTERNAL PORT FOR RELIEF EXHAUST B -- PAR. BODY NOR. OPEN

M -- MOBILE

J -- PAR. BODY TWO EXTERNAL PORTS

G -- 1500 H -- 1750 J --

2000

K -- 2250 L -- 2500 M -- 2750 PAGE 3

493482 493418 355274 355276 355275 355277 355292 355293 403057 493428 493459 493460 355281 355290 355341 355478 355374 355480 355463 355481 406484 406460 355290 306769 407362 401296 493539 493541 493543 400925 355626 405688 400922 493851 355622 355547 405420 404581 493850 355624 404463 355625 407342 253406 253407 407328 355462 407074 403446

INTERNALLY ADJUSTABLE PARALLEL RELIEF VALVE

L-1

R -- RELIEF

Part No.

N 3000

PAGE 4

Description Coil 12 VDC Coil 115 VAC Inner Flux Sleeve, DC Solenoid Inner Flux Sleeve, AC Solenoid Outer Flux Sleeve, DC Solenoid Outer Flux Sleeve, AC Solenoid End Plate Solenoid Case Screw Spring Screw AC Solenoid Screw DC Solenoid Guide Tube DC Solenoid Guide Tube AC Solenoid Plunger, DC Solenoid Plunger, AC Solenoid Push Pin, DC Solenoid Push Pin, AC Solenoid Female Cone, DC Solenoid Female Cone, AC Solenoid "0" Ring "0" Ring Ext. Push Pin Guide Actuator Pin Quad Ring Screw Rectifier Cover, Enclosure Wiring, Enclosure Pipe Plug 1/16 N. P. T. F. Plug No. 10 SAE "0" Ring Pipe Plug 1/8 N. P. T. F. Spring Adj. Seat Poppet Orfice Plug . 040" "0" Ring Spring Poppet Main "0" Ring Seat "0" Ring Body, Electric Operated Body, Internally Adjustable "0" Ring Seat Ball Name Plate

Qty. 1 1 1 1 1 1

1

1 4 1 4 4 1 1 1 1 1 1 1 1 1 2 1 1 1 1 1 1 1 4 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

1 1

CYLINDER LOCK VALVE & THERMAL RELIEF VALVE

SERIES RELIEF VALVE - EXTERNALLY ADJUSTABLE Ref. No.

Part No.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

403446 401296 253496 493127 405411 355511 493779 490438 401273 355509 401279 405688 355508 493743 493742 401014 355503 402455 355547 355504 407347

CYLINDER LOCK VALVE Description Name Plate Screw Body "0" Ring "0" Ring Body Cartridge Spring Glyd Ring "0" Ring Balance Piston "0" Ring "0" Ring Body 1st Stage Thread Seal Washer Jam Nut Adj. Screw Spring Poppet 1st Stage Balance Piston "0" Ring

Qty 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Part No.

Description

Qty.

1 2 3 4 5 6 7 8 9 10

407832 307739 407186 405393 401065 356159 356450 307737 401296 407548

Spring Plug Spring "0" Ring Ball Poppet Body Piston Drive Screw (Not Shown) Name Plate (Not Shown)

2 2 2 2 2 2 1 1 2 1

THERMAL RELIEF VALVE #998338

NOTE: #707869 Relief Valve Cartridge Assembly #708223 Relief Valve Cartridge Seal Kit ACCESSORIES

Ref. No.

Ref. No.

Part No.

11 12 13 14 15 16

356161 356687 408700 356587 407074 405393

Description Set Screw Plug Spring Spring End----, 1-- Assembly 784945 Ball "0" Ring

Qty. 2 2 2 2 2 2

DOUBLE FIXED RESTRICTOR WITH FREE FLOW CHECK

DOUBLE CYLINDER RELIEF & ANTI-CAVITATION Ref. N o.

Part No.

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

401296 407548 408526 401024 408544 356950 356491 356951 407229 407807 401066 356949 407808 405688 408522 404463 407480

Description Drive Screws (Not Shown) Name Plate (Not Shown) Adj. Screw Nut Thread Seal Plug Body Plug "0" Ring Spring Ball Poppet Spring "0" Ring Rivet "0" Ring Back Up Ring

Qty 4 1 2 2 2 2 1 2 2 2 2 2 2 2 2 2 4

Ref. No. 1 2 3 4 5 6 7

Adj. Screw Nut Thread Seal Plug "0" Ring Body Piston Assembly Piston (Not Shown) Roll Pin (Not Shown) Plug Drive Screw Name Plate Rivet (Spring End) Spring "0" Ring

Spring Plug "0" Ring Poppet Sub-Assembly Body Drive Screw (Not Shown) Name Plate (Not Shown)

Qty 2 2 2 2 1 2 1

Ref. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Qty.

.„,...lic Components pRextioni 1111111I IN Division RACINE WISCONSIN 53401

Part No. 707120 490917 253188 404972 405612 355456 355457 707791 707124 493456 400925 490560 355544 355543 406484 408870 401296 403446 405291 707199

Description Plug #6 SAE Set Screw Body Spring, Outer Spring, Inner Poppet Seat Seat Assembly Plug #5 SAE Spring, Detent Not Shown Pipe Plug, 1/16 N. P. T. F. Not Shown Screw, 10 - 24 X 7/8 LG Detent Cone, Female 0 Ring 0 Ring Screws Name Plate Push Pin Sequence Valve Head

Qty. CV CQ CV CV CV CV CV CQ ct,TCO CQ CV C.1 CQ N ,Q

Page 5

408526 401024 408544 356819 405393 356464 784900 356853 407466 490423 401296 407483 408522 407808 401273

Description

CV Cs.1 N CQ CV CQ CV CV CQ CV C4 CQ ,

1 2 3 4 5 _6 7 7 __7 8 9 10 11 12 13

Part No.

407186 307739 405393 784931 356456 401296 407548

Description

RECIPROCATING SEQUENCE VALVE

CYLINDER PORT RELIEF VALVE

Ref. No.

Part No.

fluid power products PRINTED IN U.S.A.

Bulletin No. 2-3320-5

T

wist off the old element. Twist on the new. No bolts to remove. No time-consuming cleaning operations. Takes less than a minute to change a Spin-A-Filter element.

Disposable filter element pays for itself with lower maintenance and downtime costs. Designed for most return line applications up to 76 L/Min. (20 GPM).

Also for low flow, critical suction line applications. For use with petroleumbased oils in industrial and mobile equipment operations.

Isolated by-pass valve in the cast aluminum housing head protects element against line surges. 10 and 25 micron elements available as standard. 3/4" and 1" NPTF port sizes. Two other series available: (SAF50 and TAF50).

Please consult manufacturer for details: Michigan Fluid Power 511 South Glenn Avenue Wheeling, Illinois 60090.

Phone: (312) 541-3000

,v4 R MIcti 51 'GAN FLUID P`' ..E SOUTH GLENN _411E. " EE LING, !WNW >

t.1 1

SA F-29

Industries Incorporated

Vilfflar0111/

FLUID POWER SYSTEMS DIVISION 511 South Glenn Avenue • Wheeling, Illinois 60090 Phone: 312-541-3000

dimensional data 'T4

3/4.-20 UNC. 13 .50) DEEP wo Mounting Holes

ETRICIENGLISH

engineering data Port sizes 3/4" and 1" NPTF *By-pass valve setting, factory set . . .1.7 BAR (25 PSID) Nominal size particle retention rating 10 & 25 MICRON Operating pressure 6 9 BAR (100 PSI) MAX. Operating temperature 121°C (+250°F) MAX. Performance ..... . .160 SSU @ 37.8°C (100°F)

FLOW L/MIN

GPM

19 38 57 76

5 10 15 20

AVERAGE PRESSURE DROP 25 MICRON

.

.04 BAR .23 BAR .43 BAR .69 BAR

.6 PSI 3.4 PSI 6.3 PSI 10.0 PSI

10 -MICRON

.14 BAR .38 BAR .68 BAR 1.01 BAR

.

2.0 PSI 5.5 PSI 9.9 PSI 14.7 PSI

*Optional By-pass valve settings. . . 3 PSID 5 PSID 15 PSID

ordering information 25 MICRON

10 MICRON

Filter. Assembly Model. SAF29G12 for 3A" NPTF

Filter Assembly Model SAF28G12 for 3/4" NPTF

Filter Assembly Model SAF29G16 for 1" NPTF

Filter Assembly Model SAF28G16 for 1" NPTF

Replacement element model S-29

Replacement element model S-28

3 PSID replate "G"w/"B" • 5 PSID replace "G"w/"C"

15 PSID replace "G"w/"F"

AMBAC Industries Incorporated FLUID POWER SYSTEMS DIVISION 511 South Glenn Avenue • Wheeling, Illinois 60090 Phone: 312-541-3000

HD-LC-5M-2/76

Printed in U.S.A.

ROL-SEAL® MOTOR ROLLING ABUTMENT TYPE

FLUID POWER DIVISION Long Lake, Minnesota 55356

MODELS RSA, RSB AND RSC

Telephone: (612) 473-1271 TWX: 910-576-2742

MAINTENANCE AND PARTS MANUAL

NOTE ONLY FACTORY OR QUALIFIED DISTRIBUTORS ARE AUTHORIZED TO OVER HAUL AND REPAIR WSI EQUIPMENT. ALL FACTORY WARRANTY IS CANCELLED UPON DISASSEMBLY BY UNAUTHORIZED PERSONNEL.

MODELS RSA, RSB AND RSC

ROL-SEAL MOTOR

TABLE OF CONTENTS • TITLE INTRODUCTION

PAGE

HOW TO AVOID REPAIRS

1

1

TOOLS FOR DISASSEMBLY

1

DISASSEMBLY

2

REASSEMBLY

5

SEAL REPLACEMENT

6

TROUBLE SHOOTING

7

ROL-SEAL MOTOR EXPLODED VIEW REPLACEMENT PARTS LIST

8 9

MODELS RSA, RSB AND RSC

ROL-SEAL MOTOR

INSTRUCTION MANUAL

INTRODUCTION The ROL-SEAL® Motor was designed to give both high volumetric and high torque efficiencies. It is manufactured with good quality workmanship and a design concept that allows it to be mass produced. Because of its low breakaway and low leakage characteristics it is understandable why this motor is desired in this energy conservation time.

Remove the key. Carefully remove all burrs from the shaft. Make sure there are no sharp corners around the keyway, to prevent the shaft seal from being cut upon removal of the end cap. If there is any rust present, remove using 400 grit emery cloth. ,

The tools that are recommended for a successful repair job are as follows:

"A" AND "B" FRAME MOTORS HOW TO AVOID REPAIRS Maintain cleanliness in your system. Be careful when adding to the reservoir that clean oil is added and the container being used is clean. Proper filtration does not guarantee a contaminate-free system if the filters aren't serviced at regular intervals. Make sure that proper care is taken when installing the motor. If a flexible coupling is used, alignment must be within the coupling range. - Do not exceed radial or thrust load ratings of the shaft.

For hydraulic surge pressures applied to or by the motor, a close-coupled direct-acting relief valve must be provided in the circuit. The motor must be protected from any pressure surges that exceed twice the pressure rating of the motor.

1. Soft face hammer or mallet.

2. Torque wrench with at least 50 ft. lbs. capacity.

3, 7/16ths Allen wrench adaptable to torque wrench.

4. No. 03 internal snap ring pliers.

5. 5/32" Allen wrench for gear cover.

"C" FRAME MOTOR 1. Soft face hammer or mallet.

2. Torque wrench with at least 175 ft. lb. capacity.

3. 5/8ths Allen wrench adaptable to torque wrench.

4. No 06 external snap ring pliers.

DISASSEMBLY Cleanliness is extremely important when repairing the ROL-SEAL Motor. Before you remove the motor from the system, clean as much debris off of the exterior as possible. The area around the ports is most important.

Upon disconnecting use something to plug the ends of the hydraulic lines to prevent contamination of the system.

5. No. 05 internal snap ring pliers.

6. 5/32" Allen wrench for gear cover.

A bench vise is very helpful in the disassembly and assembly of the ROL-SEAL Motor. Our instructions will be based on the assumption that this item is available. .

PAGE 1

ROL-SEAL MOTOR

MODELS RSA, RSB AND RSC

DISASSEMBLY 3.) Using the soft-faced hammer or mallet, tap upward on the ear of the SAE mounting flange. (Fig. 2.) By putting the heel of your hand over the output shaft and your fingers on the opposite ear you can keep the front end cap from falling back down after each successive rap.

When you get beyond the dowel pin engagement there should be no further requirement for the hammer. Simply lift the end cap off of the assembly.

FIGURE 1 1.) Place motor in vise as shown in Fig. 1, tightening vise enough to prevent motor from rocking out. Excessive clamping pressure could damage the inlet and outlet ports. Normally the standard jaws will not contact spotface of ports.

2.) Unfasten the nine cap screws holding the end caps and housing together. (Fig. 1.) Remove the cap screw and spring locking washers completely from the assembly.

FIGURE 3

.

4.) Removal of the displacement housing, (Fig. 3) the dark center portion of the assembly, is carried out similar to step 3. There are two scallops in the rear end cap. It is this area that you tap to remove the housing. (Fig. 3.) Do not ever use any screwdriver or pinch bar to remove this part. It is extremely easy to damage the end cap faces.

The dowel pins will remain in the displacement housing.

Unless you are replacing the housing, leave them intact.

The dowels are a press fit.

NOTE FIGURE 2 PAGE 2

The remaining steps can be performed on a bench.

ROL-SEAL MOTOR

MODELS RSA, RSB AND RSC

DISASSEMBLY 7.) Unfasten the seven socket head cap screws which hold the Model Code and Serial No. plate on the rear end cap.

FIGURE 4 FIGURE 6 5.) Remove seal plates (Fig. 4).

8.) - The previous step exposed a set of timing gears.

Before removing these parts you must mark them (Fig. 6). The two small gears should also be marked left and right.

FIGURE 5 6.) Remove seal rollers (Fig. 5). The "A" and "B" frame motors have two sizes. The seal rollers in the rotor tip are about 1/32nd dia. larger than those behind the seal plates. The "C" frame has both the same size.

FIGURE 7 9.) Remove the snap rings that retain the gears, (Fig. 7) and remove the gears.

PAGE 3

ROL-SEAL MOTOR

MODELS RSA, RSB AND RSC

DISASSEMBLY

FIGURE 8 FIGURE 10 10.) By positioning the rotor as in Figure 8, you can lift one of the abutment valves out. Rotate the shaft and remaining abutment until the paddle of the rotor leaves the abutment cavity. You now can remove this abutment.

12.) Remove the snap ring which retains the shaft and thrust bearing. (Fig. 10.)

FIGURE 9 11.) Lift the rotor up, which will expose the drive key.

Remove the drive key. (Fig. 9.)

PAGE 4

13.) Remove the shaft from the rear end cap. (Fig. 11.)

ROL-SEAL MOTOR

MODELS RSA, RSB AND RSC

DISASSEMBLY 14.) The step bearing that remains in the front end cap should be taken out and inspected. There is an 0-ring and Teflon back-up ring under this part. (Fig. 12.)

15.) Check all mating metal-to-metal parts for scratches or burrs which could cause leakage. Replace all parts on which excessive damage is found. Use the following procedure to be sure that all these surfaces are perfectly smooth: Place a piece of 240 grit paper on a smooth surface.

Place the part on the grit paper an_ d stroke gently in a figure eight motion several times. Excessive removal of material should not be done as the parts may not reassemble with proper clearances.

16.) Clean all parts in solvent and let them air-dry. All 0-rings and shaft seals should be replaced. If conditions are such that you have to use the old seals they should be washed in a mild soap and water solution.

FIGURE 12

REASSEMBLY 1.) Install shaft with thrust bearing and races through the back of the rear end cap.

9.) Proceed to assemble the snap rings to retain the gears assembled in the previous step.

2.) Install snap ring to retain shaft.

10.) Set the assembly back on the rear cover face. Install the seal plates and the seal pins in the rotor.

3.) Put spacer over shaft end, and assemble the large timing gear to the shaft.

4.) Assemble snap ring to retain gear.

11.) Place the new 0-ring in the groove of the end cap. A light film of gun grease will help keep the 0-ring from slipping out of the groove.

5.) Turning this subassembly and setting it on the rear cover face, you can install one • abutment valve. Install new back-up ring and 0-ring first. A light film of oil should be applied to all new seals.

12.) Reassemble the housing. If binding occurs take a soft faced hammer and tap on the housing to free it

6.) Reassemble the round drive key in the key seat and slip rotor over key.

13.) Install new 0-rings and back-up rings in the front end cap. Put the step bearings in place. Apply a light film of gun grease to the large static seal, and place it in the groove.

7.) Set the subassembly on its side and proceed with the alignment and timing of the abutment and rotor. Either one of the abutments can be assembled.

8.) Rotate the shaft so the second abutment can be installed. Align the timing marks. If the shaft can be otated one complete revolution, it is likely that the proper assembly has been carried out.

14.) Assemble the end cap, watching the static seal to make sure it stays in place.

15.) Place the spring lock washers and body cap screws in place and tighten to recommended torque values. (See Chart.) All cap screws should be hand tightebed first.

PAGE 5

ROL-SEAL MOTOR

MODELS RSA, RSB AND RSC

REASSEMBLY FRAME SIZE

There is no necessary sequence required in torquing down the bolts.

DISPLACEMENT - 2 .

"A" and "Er "A" and "B"

3

"A" and "B"

. 4

"C"

6

"C"

8

"C"

10

TORQUE 525 in # .

(59 N-M) 550 in# (62 N-M) 575 in # (65 N-M) 125 ft# (169 N-M) 135 ft # (183 N-M) 150 ft # (204 N-M)

16.) Assemble Model Code and Serial N . plate to back of the motor.

17.) Before lnstolling new seal, check to see if shaft can be turned. If it can, proceed to install new seal and replace snap ring.

18.) Replace motor in the system and run unit through normal operating cycle.

SEAL REPLACEMENT 1.) Clamp the motor in a vise. Remove the key and all burrs or sharp edges which may have developed. Use 400 grit emery cloth to remove all rust from the shaft.

2.) Remove the snap ring.

3.) Remove front end cap as in steps 1-3 of the disassembly procedure.

4.) Turn end cap with sealing face up. Use a large screwdriver blade inserted between the seal lip and shell.

Proceed to pound out seal -alternating from side to side so as not to damage the end cap bore.

5.) Replace end cap and torque body bolts to recommended torque, (see chart above.)

PAGE 6

6.) Apply a thin film of grease to the lip of the new seal.

Slide over shaft to face of end cap.

7.) The seal must be installed without cocking it. The best procedure is to obtain a short piece of tubing or pipe which is square on the ends and will contact the outer shell of the seal. If the tubing is too small it will damage the seal.

8.) Press seal in just far enough so the snap ring will stay in the seal bore. Using the snap ring to seat the seal will prevent you from pressing the seal in too deep. When the snap ring pops into the groove the seal is properly seated.

ROL-SEAL MOTOR

MODELS RSA, RSB AND RSC

TROUBLE SHOOTING he following chart lists the possible troubles that may be encountered, the probable cause and the remedial action recommended.

TROUBLE SHOOTING CHART -

Probable Cause

Trouble

No pressure

Noisy system

Motor will not develop torque.

Blown rear cover

Remedy

1.)

Loose coupling.

1.)

2.)

System relief open.

2.) Clean, adjust, or replace if necessary.

1.) Cavitation at pump.

Repair or replace coupling.

1.) Check for inlet air leaks.

Check pump inlet for restriction.

2.)

Reservoir low.

2.)

Fill to recommended level.

1.)

System relief unloading.

1.)

Disassemble, clean, adjust.

2.)

Worn out.

2.)

Repair or replace.

3.)

High temperature operation.

3.) Change to fluid with higher viscosity index.

1.)

Drain restriction.

1.)

Drain directly to tank.

2.)

High case drain.

2.)

Repair motor.

Leakage around shaft.

1.) Shaft seal worn out.

1.) Replace.

Motor turns in wrong direction.

1.) Hose connection wrong.

1.) Reverse connections.

PAGE 7

ROL-SEAL MOTOR

MODELS RSA, RSB AND RSC

FIGURE 13. ROL SEAL MOTOR EXPLODED VIEW -

PAGE 8

ROL-SEAL MOTOR

MODELS RSA, RSB AND RSC

PARTS LIST REPLACEMENT PARTS LIST - ROL-SEAL@ MOTOR NOTE When Ordering Replacement Parts, Give Model Number, Serial Number, Item Number, Description and Quantity.

Item

Description

Quantity

1 • 2 3

Key, Woodruff

Pin, Drive

Ring, Retaining

4 5 6

Gear, Drive Spacer Ring, Retaining

1 1 1

7 8 9

Race, Bearing Thrust Bearing, Thrust Bearing, Roller

2 1 2

10 11 12

Seal, 0-Ring

Cap, Rear Pin, Seal *

3

13 14 15

Rotor Plate, Seal Valve, Rotary Abutment

1 3 2

16 17 18

Bearing, Needle Bearing, Step Seal, - 0-Ring

4 4 4

19 20 21

Ring, Teflon Backup Pin, Dowel Screw, Cap

4 2 9

22 23

Washer, Spring

9

1

24

Seal, Shaft Cap, Front

25 26 27

Housing, Displacement

Ring, Retaining Gear, Timing

4

28 29 30 31

Shaft, Power

Cover, Gear

Screw, Cap

Ring, Retaining

3

1 2

1 21

1

7 1

*When ordering seal pins for RSA or RSB frame size be sure to specify if they are for the paddles

of the rotor or under item 14.

PAGE 9

ROL-SEAL"' BRAKE REAR-MOUNTED, MULTI-DISC TYPE FOR RSA AND RSC MOTORS WASHINGTON SCIENTIFIC INDUSTRIES, INC. FLUID POWER DIVISION Long Lake, Minnesota 55356 Telephone: (612) 473-1271 TWX: 910-576-2742

MAINTENANCE AND PARTS MANUAL

NOTE ONLY FACTORY OR QUALIFIED DISTRIBUTORS ARE AUTHORIZED TO OVERHAUL AND REPAIR WSI EQUIPMENT. ALL FACTORY WARRANTY IS CANCELLED UPON DISASSEMBLY BY UNAUTHORIZED PERSONNEL.

8/76

FORM 304FP

304 FP 8/76 •

ROL-SEAL° BRAKE

1

TABLE OF CONTENTS PAGE

1

INTRODUCTION -

1

HOW TO AVOID REPAIRS

1

TITLE

REAR MOUNTED BRAKE ASSEMBLY TOOLS REQUIRED DISASSEMBLY

. • • ... • • .•

2

2

REASSEMBLY . . . • ........ .........

PARTS LIST . • •.‘; .... • •

2

e

.................. 3

• ..............

...............

4

304FP 8/76

ROL-SEAL BRAKE

INSTRUCTION MANUAL

INTRODUCTION This Wet Disc type Brake was designed to fit on the W.S.I. Rol-Seal® Motor to provide either dynamic braking, or as a mechanical means of locking the motor shaft to prevent motor drift due to overhanging loads. The number of disc brake sets provide for a higher static torque loading than the dynamic torque rating of the hydraulic motor.

brake housing inasmuch as the drain port is adjacent to the pressure port. ,

CASE DRAIN These units are provided with , a case drain connection. A line must be provided to return case drain flow to the reservoir at no more than 250 PSI surge pressure. Cross port check valves are optional for internal drain but should not be used where instantaneous shock pressures occur, such as in dynamic braking. ,

HOW TO AVOID REPAIRS Maintain cleanliness in your hydraulic system. Be careful when adding to the reservoir that clean oil is added and the container being used is clean. Proper filtration does not guarantee a contaminate-free system if the filters aren't serviced at regular intervals. Caution should be used when connecting the brake release pressure port to the

OTHER BRAKE SPECIFICATIONS WK 2of Brake . . . . . . . . . ......... . ... 2.6 lb. in. 2 Volume of Oil to release Brake 0 6 in.3 Torque Holding 3 3

2 in.

4 in. 3 3 in.

Capacity 940 lb. in. 1410 lb. in. 1880 lb. in.

PAGE 1

304FP 8/76

ROL-SEAL ® BRAKE

DISASSEMBLY

FIGURE 1. SECTIONAL VIEW, ROL-SEAL° BRAKE

REAR MOUNTED BRAKE ASSEMBLY TOOLS REQUIRED: Allen wrenches.

DISASSEMBLY (Figure 1) I.) Thoroughly clean the exterior

of the assembly and hydraulic lines before attempting removal.

PAGE 2

2.) Disconnect hydraulic lines and cap them to prevent loss and contamination of fluid.

3.) Remove the eight cap screws (13), and separate the brake housing (1) from the .adapter plate (8). Discard 0-ring (5).

304FP 8/76

ROL-SEAL ® BRAKE

DISASSEMBLY 7.) Clean all components in solvent and dry.

4.) Remove remaining brake components.

5.) Remove the back-up rings (11, 15), and quad rings (12; 14) from the housing. (1).

6.) If it's necessary to remove the adapter plate (8) from the motor, remove the seven cap screws (7).

8.) Inspect all components for wear and damage. Replace components unfit for service. Observe that the model RSA02 uses two plate drivers and three friction discs.

The model RSA03 uses three plate drivers and four friction discs. The model RSA04 uses four plate drivers and five friction discs.

REASSEMBLY (See Figure 2)

3.) Lubricate all components with clean hydraulic fluid.

4.) Position the spacer rings (2) in the housing (1).

NOTE: Spacer ring thickness varies with motor size. See parts list.

5.) Locate friction disc (3) in the housing; then a driver plate (4); then another friction disc (3); and so on depending on model, making sure driver plate splines are aligned.

6.) Carefully install the pressure plate (10) in the housing so as not to damage the quad rings (12,14). Place the eight die springs (9) in the pressure plate.

7.) Position a new 0-ring (5) in the housing using a little grease to hold it in place. •

FIGURE 2. CENTERLINE FIXTURE 1.) If removed, install the adapter plate (8) on the motor.

Tighten the seven cap screws, and torque to 150 in #.

Centering fixture (see Figure 2) is available from factory to insure proper installation.

2.) Install new quad rings (12,14) and back-up rings (11,15) in the housing (1). Make sure the ends of the back-up rings are flush and not overlapped.

8.) To assemble motor to brake, carefully drop shaft while engaging the plate drivers (4) with the splined motor shaft.

9.) Secure the housing to the adapter plate with the eight cap screws (13). Tighten and torque the cap screws to 300 in #.

10.) Connect the hydraulic lines. .

11.) Test the brake for operation and leaks.

304FP 8/76

ROL-SEAL BRAKE

PARTS LIST REPLACEMENT PARTS LIST - REAR MOUNTED BRAKE ASSY MODELS RSA02, RSA03, RSA04, RSB02, RSB03, RSB04, BRAKE NOTE When Ordering Replacement Parts, Give Model Number, Serial Number, Item Number, Part Number, Description and Quantity.

10

■

11

12 13

(,)

14 Item

PAGE 4

Part No.

1 2 2 2 3

• C-63086 A-63095 A-63096 A-63120 B-62308

4

B-63100

5 6 7 8 9 10 11 12 13 14 15

A-63097 A-60709 A-60955 C-63087 A-62298 B-63093 B-62303 B-62301 A-61716 B-62302 B-62304

15

FIGURE 3. EXPLODED VIEW RSA AND RSB SERIES BRAKE

Cescription Housing Spacer Ring - 2 Cubic Inch Spacer Ring - 3 Cubic Inch Spacer Ring - 4 . Cubic Inch Friction Disc - 2 Cubic Inch 3 Cubic Inch 4 Cubic Inch Plate Driver 2 Cubic Inch 3 Cubic Inch 4 Cubic Inch 0-Ring Brass Washer Cap Screw - Socket Head Adapter Plate Die Spring Pressure Plate Back-Up Ring Quad Ring• Cap Screw - Socket Head .

Quad Ring Back-Up Ring

Quantity

_

I 1 1 1

*" 3 4 5 2 3 4

1

7 7

1

8

1 1

1 8

1 1

ROL-SEAL ® BRAKE

304FP 8/76

PARTS LIST REPLACEMENT PARTS LIST RSC MODEL ROL-SEAL ° BRAKE NOTE When Ordering Replacement Parts, Give Model Number, Serial Number, Item Number, Part Number, Description and Quantity.

FIGURE 4. EXPLODED VIEW RSC SERIES BRAKE

Item

Part No.

1 2 2 2 3

C-63086 A-63118 A-63119 A-63079 B-62308

4

B-63099

5

A-63097

6

A-60709

7 8 9 10

A-60500 C-63089 A-62298 B-63093

11

B-62303

12 13 14 15

B-62301 A-61716 B-62302 B-62304

16

A-60846

Description Housing Spacer Ring - 6 Cubic Inch Spacer Ring - 8 Cubic Inch Spacer Ring - 10 Cubic Inch Friction Disc 6 Cubic Inch 8 Cubic Inch 10 Cubic Inch Driver Plate - 6 Cubic Inch 8 Cubic Inch 10 Cubic Inch 0-Ring Brass Washers Socket Head Cap Screws Adapter Plate Die Spring Pressure Plate Back-Up Ring Quad Ring Socket Head Cap Screws Quad Ring Back-Up Ring 0-Ring

Quantity

1 1 1 1

6

8

11 1 6 6 1 8

1 1 1 8 1

1 2

PAGE 5

1/9/74

TORQUE-HUB

SERVICE LITERATURE

W1A, W1B (First (3) Digits. of Model No.) 30:1, 35:1, 68:1 (Last (2) Digits of Model No.) ASSEMBLY PROCEDURE FOR THE MAJOR ASSEMBLY (USE FIGURE 2 ON MAJOR ASSEMBLY)

.

1.

Start with Hub-Spindle Sub-Assembly (1) with large open end up.

2.

Assemble Internal Gear (2) onto the Spindle of Hub-Spindle SubAssembly (1,).

3.

Place Thrust Spacer (9) onto the Input Shaft Sub-Assembly (7) from the longer end. The internal relief in the Thrust Spacer (9) must fit over the Retaining Ring and Spacer.

4.

Place Thrust Spacer (9) and Input Shaft Sub-Assembly (7) into Hub-Spindle Sub-Assembly (1) with long sp lined end in first.

When assembled the Spring must be in the Spindle. .

5.

Place Carrier Sub-Assembly (3) on a flat surface with Large Gears (3F) up. Find marked (punch mark) teeth on the Large Gears (3F).

Rotate the Cluster Gear (3F) until the marks are in a 12 o'clock (straight up) position. (See Figure).

6.

Place the Ring Gear (4) over the Large Gears (3F) of the Carrier Sub-Assembly (3) with shoulder facing down.

Invert Carrier SubAssembly (3) while holding Ring Gear (4) in place so that Ring Gear (4) and Large Gears (3F) are down. Keeping Ring Gear (4) in place will maintain the timing.

7.

Put Thrust Washer (11) in the deep counterbore of the Carrier SubAssembly (3). Use petroleum jelly or grease to maintain Thrust Washer (11) in the counterbore.

8.

Put "0" Ring (5) into Hub counterbore of Hub-Spindle Sub-Assembly (1). Use petroleum jelly to hold "0" Ring in place.

9.

Holding Ring Gear (4) in mesh with Large Gear (3F),.pick-up the Carrier Sub-Assembly (3) and place Small Gears (3F) in mesh with the Internal Gear (2). Rotate the Ring Gear (4) until the marked hole (X) is located over counterbore hole in Hub of Hub-Spindle Sub-Assembly (1). If Small Gears do not mesh properly, check the timing.

10.

Place the Input Gear (8) into the Carrier Sub-Assembly (3), by

sliding it onto the Input Shaft Sub-Assembly. Be sure the relief

of the Input Gear (8) is as shown. If the Input Gear does not slide into mesh easily; while the Ring Gear (4) is in mesh, check the timing. The Carrier Sub-Assembly must rotate freely.

11. Place "0" Ring (5) into Cover Sub-Assembly (6). Hold "0" Ring in place with petroleum jelly.

12.

Place Thrust Washer (11) into Cover Sub-Assembly (6). Hold Thrust Washer in place with petroleum jelly, if required.

TORQUE-HUB SERVICE LITERATURE (CONTINUED) PAGE 2

W1A, W1B 30:1, 35:1, 68:1 13.

Place Cover Sub-Assembly (6) onto Ring Gear (4) with oil check plug in Cover Sub-Assembly (6) being located 90 ° from oil fill plug in Hub of Hub-Spindle Sub-Assembly (6).

14.

Place four Shoulder Bolts (13) into counterbored holes in Hub.of Hub-Spindle Sub-Assembly (1).

15.

Use. Bolt (12) in the remaining holes. Tighten Bolts to 23-27 ft. lbs.

16.

Place Coupling (13) into Spindle of Hub-Spindle Sub-Assembly (1).

For W1B be sure Coupling (13) relief is as shown.

ASSEMBLY PROCEDURE OF HUB-SPINDLE SUB-ASSEMBLY 1.- Press Bearing Cups (races) (1C) and (1E) in o Hub (1G).

2. Set Hub (1G) on large end. (Studs and Disc are optional).

2A. If required, press Studs (1N) into Hub (1G) 'flange.

2B.

If required, mount Disc (1M) onto Hub' (1G) Ribs, and

secure in place with Lockwashers (1L) and Bolts (11).

3. Place Bearing Cone (1D) into Bearing Cup . (race) (1C).

4. Press Seal (1B) into Hub (1G).

5. Place Spindle (1A) into Bearing Cone (1D). This is a loose fit and should not be pressed.

6. Invert the partial assembly of Hub-Spindle (1A), (113), (1C), (1D), (1E), and (1G). Do not let Spindle (1A) slip from Hub (1G). Place Spindle (1A) down.

7. Slide Bearing Cone (1F) onto the Spindle (1A) against Bearing Cup (1E). This is not a press fit.

8. Place Spacer (1H) on Spindle (1A).

9. Place Retaining Ring (1I) in Spindle (1A) groove. Be sure ring is completely in the groove.

10.

Screw Pipe Plug (1J) into Hub (1G) outside diameter.

11. The above step completes the Hub-Spindle Sub-Assembly (1) and the Hub (1G) should turn freely with respect to the Spindle (1A).

The Seal will cause a small amount of drag.

ASSEMBLY PROCEDURE OF CARRIER SUB-ASSEMBLY 1. Set Carrier (3A) on edge so that six small holes and two center holes are in a horizontal plane.

TORQUE-HUB SERVICE LITERATURE (CONTINUED) PAGE 3 -

W1A, W1B 30:1, 35:1, 68:1 2. Lay two Thrust Washers (3B) on a flat surface with the tang

facing up. Apply petroleum jelly or grease to the tanged surface of both Thrust Washers (313). . Place Thrust Washers (3B) inside Carrier (3A) with greased side against Carrier (3A) and the tang should be in cut away section of Carrier (3A). Thrust Washers (3B) are flat against the ' surface on both sides of the Carrier (3A).

4.

Apply petroleum jelly or grease'to bore of one Cluster Gear (3F).

Place two sets of Needle Roller Bearings (3C) into Cluster Gear (3F) bore with Spacers (3D) between them. (See Figure).

5.

Place Cluster Gear (3F) into Carrier (3A) and between the two

Thrust Washers (3B). (Be sure that large side of Cluster Gear (3F) is on same side as pin hole thru Carrier '(3A) wall).

Place Planet Shaft (3E) horizontally thru Carrier (3A) wall, Thrust Washer (38), Needle Roller Bearings (3C), Thrust Washer (3B) on opposite side, and Carrier (3A) wall. NOTE: The hole in Planet Shaft (3E) must line-up with pin hole in Carrier (3A) wall. The chamfered side of Planet Shaft (3E) hole should lineup with Carrier (3A) wall pin hole.

7.

Place Roll Pin (3G) in vertical hole in Carrier (3A) wall and drive into hole until flush with surface of Carrier (3A). (This will keep. Planet Shaft (3E) from rotating.

8.

Repeat these steps for remaining two Cluster Gears (3F) to complete. Carrier Sub-Assembly.

ASSEMBLY OF INPUT SHAFT SUB-ASSEMBLY (SEE FIGURE FOR INPUT SHAFT SUBASSEMBLY).

W1A (For W1B SEE BELOW) 1.

Put a Retaining Ring (7B) into groove of Input Shaft (7A)

2. Place Spacer (7D) on Input Shaft (7A) and against Retaining Ring (7B). . Place Spring (7C) on Input Shaft (7A) and against Spacer (7D).

4. Place another Spacer (7D) on Input Shaft (7A) and against Spring (7C).

5. Put another Retaining Ring (7B) onto Input Shaft (7A) holding Spacers (7D) and Spring (7C) into place.

W1B 1. Place a Spacer (7D) on Input Shaft (7A) from the small end.

TORQUE-HUB SERVICE LITERATURE (CONTINUED) PAGE .4

W1A, W1B 30:1, 35:1, 68:1

2.

Place Spring (7C) on Input Shaft (7A).

3.

Place Spacer (7D) on Input Shaft (7A).

4.

Put Retaining Ring. (7B) into groove of Input Shaft (7A).

`ASSEMBLY OF COVER SUB-ASSEMBLY (SEE FIGURE FOR COVER SUB-ASSEMBLY)

1. Place "0" Ring (6F) into Cover Cap(68).

2.

.

Place "0" Ring

(6G) over Cover Cap (6B). .

3.

Screw Pipe Plug (6H) into Cover (6A)'.

4.

Put Cover Cap (6B) into Cover (6A) with clearance hole around the Pipe Plug (6H).

5.

Place Disconnect Cap (6D) over the Cover Cap (6B) again with the clearance over the Pipe Plug (6i).

6.

Assemble (6D) (four) Bolts (6C) into the Cover (6A). 2 Bolts hold Cover Cap (6B) and 2 Bolts hold Disconnect Cap (6D).

7.

Push Disconnect Rod (6E) into Cover Cap (6B).

.

MODEL: X5X ORBIT MOTOR PARTS INFORMATION NO. 6-110

Char-Lynn 411111.111.0041411

.

Model X5X Parts Information 0 4414.214.

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.CP';2r4ttf ,±

•• • . •• 4.10*^ ro..1 rs 411' ;114'21"41 4112:9:2T.s. i e s .4.4 a44 4. 0.40 :44 ! 14. 6.

0.11.4...4.0.4.111.4.....

0 4.01400 4000 404.04400. 44 4. 4 .00 11.4. 4 44 0 W. 1.4 .4.4000. .00 • 04.4 004.

4.* .41.0.,a 4 .0.........11.404 04.4.041.04.00 0.44.0 44.44. 1..0 140 • .0.00 40040.4.400. 4.11+4/... 4.41 6.11 444 400.4' 4 0.W•4044. -41; 11.

40. ..* "4.**4 ,00 4.4141. .4011:04001.0. ii=op : 1' 14 14.7.1ar..41 !:.t.t.4.4.4.4.4. :4,..rtailti:=5.1444414.11

4

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.

0 04 ;04.; 4.4 '414. .

7ir

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* 444041.

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tT

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14:1!"!•

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004

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trait= •-• • • Of: "14.412431442 4+,-

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•.4• •0. 4 .01.

P f4 •t a.44 rt flj

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4.4

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4 40. ,

MODEL X5X EXPLODED VIEW

27

24 — e

26

e 6

1.1/

3'1

!go**. v...

--....__

-!)L. --

; # *4-4t.'

-

I

`'- -_

-

-

1

13

14

I

.

. '

--.

•

--

I

10

--

19.

---..

tie

, e1

.

---..

-

-22

141 °

c 1et

18

c

a. o

20

CHART 1 Displacement

.x5A

3

x5B x5C x5E x5G x5K x5M x5P

4.5 6.2 10.3 11.9 14.9 17.9 23.8

Geroter Width

Drive -

- 602 1/4" 602 3/8'' 1/2" 616 616 7/8" 1" 616 616 1 1/4' 1 1/2" 616 2" 616

NO SPACER REQUIRED

--.

/a a

17

*

I

21

D

Motor

/0 • ..)

-- • --

13a

--._

.

use only on Models C5x 15I 16

1 4.

I. 7

--

I

12 11

6 6.

225

z PORT BLOCK oe _ KIT

e

-

.

r. —VIA

-I- , .

23

Spacer

Geroter

Cap Screws—Length

619 838 621 622 21079

5387-1 5387-2 5387-3 5387-4 5387-5 5387-6 5387-7 5387-8

5389-1 5389-2 5389-3 5389-4 5389-5 5389-6 5389-7 5389-8

— 1.5" ..

— 1.625" — 1.75" — 2.125" — 2.25" — 2.5" — 2.75" — 3.25"

X SEE CHART. NO. 2. SUBSTITUTE LETTER THAT CORRESPONDS WITH CORRECT MOUNTING & HYDRAULIC CONNECTION. ...................,

-

4. •

MODEL X5X PARTS LIST

Ref. No.

Qty, Per Unit ,..

Part No.

Description

1 2 3 t X 4 5 5a

5777 14166 5417 844 6295 6296

Screw, Cap, 12 Pt. Dr. 5/16-24NF X 5/8 Pin, Roll Washer, Lock Seal Plate, Mounting (4Hole) Flange, Mounting (2 Hole Mag. Type)

4 4 4 1 1 1

t X 6 t X 7 t X 8 9 10

5799 20599 15048 866 867

Washer, Teflon Back up Seal, Quad Seal, 0-Ring Race, Bearing Bearing Thrust

1 1 1 1 2

14193 6316-1 6316-2 6316-3 5367 5367-12 5662 NSS

Key, Woodruff, 1" Dia. X 1/4" 1 Housing and Shaft Assy. (7/8-14 Str. Thd. Ports) 1 Housing and Shaft Assy. (1/2 NPTF Ports) 1 Housing and Shaft Assy. (0-Ring Ports) • 1 Shaft, Output, Keyed (Includes spacer No. 5662) Shaft, Output, Splined (Includes spacer No. 5662) Spacer 1 Housing (sold only as part of No. 12) 6305-1 7/8-14 Str. Thd. Ports 6305-2 1/2 NPTF Ports 6305-3 0-Ring Ports Seal, 0-Ring Plug, Housing

11 12 13 13a 14 . t X 15 16

15007 20817

17 18 19 20

* 5414

21 . .

- t X 22 23 24 t 25 26 27

6481 6049 * 6435 6436 15058 •21046-2 NSS

Drive • Spacer Plate,-Spacer Gerotor Set

1 1 1 1

.

.

- -• - Cap, End . .

Washer, Seal Screw, Cap (12 Pt. Dr. 5/16-24 NF)

.

- 1 7 7

Port Block Kit (1/2 NPTF)use only on C5x Models Port Block Kit (7/8-14 Str. Thd.) use only-on C5x Models Seal, 0-Ring - Screw, Cap (5/16-18 NC X 1-1/2) Port Block (sold only as part of No. 24) 833-1 (1/2 NPTF) 833-2 7/8-14 Str. Thd.

X

20831-1

Seal Kit—For Motors w/o Port Black Contains Parts indicated by X

t

20831-7

Seal Kit—For Motors . with Port Block Contains Parts indicated by t

5334 5334-1

Seal Kit (Butyl) for Motors w/o Port Block Seal Kit (Butyl) for Motors with Port Block For use with certain fire resistant synthetic fluids CAUTION: Check for compata-bility with fluids before using.

.

NSS—Not Sold Separately X—Seal Kit (See 20831-1) *—See Chart 1 for part nos. of specific models t —Seal Kit (See 20831-7)

2 4 1

MODEL X5X ORBIT MOTOR PARTS INFORMATION NO. 6-110

HOW TO ORDER REPLACEMENT PARTS •

ORBIT MOTORS are identified by a model number having a "letter-number-letter" designation. To determine the number of a specific model, substitute the appropriate letter from the charts below for the "X" in the model number as shown.

2. Serial number

Serial No.

Each order must include the following information: 1. Complete model number

X 5 X Method of mounting and hydraulic connections

Model No.

Gerotor width

Basic design modifications

substitute applicable letter from Chart No. 3

substitute applicable letter from Chart No. 2

3. Part name Part number Qu'antity of parts CHART 3—SECOND LETTER DESIGNATION

CHART 2—FIRST LETTER DESIGNATION MOUNTING PROVISIONS .

----r" FIRST .

LETTER

4—Hole Flange

A B

X X

D. G

2—Hole • Flange

TAPPED HYDRAULIC MOUNTING . CONNECTIONS HOLES ON PORT • 1/2 SURFACE 0-Ring NPTF 7/8 x 14

X

X

X -

.

MOTOR -

X

X X

.

x5A x5B x5C x5E x5G x5K x5M x5P

CU. IN./REV. DISPLACEMENT

3 4.5 6.2 10.3 11.9 14.9 17.9 23.8

GEROTOR WIDTH

1/4" • *3/8" 1/2" 7/8" 1" 1-1/4" 1-1/2" 2"

REVISED AUGUST 1971 FORM NO. 6-110-21

7 PORT )ROTARY COUPLING (4046N)

INSTALLATION PROCEDURE FOR TEFLON RINGS

EQUIPMENT NEEDED: 1.

Heating container (NESCO oven or equivalent).

2.

One (1) pair of heat resistant gloves.

_OPERATION: 1.

Insure coupling is free of foreign matter,

2.

Place teflon rings in oven until 300 0 -350 0 is reached, CAUTION-Do not exceed 500 0 . (Rings should turn dark in color and become elastic.)

3.

Grasp a ring (using doves) and slip over end of coupling to groove.

CAUTION--- Do not stretch rings as they will not return to size.

Speed is essential before contracting occurs.

Insure ring is not twisted when installed in groove.

NOTE: Rings that are loose on coupling can be sized by compressing with suitable hose clamp.

Make centre harness connections as short as possible to prevent rubbing on the slip-ring cover.

IMO

Make brush harness connections similar to the 'Christmas tree' type assembly shown. The terminal connection must be completely covered by the sleeve.

TIGHTEN SETSCREWS SECURELY to the drive tube, RC 8015 or equivalent.

10 -4009"-- 11 ,m4

11111

an

04:

dOMMI ISM

4

ir"'

-01

1/2" drive pins recommended to turn base. Do not fasten base down tightly.

1

ma 111111113

1.500 I.D. nylon bearing accepts a mounting tube of 1.496 Diameter.

1.492

10

II ir-- MILSWIWIIIMIIRIZIMIIMMIII IL

■1111■111111■

All d11

llllllllllll

SCALE:

HALF

APPROVED SY:

DRAWN BY

ELJENSEN

REVISED

SLIP RI NG GENERAL CASE INSTALLATION DRAWING NUMBER

fro.

oe. leg• oulfrIt

United Equipment Accessories, Inc. 10-29-76 Page 1 of 2

SLIP RING' MAINTENANCE AND SERVICE. RC 850 SERIES. 1 1/2" BORE.

The electrical slip (collector) ring assembly is mounted at the center of rotation of the upperworks. Its purpose is to provide electrical current between the upper, which can rotate continuously, and the lower, which is stationary. Without the slip ring, the wire harness from one to the other would twist off, and electrical current would be lost.

The slip ring assembly is designed for maximum efficiency with a minimum of maintenance. -It is of a compact design, which allows for stacking many circuits in a small space. The brushes used are a self cleaning type, which in normal use will last the life of the machine. In circuits requiring up to 20 amp capacity, one pair is used per circuit. For circuits requiring up to 30 amp capacity, two pair are used per circuit. These ride on a 3/16" wide brass ring. For 40 amp capacity, a 3/8" wide brass ring and a single pair of wider brushes is used, and on 60 amp capacity, two pair of wide brushes are used. The brushes are riveted to a nylon brush arm. The rivet concept allows the brush to pivot slightly on the arm. This assures complete contact at all times between the brush and the brass ring. This is especially important as the equipment ages, and an orbiting condition arises. The brushes are normally attached to the upper wire harness with knife disconnect terminals. This allows for quick disconnect of the terminals should removal of the ring be required. The terminal connection of this type is protected by a plastic sleeve. When installing the ring assembly, care should be taken to insure complete coverage of the terminals by this sleeve. Some rings use multiple circuit plugs. These should be removed and replaced carefully to avoid damaging the contacts.

The center harness is normally connected to the core leads on the ring by set screw type connectors. These connectors have proven to be superior to the twist on type, especially in field installations, because they are a positive type termination.

The brass sleeve is slipped over the stripped wire ends, and the set screw tightened with a straight screwdriver. The nylon cover is then screwed down over the sleeve for protection.

Care should be taken to keep the center leads as short as possible when connecting the center harness. This is to prevent the wires from catching on any portion of the upper.

Some slip rings are prewired during manufacture, and the center core leads are permanently fastened to the center harness with machine crimped terminals. If it becomes necessary to remove these, the set screw type connectors should be used for replacement.

United Equipment Accessories, Inc. 10-29-76 Page 2 of 2

SLIP RING MAINTENANCE AND SERVICE. RC 850 SERIES. 1 1/2" BORE. In some conditions, the slip ring will have a. tendency to collect fine silt, or a salt atmosphere will cause corrosion.

If this happens, swing the upper several times. This should clean the surfaces. If it does not, it may be necessary to use a standard non residue solvent to clean the ring. Then lightly sand the brushes and rings with a fine grade of sandpaper.

They can then be blown off with compressed air.

To replace a brush and arm assembly, remove the hex nut and washer at the top of the brush stud. This will allow the brush assemblies to be removed. Be sure when replacing the brush and arm assemblies that all assemblies are located on the corresponding circuit, which is identifiable by number. And be sure that all springs are hooked at the brush arms.

There if;.a nylon bearing in the base of the assembly, eliminating the need for lubrication of the ring base bearing.

If it should become necessary to remove the slip ring from the machine, do so by loosening the socket screws at the base of the ring. This will allow the ring to be lifted off the mounting tube. When replacing it, make sure these set screws are again tightened, as they hold the core in a stationary position. If the set screws are not tight, the core can turn, and twist off the wires. The mounting tube should be 1.492-1.496 maximum outside diameter, and 14 gauge thickness. This allows for proper fit, along with maximum inside clearance, while maintaining necessary strength. Care should be taken to abide by these tolerances if mounting tube replacement is required.

The slip ring drive pins, which are located on the rotating member, should be 1/8" smaller in diameter than the 3/4" diameter holes in the base bracket of the ring. This base bracket should not be bolted down tightly.

HARNESS RC 9645 COLOR/NUMBER CODE PER RC8829

58 (147,3) 54 (137,2)

RC9253-3/4 Heat Shrink fubing

3 (7,6)

\</ TWIST ONE REVOLUTION PER FOOT HARNESS WRAPPED WITH 2-LAYERS MINIMU, 3-LAYERS MAXIMUM

,

7-MIL (0,018) VINYL PLASTIC TAPE

TRIM EXCESS LENGTH AT INSTALLATION ALL WIRES 71 (180,3) LONG ALL WIRES 14 GAUGE

HARNESS M 9646 ALL WIRES 14 GA. WRAP WITH 2 TO 3 LAYERS OF 7-MIL (9,918) VINYL PLASTIC TAPE. Color/Number ° TWIST ONE REVOLUTION PER FOOT, Code Per RC 882 UNDIMENSIONED WIRE LEADS ARE 3.50 LONG. (8.9) 0

68 B

3 42 56 3(7,6) 68

2 25 49 60

44 RC 9253 -

kt Heat Shrink Tubing (ZO8)

7.50

4

7 –I.(17, 8 )

(19,1)

10 (25,47\

‘1111113AMMINAINWOMMA

14

RCI3158-0.375/0.500 Liquid Tight Connector

16

(35,6)

(40,6)

18 (45,7)

9(22,9

36

4.50

8

(91, 4)

3.50 (8,9) 3y (8,9) (8,9)

(20,3)

16 (40,6)

CKT, No. B B' 2 3 25 42 ' 49 56 60 68

Wire Cut Length 93(236.2) 96 (243.8) 85 (215.9) 89 (226.1) 88 (223.5) 72 (182.9) 106 (269.2) ill (281.9) 109 (276.3) 109 (276.9)

•

Terminal RC 17017-)4 INS. BURR SPL4 RC17019-14 INS. FAST. 0,N,, RC17012-I/4 INS, EYELET RC17012-5/16 INS. EYELET RC17012-10 INS EYELET RC17012-I0 INS. EYELET Strip 1/4" RC17012-10' INS, EYELET. RC170-18-14 INS. FAST-ON RC17012-10. INS. EYELET

7 (17,8)

1

-4— 15 --1-1 (38,1)

Continuous Wire Amperage Circuit # Color Gauge Rating B White 14 15 B White 14 15 2 Black 14 15 3 Red 14 15 25 Yellow 14 15 42 Green 14 15 49 Blue 14 15 56 Brown 14 15 60 White 14 15 68 Black 14 15

The circuits are numbered consecutively starting at the 'normal' top of the slip-ring core.

Prewired with center harness, RC 9645, permanently attached with RC 8130 crimp-on connectors.

Rewired with brush harness, RC 9646.

Assembled with the mounting tube, RC 8706-6.50, extending 3,00" (7,6) from the bottom of the boss on the slip-ring base to the bottom of the flange on the mounting tube. The set-screws are torqued at 45-55 in. lbs. (5.1-6.2 Newton-meters).

The voltage rating is 28 Vdc, The rotational speed rating is 100 rpm.

The total height of the assembly is 6.75 (17.15), similar to RC 8222.

The assembly includes one each of the following: RC 12119-5.50 spurn aluminum cover with holes per RC 11096, RC 8223 rubbing disc, RC 13158-0.375/0500 liquid tight connector mounted in RC 8803 round base.

SYNCHRO-START D.C. GENERAL INFORMATION Because of the dual coil design, Synchro-Start D.C. Solenoids may be energized continuously without any duty cycle derating. This is an advantage over single coil solenoids. The dual coils, one low resistance, the other high resistance, permit safe operation even in high ambient temperatures.

1 HER-'AMBIENt, ;:t:tPA'S mpggiOu

The low resistance coil provides a high pulling force.

Upon completion of the plunger stroke, the heavy duty double break self contained switch automatically disconnects the high current pull winding within .040 seconds of energization. This means that Synchro-Start D.C. Solenoids pack more power in a smaller space at lower cost.

All D.C. solenoids using dual coils must be installed and adjusted so that the plunger always completes its stroke, ie., the plunger must bottom, disconnecting the low resistance coil. If this does not occur, excessive heat ensues, which in time (over 30 sec.), does irreparable damage.

r

Contacts Must Open With Plunger Bottomed

WARRANTY Proper installation is extremely important. Plunger must bottom properly to operate pull coil disconnect switch. If contacts fail to open and circuit is not protected against overload, the pull coil will burn out in 50 seconds. Damage of this type is due to faulty installation and is not covered by Synchro-Start's normal warranty.

SUNDSTRAND

pe Circuit

15 AND 18 SERIES VARIABLE DISPLACEMENT PUMPS Sundstrand variable delivery axial piston hydraulic pumps for open circuit systems, provide a durable, high quality, high performance means of powering functions on stationary machines, processes, and vehicles of al l types. These two sizes extend the range of Sundstrand's open circuit pumps to eight standard frame sizes. With standard and advanced control concepts from Sundstrand, the ultimate in simplicity and efficiency is available. Sundstrand sales and service representatives are located worldwide in major industrial trade areas and provide experienced application assistance and prompt delivery of "standardized" models to meet your hydraulic systems requirements.

• Pressure Compensator Control • Flow and Pressure Compensator Control • Pressures to 3000 psi • Low Noise Levels • Drive Speeds from 500 to Over 3000 RPM • Flange or Foot Mounting Bracket • Spline, Straight Keyed, or Taper Keyed Shaft • Flow Adjusting Screw • Substantial Bearing Life

SUNDSTRAND SHIPS — •

1 transmission every 44 seconds

•

Over 25,000 a month

•

Over 1,000,000 in service

The Proven Performers — Quality • Reliability • World-Wide Service Application Engineering • Delivery •

PUMP FEATURES AND ADVANTAGES FLOW ADJUSTING SCREW—Standard on all pumps. Allows setting maximum flow rate to match precise maximum requirement.

REPLACEABLE VALVE PLATE—Plate is made of steel-backed 80-10-10 bronze which offers a superior bearing surface. Reduces repair cost and decreases susceptibility to galling.

FIELD PROVEN ROTATING GROUP—The same basic materials, process and design of piston/ slippers and cylinder blocks as used on hundreds of thousands of closed circuit applications to 4500 psi relief valve settings.

HIGHEST QUALITY . SLIPPER MATERIALSMartined brass slippers provide superior wearing surface and ball joint.

NON-INTERRUPTED PILOT BOSS—Allows direct mounting to surfaces that need to be sealed with a gasket or "0" ring.

HEAVY DUTY BEAR1NGS—Provides substantial life even under severe operating conditions, at pressures to 3000 psi and pressure surges to 5000 psi.

FLOW ADJUSTING SCREW

OPTIONAL SHAFT ENDS—SAE spline, straight keyed, or taper keyed shaft available.

HEAVY DUTY SWASHPLATE—Mounted on needle bearings to provide for smooth, fast response to system flow rate requirements.

PRESSURE COMPENSATOR CONTROLS—The pressure compensator control automatically adjusts pump delivery to maintain volume requirements of the system at a pre-selected, adjustable operating pressure. Maximum pump delivery is maintained to approximately 50 psi below the pressure control setting, before being reduced. The pressure compensator control operates on one side of center and has an adjustment range that must be specified.

Standard factory range is 500 to 3000 psi. Other optional ranges are: 250 - 1000 psi 250 - 2000 psi Positive stops are designed into the control to prevent pressure adjustment in excess of .125% of maximum of the specified range. The adjusting screw is also retained and does not permit minimum pressures below those stated for the selected spring.

HIGHEST QUALITY SLIPPER MATERIALS

NON-INTERRUPTED PILOT BOSS

OPTIONAL SHAFT ENDS

REPLACEABLE VALVE PLATE

FIELD PROVEN ROTATING GROUP

HEAVY DUTY BEARINGS HEAVY DUTY SWASHPLATE

°Copyright 1976, SUNDSTRAND CORPORATION. All rights reserved. Contents subject to change. Information contained herein should be confirmed before placing orders.

STANDARD AND ADVANCED CONTROL SYSTEMS FLOW ADJUSTING SCREW—The flow adjusting screw enables the maximum pump delivery to be externally adjusted. Stops are provided to limit both minimum and maximum positions of the screw within the following displacement per revolution range.

15 Series—.913 cu. in. maximum to .135 cu. in. minimum 18 Series-2.30 cu. in. maximum to .85 cu. in. minimum

PV ** - A3 - R - P** - 40 Series 15- .913 cu. in.

18- 2.30 cu. in.

T

Primary Control A3 - Pressure

Compensator Adjustment Range 1 - 250-1000 psi

2 - 250-2000 psi 3 - 500-3000 psi (standard)

This adjustment limits maximum pump flow and has no other affect on the features of a pressure compensated pump. To assist initial priming, the flow setting should not be less than 1/2 of pump capacity.

STANDARD OPTIONS—This pump series is designed to permit variations to be made available for specific applications where quantity and price support the requested modifications. Other control options are being rapidly developed. Contact Sundstrand with specific needs.

FLOW AND PRESSURE COMPENSATOR CONTROL This‘Combination flow and pressure coMPensator provides a highly efficient, extremely controllable syStem at lowest possible noise levels. When used with' Sundstrand designed lOad sensing control valve§, maximum benefit of this pump and its controls capability can be achieved ,

The pump control has Va sensing port that is connected so as to measure pressure drop across a variable or fixed orifice and automatically adjust the pump displacement to match the size of orifice (or valve spool) opening. The standard pressure drop is 100 psi with 200 psi or 300 psi optional selections Withithe brifiae closed no pump flow exists, and with the sensing port drained, the pump standby pressure will equal the selected I -Oad sensing differential.

0

HOW TO ORDER

T.. Design Number 40-15 Series

50-18 Series Drive Shaft Standard—Straight Keyed P—Spline T—Tapered Keyed Shaft Rotation •

R—Right Hand (CW) L— Left Hand (COW)

SA3 A - Flow and Pressure Compensator

T'

L Load Sensing Differential A - 100 psi (standard) B - 200 psi

C - 300 psi

**Omit if Standard

Pressure Compensator Adjustment Range 1 - 250-1000 psi

2 - 250-2000 psi 3 - 500-3000 psi (standard)

Some significant features are: , • Low standby pressures prevent excessive hea build-up in the puMp, • aMinates unnecessary horsepower drain when hydraulic functions are idle,• Eliminates the need for a pressure release valve in closed center systems, yet provides for easy engine start-up, • Eliminates a heat exchanger in many systems, • Can be used in multiple function systems to provide within its capacity, the-total fluctuation of pressure and gallonage, • The overriding high pressure compensator ma y eliminate the need for a separate system relief valve, • Can be used effectively to provide constant flow when shaft input speed. varies.

-T

TYPICAL PERFORMANCE CHARACTERISTICS OUTLET FLOW—GPM 15 a_

30 2 0 20

0

0 10

1000 PSI 3000 PSI

120°F 1000 1200 1500 1800 2000 SHAFT SPEED —RPM

I I 1000 PSI 3000 PSI

2500 3000

1

120°F

I

500 1000 1200 1500 1800 2000

2500

3000

SHAFT SPEED—RPM

VOLUMETRIC- EFFICIENCY-PERCENT

C)

a.

)c) )5

U

■,....

,........,

1000 PSI 3000 PSI

.120°F 500

1200 1500 1800 -2000 SHAFT SPEED—RPM

120°F

2500

lopo

OVERALL EFFIC1ENCY—PERCENT 0

a_

90

I_

>-85

- _

15 80

1000

1000 PSI 120° F

3000 PSI 500- 1000 1200 1500 1800 2000 - SHAFT SPEED—RPM 30

psi.

120°F

E 3000 PSI

500 1000 1200 1500: ...-1800.:2000 ..• 2500 3000 SHAFT SPEED—RPM:::

2500 3000. :.•

INPUT HORSEPOWER

45

?),.. 20 z.

3_10 3000 PSI 1000 500 1000 1200 1500 1800 2000 SHAFT SPEED—RPM .

1000 PSI 3000 PSI

120°F 2500 ..3.000

INLET PRESSURE vs. SPEED

LU 0 CT)

\\N\. \ \\INN .\ \\ .

RECOMMENDED OPERATING RANGE \L\ FOR MAXIMUM UNIT LIFE

5

< u.)

-CC (!) i_LJ cry CL LU UM-

BASED ON OIL.TEMP. OF 120°F. (100 SSU) (VISCOSITY OF 150 SSIJ 0).., 100°F)

1000 1200 1500 1800 2000 2500 3000 SHAFT SPEED—RPM

kik. \N\f\-\-\NNI.\\\ RECOMMENDED OPERATING RANGE FOR MAXIMUM UNIT LIFE\ \ c_ N\\\\NI\N\\ ZD Uj BASED ON OIL TEMP. OF 120°F (100 SSU) ...J (VISCOSITY OF 150 Sal- AT 100°F) 15.

°co :-' cr) ca cr) .Cw

Ilb.WWW.M .

M b'

120°F

cr..a_

Mlfilatt:W

10 1000

2000 SHAFT SPEED—RPM

NOISE LEVELS (db(a) measured 3 ft. from pump-1800 RPM) Pressure—PSI Full Flow Dead Head

500 71

71 70

1000 72

1500 72.5

2000

2500

76

77.5

3000 77.5

73

74

75.5

77

Pressure—PSI Full Flow Dead Head

0 73.5

500 73.5

-1000 74.5

—

71 .

73

1500 2000 2500 76 • 77 , 77.5 73.5

75

77

3000 80 79

GENERAL SPECIFICATIONS Filtration-200 Mesh Inlet 25 Micron return line filter Case Pressure-5 psi maximum above inlet, 25 psi absolute Fluid Temperature-180° F. continuous 200° F. intermittant not to exceed 5 minutes.

15 Series 18 Series 15 Series 18 Series Displacement (cu. in./Rev.) .913 2.30 Maximum Operating 3000 3000 1800 1800 Pressure (PSI) Rated Speed (RPM) Maximum Speed (RPM) 3600 3000 Shock Load Capability (PSI) 5000 5000 Minimum Speed (RPM) 500 500 Weight (Lbs.) Approx.

Flange Mtg. 25 48 Continuous Operating 2000 2000 Foot Mounting 29 54 Pressure (PSI)

Sundstrand Hydro Transmission

AMES, IOWA 50010 unit of Sundstrand Corporation

BULLETIN 9712 Revision B

SUNDSTRAND

/gbh je

9000202 Printed in U.S.A. 0676

15 AND 18 SERIES OPEN CIRCUIT PUMP SUNDSTRAND

pressure compensator control and flow adjusting screw

A70.00 1-0115 APRIL, 1977

PRESSURE ADJUSTING SCREW. TO INCREASE PRESSURE, LOOSEN LOCKNUT AND TURN SCREW IN

FLOW ADJUSTING SCREW. TO DECREASE MAXIMUM FLOW RATE, I LOOSEN LOCKNUT AND TURN SCREW IN

Pt.

PRESSURE COMPENSATOR CONTROLS

The pressure compensator control automatically adjusts pump delivery to maintain volume requirements of the system at a pre-selected, adjustable operating pressure. Maximum pump delivery is maintained to approximately 50 psi below the pressure control setting, before being reduced. The pressure compensator control operates on one side of center and has an adjustment range that must be specified. Standard factory range is 500 to OUTLET 3000 psi. Other special ranges are: .

PORT

INLET PORT DRAIN \Li

PORT

250-1000 psi 250-2000 psi Positive stops are designed into the control to prevent pressure adjustment in excess of 125% of maximum of the specified range.

The adjusting screw is also restrained and does not permit minimum pressures below those stated for the selected spring.

FLOW ADJUSTING SCREW The flow adjusting screw enables the maximum pump delivery to be externally adjusted. Stops are provided to limit both minimum and maximum positions of the screw within the following displacement per revolution range.

15 Series - .913 cu. in. maximum to .135 cu. in. minimum 18 Series - 2.30 cu. in. maximum to .85 cu. in. minimum This adjustment limits maximum pump flow and has no other affect on the features of a pressure compensated pump. To assist initial priming, the flow setting should not be less than 1/2 of pump capacity.

• Sundstrand Hydro-Transmission ICA unit of Sundstrand Corporation 2800 East 13th Street AMES, IOWA, USA 50010

SUNDSTRAND

Printed in U.S.A. 0 1976, SUNDSTRAND CORPORATION

9009835

flow and pressure compensator control

A70.10 1-0116

(with flow adjusting screw)

APRIL, 1977

15 AND 18 SERIES OPEN CIRCUIT PUMP SUNDSTRAND

8

.4375 — 20 SAE STRAIGHT THD "0"R INC BOSS LOAD PRESS FEEDBACK PORT

E

LOAD SENSING PRESSURE ADJUSTING SCREW .26 INTERNAL HEX 16.501 MAN PRESSURE ADJUSTING SCREW .26 INTERNAL HEX 6.50.)

CONTROL LOCATION FOR CCW INPUT

LOAD SENSING CONTROL

INPUT SHAFT

FLOW ADJUSTMENT SCREW

INCH [MILLIMETER)

CLOCKWISE INPUT ••••■■••■■=11

1k

DIMENSIONS

15 SERIES

INCH METRIC

18 SERIES

INCH METRIC

A

B

C

D

E

3.70

1.34

5.63

3.17

1.57

94

34

143

80.5

40

4.72

2.28

6.30

3.85

1.97

120

58

160

97.5

50

qlmlommows...■

FLOW AND PRESSURE COMPENSATOR CONTROL This combination flow and pressure compensator provides a highly efficient, extremely controllable system at lowest possible noise levels. When used with Sundstrand designed load sensing control valves, maximum benefit of this pump and it's controls capability can be achieved.

r — LOAD SENSING PORT

1_') I

r---- ,

OUTLET PORT

INLET PORT DRAIN PORT

The pump control has a sensing port that is connected so as to measure pressure drop across a variable or fixed orifice and automatically adjust the pump displacement to match the size of orifice. (or valve spool) opening. The standard pressure drop is 100 psi with 200 psi or 300 psi optional slelections.

With the orifice closed no pump flow exists and with the sensing port drained, the pump standby pressure will equal the selected load sensing differential.

Some significant features are: • Low standby pressures prevent excessive heat buildup in the pump, • Eliminates unnecessary horsepower drain when hydraulic functions are idle, • Eliminates the need of a pressure release valve in closed center systems, yet provides for easy engine start-up, • Eliminates a heat exchanger in many systems, • Can be used in multiple function systems to provide within its capacity, the total fluctuation of pressure and gallonage, • The overriding high pressure compensator eliminates the need for a separate system relief valve, • Can be used effectively to provide constant flow when shaft input speed varies.

Sundstrand Hydro-Transmission

unit of Sundstrand Corporation 2800 East 13th Street AMES, IOWA, USA 50010

SUNDSTRAND

Sundstrand Hydro-Transmission world's most complete family

unit of Sundstrand Corporation

of hydrostatic transmissions and control systems

Bulletin 9728 SUNDSTRAND

18 SERIES

OPEN CIRCUIT

REF. T-18-130

SUNDSTRAND CORPORATION HYDRO-TRANSMISSION DIVISION SERVICE PARTS LIST

RUN DATE 03-15-7A PAGE 1 (1

--IN WARRANTY PARTS SERVICING

MODEL NO. 18-7016 DESCRIPTION - PUMP VAR REVISION DATE - 00-00-00 REVISION NO. FOR PART REFERENCE IDENTIFICATION SEE BULLETIN 9728

KIT PART NHMRER KIT NUMBER QTY/ PART SUPERCEDED REV QTY/ REF KIT.. NUMBER. DESCRIPTION MODEL. REF PART NUMBER ._ PART NUMBER NO DESCRIPTION MODEL HOUSING 012 J1710276 023 J1710278 END CAP LH 030 J1710281 SWASH PLATE PLATE VALVE LH 028 J1720344 022_ J1720429 SHAFT DRIVE PLATE THRUST 031 J1730393 029 J1730394 CYL BLOCK KIT COVER SEAL 017 J1730397_ RETAINER SPRING 013.J1 730398 GASKET END CAP 008 J1730399 002 J1740691 CAP 014 J1740704 SPRING 034 J1740705 SHAFT TRUNNION WASHER 036 J1740706 009 J1740707 CONTROL CYL ROD CYLINDER 007 J1740708 001 J1740710 SCREW ADJUST 010 J1740718 NAME PLATE 019 J1740779 SEAL LIP 024 .J1740786 _ SOCKET HEAD RLT 035 J1740790 RING RETAINING RING RETAINING 020 J1740792 PIN SPRING 039_.:__.J1740796 0 RING 018 J1740799 016 J1740800 PLATE ARROW DRIVE SCREW 011 J1740801 005 J1740802 0 RING 038 900 1 465-0 0 02 BEARING NEEDLE 033 9004201-5000 0 RING PIN ST HDLS 026 9004800-1908 PIN ST HDLS 027 9004800-2506 032 .9005100-7500.

PLUG ST THD 032 9008000-0081 SEAL LIP 025 9510294 HEARING KIT .

1 1 1 1 1 1 1 1 1

2 2

1 1 1 1

1 4 2 1

1 1 4 1

1 1 2 1 2 1

9008000-9005

SUNDSTRAND CORPORATION HYDRO-TRANSMISSION DIVISION

SERVICE PARTS LIST * - IN WARRANTY PARTS SERVICING

REF, T-18-130

RUN DAIE 03-15-7p PAGE

MODEL NO, - 18-7016 DESCRIPTION - PUMP VAR REVISION DATE - 00-00-00 REVISION NO. FOR PART REFERENCE IDENTIFICATION SEE BULLETIN 9728 PART NUMBER OTY/ SUPERCEDED REV PART NUMBER DESCRIPTION MODEL PART NUMBER NO

KIT NUMBER OTY/ PART KIT REF KIT NUMBER DESCRIPTION MODEL. REF 015

9510295 BEARING KIT 1

J1720378 HOUSING VALVE 1 J1740638 SPOOL 1 046 048 ,J1740644 ORIFICE 1 2.

SCREW ADJUST J1740692 054 J1740695 SPRING 3 051 1 LOCK NUT 2 055 J1740697 GASKET 040* J1740698 1 RETAINER SPRING 2.

049 J1740713 SPRING 050 J1740714 1 SPOOL 1 044 J1 740717 4 SOCKET HEAD RLT 042* J1740788 PLUG 045 2 J1740789 0 RING 043 J1740797 1 2 0 RING 053 J1740798 PIN ST HDLS 9004800-3110.

052 1 PLUG SPECIAL 047 9005475-0001

q510384 0002 KIT CONT VALVE 041 -

.

HPUNICHOLS

GENERAL Fluid Viscosity: 35 SSU to 1750 SSU Temperature: -40 0F. to +180 0F. Seals: Buna N standard; specify viton if required INSTALLATION Mounting: When mounting a valve, be sure that the mounting bolts or connecting pipe-work do not over stress the assembly.

Sealing Compounds: No sealing compounds are required, as all ports are SAE straight thread o-ring ports.

HPI/NICHOLS

TROUBLE-SHOOTING

System pressure too low: (1) Pump compensator set to low; adjust pressure setting up.

Function pressure too low: (1) Pump compensator set too low; adjust pressure setting up (2 ) The functions compensator sticking or stuck; remove and clean or replace (3) Shuttle valve leaking; Locate leaking valve and replace cut o-ring or complete assembly .

Load does not move: (1) Pump compensator set to low; adjust pressure setting up (2) Shuttle valve leaking; locate leaking valve and replace cut o-ring or complete assembly (3) Stuck compensator; Remove and clean or replace (4) Improper voltage; No voltage to solenoid or weak signal Function does not attain speed: (1) Improper voltage; Weak or not high enough voltage signal (2) Shuttle valve leaking; Locate leaking valve and replace cut o-ring or complete assembly (3) Wrong directional spool; Replace with proper spool (correct flow rate) (4) Wrong compensator; Replace with proper compensator to attain correct flow rate Function speed to fast: (1) Wrong directional spool; Replace with proper spool (correct flow rate) (2) Wrong compensator; Replace with proper compensator to attain correct flow rate

IU

_

_

I

CONVERSION KIT

GARRETS011 SPUD—IN METHOD

INSTALLATION INSTRUCTIONS

ADAPTOR METHOD

REPLACEMENT METHOD REMOVE OLD

VACUUM IDLE GASEOUS CARBURETOR

INSTALL NEW

GENERAL INFORMATION PLEASE READ THE ENTIRE INSTRUCTION PROCEDURE BEFORE ATTEMPTING TO COMPLETE THE INSTALLATION The Garretson gaseous fuel conversion kits have been designed to provide a basic set of equipment to convert an internal combustion engine to gaseous fuel. Most of the conversions can be accomplished in 30-40 minutes using common hand tools. There are a few instances where an electric drill or threading equipment are needed.

As an aid to installation, this procedure is divided into four parts. The first section concerns the actual conversion of the carburetor. The next section concerns proper placement of the zero governor. This is followed by a

series of diagrams showing the recommended piping for various types of systems. The last section details a procedure for first time starting and normal operation.

Although most of the kits are designed for a particular engine model, there is always a chance that because of the specific engine application the conversion cannot be installed as the instructions show. If there appears to be no alternate way to install the kit, either write or call us as we may be able to recommend how to modify the kit or suggest another set of equipment.

Nem. Nutb, mu. ! WARNING ! mensior Aar Amor

ASV' AM'

THE STANDARD KITS AS SHIPPED CONFORM TO THE NATIONAL FIRE PROTECTION ASSOCIATION (NFPA) PAMPHLET 58 REQUIREMENTS FOR USE OF GASEOUS FUELS AS A MOTOR FUEL OUTDOORS. IF THE CONVERTED ENGINE IS TO BE HOUSED IN AN ENCLOSEURE OR USED INDOORS, ADDITIONAL EQUIPMENT IS REQUIRED TO POSITIVELY SHUT OFF THE FUEL SUPPLY IF THE ENGINE SHOULD FAIL WHILE UNATTENDED. ADDITIONALLY, IF ANY MODIFICATION OF THE PIPING SYSTEM FROM THE ZERO GOVERNOR TO THE FUEL SUPPLY IS REQUIRED, CONSULT THE LOCAL GAS SUPPLIER OR THE MOST RECENT COPY OF NFPA PAMPHLET 58..

FOR A COPY OF PAMPHLET 58, WRITE THE NATIONAL FIRE PROTECTION ASSOCIATION, 470 ATLANTIC AVENUE, BOSTON, MA. 02110 NUM, NIRO. 7affi. 11111111. NEM.

1611‘.

"Vias.

Nall■

'Wilk mss,

NififfiffiNiffigiNIMME/Wiff AVIV Allir AVIV Acalr

! CAUTION !

Aar

Adillr'

fair Agar AMOY

(1) Thread sealing compound 'should be used on all pipe thread fittings between the zero governor and the fuel supply, being careful not to get any inside the fittings. This could allow excess compound to collect on valve seats and orifices and cause hazardous leakage and poor performance.

(2) If copper tubing is used, it should be "K" or "L" having a minimum wall thickness of 0.032 inches.

(3) After piping is complete, turn on the gas and use a soap solution to check all fittings for leaks.

NES& NM. NUS. NOM, NES. NEM. NISOMENNBERONIMINI ANS' Asir Agar Ater*

CARBURETOR CONVERSION The installation procedure for the carburetor section is detailed on an enclosed sheet. After completion of this procedure continue with the next section.

ZERO GOVERNOR MOUNTING PLEASE READ THE FRONT PAGE WARNINGS other vibrating surface. Also piping to the inlet should be of sufficient size to allow full flow to the zero governor. This is very important in natural gas iristallations as any restrictions smaller than the zero governor orifibe can affect engine performance. If a solenoid valve is used ahead of the zero governor in the loW pressure line, it should have an orifice at least as big as the orifice in the zero governor.

The Zero Governor should be located according to the recommendations included with it. If this sheet is not available, please follow the following suggestions.

The Zero Governor should be mounted as close to the ,carburetor as possible with the diaphragm oriented in a vertical plane. This .helps to minimize the effects of gravity on diaphragm travel. The unit should also be placed for easy access to the lock-off adjusting screw and primer if provided.

When an electric solenoid primer is used, follow the wiring and adjusting instructions furnished separately.

Refer to the piping diagram for the recommended piping system; and before installing the fuel supply line, be sure that the gas pressure is no more than the maximum inlet pressure shown on the cover of the zero governor. If the pressure is greater, leakage could result in a fire hazard and or hard starting.

Select and install the outlet fitting into the zero governor taking care not to allow any dirt to enter the outlet. Some zero governors may already have a fitting installed at the factory.

After installation of the fuel hose between the zero governor and the carburetor turn on the gas and test the system for leaks at the piping joins using a soap bubble solution or suitable gas detection device.

Flexible piping to the inlet should be used to prevent cracking from vibration if the zero governor is mounted on the engine or

STANDARD PIPING

MODEL SD AND 68 REGULATOR

TO CARE.

VAPOR .HOSE

417-02 STREET ELL

557-01 492-24 HOSE ASSEMBLY POL & NUT

OUTLET FITTING -4----MODEL SD 520-01 BRACKET

MODEL S2

TO CARB: 416-02 557-01 COUPLING POL & NUT

OUTLET FITTING

520-01_ BRACKET-

490-36 HOSE ASSEMBLY

GARRETS011

EMMERT CO. inc.

AUTO PRIME

RELIABLE AUTOMATIC STARTING

The unique Garretson Adjustable AutoPrime is available as an option for all our fuel controllers. After installation, you can easily adjust the Auto-Prime to meter a precise amount of fuel from the fuel controller to the engine for starting. Most other systems use a controlled leakage or "wild flow" electric primer which often leads to flooding or rich air-fuel mixtures.

The Auto-Prime can be wired so that the unit is activated, either automatically each time the engine starts or at selected times by an operator. By using a double throw selector switch it can be operated either way.

In the automatic function, the primer is activated each time the engine is started such as generators, pumps or refrigeration units that must start immediately upon demand. This can reduce cranking times from 30 seconds down to 5 or :6 seconds where low cranking speeds cannot generate enough suction to immediately open the fuel controller. This is also true of systems using an engine governor that holds the throttle open during cranking which reduces intake manifold suction.

For those applications where an operator is present, and the fuel controller is remotely mounted. The operator can select the automatic function for the first start and theb switch to the manual function during the day where shutdown time is not lengthy enough to allow the gas in the carburetor and fuel line to disperse.

To order an Auto-Prime with your fuel controller or kit refer to the specific ordering section for those units to determine the correct part number.

OPERATION If the Garretson Auto-Prime is properly installed and adjusted, set and leave the toggle switch in the "Auto" position. Then, every time the engine is cranked, the Auto-Prime will automatically meter the proper amount of fuel for starting into the engine. The Garretson Auto-Prime will start the engine regardless of throttle position.

mentary-on" position, it cannot be left on accidentally. After - prepriming return to toggle sWitch to the "Auto" position.

If flooding of the engine occurs in starting, set the toggle switch in the "Off" position until the engine is started. Then return the switch to the "Auto" position.

To pre-prime the engine, move the toggle switch to the "Manual" position. Since this is a "mo-

TYPICAL FUEL CONTROLLER BONNET

TOGGLE SWITCH

12

GARRETS011

EQU1PMERT CO. MC.

CARBURETION THEORY

PRINCIPLES OF GASEOUS CARBURETIC3NI The Garretson systems of gaseous fuel carbure tion are designed to run internal combustion engines with gaseous fuels in the simplest, most economical manner for top performance and lowest emissions.

The Garretson systems operate using the venturi principle. As air is drawn into the engine by the piston, it must pass through a venturi which creates a vacuum proportional to the amount of air being used. Whereas the vacuum created by the venturi in a liquid fuel system acts on a float and needle valve to draw in fuel, the vacuum in a gaseous system .acts upon a diaphragm in a fuel controller (zero governor). As the diaphragm is drawn toward the source of the vacuum, an attached lever opens a valve and allows the gaseous fuel to flow through to the carburetor. The proper fuel-air mixture is then obtained by a mixture adjustment in the fuel line between the fuel controller and the venturi.

This sounds very simple, and it is. However, the key to satisfactory performance in the venturi system is the sensitivity of the fuel controller throughout its operating range. A properly set fuel controller (zero governor) using a rubber seat and spring tension against an orifice will shut-off the flow of fuel when the engine is not running.

Yet the slightest amount of vacuum should cause the seat to move and allow gas to flow. If the spring force is too great and requires greater vacuum to open the device, a flat spot or sluggish progression off idle will develop with a possibility of lean mixtures and power losses at full load.

Also, if the fuel controller allows fuel to leak through

at shut-down, hard starting and the danger of fire will result. In either case, the fuel controller should be re-adjusted per the specific instructions for the unit.

Besides a sensitive fuel controller, an accurate and constant fuel pressure leading into the fuel controller is vital for top performance. In remote tank supplied LP-Gas systems a primary regulator feeds the fuel controller a constant pressure regardless of tank pressure or flow. Most natural gas and domestic LP-Gas installations have a constant pressure regulated at the storage equipment, eliminating the need for a primary regulator..

Although there are other methods or designs of gaseous carburetion, we feel that the venturi principle provides a simple, easy to service conversion with no need to sacrifice performance or exhaust emission levels. Because a properly adjusted venturi system can produce results comparable to other more complicated systems.

There are three ways to convert a venturi system from liquid to gaseous carburetion, either the spud-in method, adaptor method or replacement carburetor method. The spud-in kits use the existing.gasoline venturi with a fuel delivery tube installed in the area of greatest vacuum. The adaptor method uses a special venturi and is placed between the carburetor and the air cleaner. The replacement method uses a specially designed carburetor to replace the existing gasoline carburetor.

If you desire to know more about gaseous carburetion, we have a technical paper entitled "Converting Liquid Fueled Engines With LP-Gas Carburetion." A copy will be sent on request.

2 1 LOW 2 PRESSURE AREA

fr •

GAS AT GAS AT ZERO PRESSURE POSITIVE PRESSURE

TERMS AND DEFINITIONS

GARRETS011

EQUIPMERTMIRC.

TERMS AND DEFINITIONS ABSORBTION OIL: See Heavy Ends AIR CLEANER PRESSURE DROP: The negative

pressure effect caused by the restrictive action of the air cleaner element. The effect will increase as the element becomes dirty and can cause rich mixtures and poor operation.

AIR VAPORIZER: See Vaporizer-Regulator BALANCE TUBE: To compensate for excessive air cleaner pressure drop or a positive pressure created by an intake blower, a tube is run between the atmospheric vent on the fuel controller and the intake manifold ahead of the carburetor.

CARBURETOR ADAPTOR: A venturi section placed between the gasoline carburetor and air cleaner that will allow the gasoline carburetor to remain intact so the engine can be run on gasoline or gaseous fuels.

CARBURETOR: Also known as a fuel-air mixer.

The section of the engine intake system where fuel and air are mixed and passed on to the engine for combustion.

CHOKE: A variable restriction in the air intake to increase the pressure drop (vacuum) in the carburetor.

ECONOMIZER: A device to create a leaner mixture during part load operation where a richer mixture is desired at full load.

EXCESS FLOW VALVE: A safety device generally located at a pressurized fuel tank which restricts or shuts off the fuel flow if the discharge rate exceeds a certain figure in the event of a line rupture.

EXHAUST ANALYZER: A device that measures the carbon monoxide level in the exhaust gases and indicates the leanness or richness of the airfuel mixture entering the engine.

FILTERLOCK: Combination fuel filter and safety

shut-off.

FUEL CONTROLLER: Common term used to describe a unit which contains an atmospheric zero governor.

FUEL FILTER: A unit placed in the fuel line to remove dirt and rust picked up from the tank or service fittings.

HEAVY ENDS: This is a residue picked up by propane from lubricated valves and compressors.

It will sometimes collect inside the fuel controller where the pressure is sub-atmospheric.

IDLE PLATE: A thin Plate inserted between the carburetor and the engine to obtain a vacuum source or provide an idle gas inlet.

LIQUID WITHDRAWAL: Used to describe fuel systems where the fuel is drawn from the liquid section of the storage tank.

LOCKOFF VALVE: A device either electrically or vacuum operated to positively shut-off the flow of fuel if the engine should fail while unattended.

PRIMARY: See Regulator PRIMER: A feature included on most zero governors, to allow fuel flow prior to cranking the engine as a starting aid. .

REGULATOR: The term applied to the pressure reducing device or section in a fuel system that reduces the tank pressure down to the rated inlet pressure required by the atmospheric zero governor or pressure carburetor.

SECONDARY:See Zero Governor SHUT-OFF VALVE: See Lockoff Valve SOLENOID VALVE: An electrically operated shutoff device used in connection with a manifold sensing vacuum switch or oil pressure switch to positively shut off the flow of fuel should the engine fail.

SPUD-IN: A method used to convert a gasoline carburetor to gaseous fuel by placing a tube at the small section of the venturi.

VAPOR WITHDRAWAL: Describes a fuel system where the fuel is drawn from the vaporized gas section of the storage tank.

VAPORIZER-REGULATOR: A device which includes a regulator and a heat exchanger to convert liquid propane to a gaseous state and reduce the pressure. These devices will sometimes also include a zero governor and are also called converters.

VENTURI: A symetrical restriction in the intake manifold or carburetor which produces a pressure drop (vacuum) and draws fuel into the airstream.

The amount of fuel drawn in is in proportion to the volume and speed of the air passing through the venturi.

ZERO GOVERNOR: This unit is sometimes called a fuel controller or secondary. It is a vacuum demand device which is normally shut when the engine is not running. Venturi vacuum or intake manifold pressure drop causes it to open and flow fuel at a zero or negative pressure. This device is not considered a satisfactory shut off for indoor installations.

OEM CONTROLS, INC. OPERATIONS AND MAINTENANCE MANUAL Single Axis Controller MS4M2319. To operate one HPI proportional valve. Includes threshold adjustment and dual maximum output adjustment.

OEM CONTROLS, INC. 10 Controls Drive Shelton, Conn. pg 1

o6484

INTRODUCTION The OEM Type MS4 Single Axis Controller is a remote control station for the control of electro-hydraulic valves.

The MSkM2319 Single Axis Controller has been specifically designed for the operation of the HPI proportional valve for use on Calavar machines. It uses the UFO (Ultra Feathering Operation) Module. Rotation of the handle rotates a center tap potentiometer and actuates microswitches through adjustable cams. The potentiometer and switches control the outputof a pulse width modulated amplifier, the UFO Module, which supplies the HPI valve with a proper signal to operate. The level of the signal is proportional to the handle rotation.

DEFINITION OF TERMS Power Amplifier Proportional electro-hydraulic valves are controlled by varying their supply voltage through a rheostat.

When used alone without a power amplifier, a wire wound

rheostat is required to meet the relatively high power demands of valves which are single pilot operated (the electric coil prolrides all the energy to move the valve spool.) :Rheostats were originally designed to be hand - operated devices that are often used to occasionally adjust the sound level of a radio, and similar applications. .

When they are used as part of an electro-hydraulic control system, they are operated almost continously and therefore provide a relatively short useful life. Their average life is 100,000 duty cycles which can be increased with special modifications to 250,000 duty cycles. This is not acceptable in most applications.

When a power amplifier is used as in the OEM Controls MS4 with the UFO Module, the power is handled by power transistors and the potentiometer which is turned by the handle carries only one milliampere ( 0.01amp.). This allows the use of a high life Allen Bradley type EJ potentiometer rated at 1,000,000 duty cycles minimum.

The use of the UFO Module also allows one to have threshold adjustment, dither, and maximum output adjustment. These three terms are defined below.

Threshold Adjustment Valve spools do not start to move from the center null point until an adequate amount of power is supplied to their coils to overcome friction, stiction, hydraulic pressure, mechanical tolerances, and all other forces that tend to keep the spool stationary, including hysteresis.

This situation is called threshold. The result of it is that in most instances, the valve control handle has to be moved through a considerable -portion of its travel before the valve will start to respond - thirty to fifty percent is common.

This in turn, decreases the resolution of the system and adversely affects the feathering ability of the system when precise control of movement is needed.

The UFO Module provides a solution for the problem. A

threshold adjustment is provided on the UFO Module so that

the user can trim . out the "dead - band" or the threshold with the result that machine function starts right at the beginning of handle motion. This adjustment is made during manufacturing and under normal use will not need to be

changed by field personnel.

Dither Non-linearity and non-repeatibility of spool movement in relation to handle position beyond the center null point is also due to hysterisis and the other mechanical factors mentioned above; OEM Controls has found,,through

extensive testing of various pilot valves, that applying

dither (electronically switching the operating power on and off at a ratio proportionate to the operating lever position) will =virtually eliminate the stiction and .provide the precise feathering and linear control that has been impossible to obtain without it Maximum Output Adjustment By controlling the maximum output of the control,:one can .assure that full handle .rotation will give full speed machine function.—Also:it is possible toobtain full speeds inbetween . standard spool sizes. Certain machine functions are actuated by cylinders with different effective areas for the two directions of travel. A dual output adjustment, as the OEM control has, allows a seperate adjustment for each direction to compensate for the 'This. adjustment is made during manufacturing and -under normal use will not need to be changed by field personell.-

ELECTRONIC AND ELECTRICAL SPECIFICATIONS Valve Coils - To operate HPI dual coil valve with 6 ohms resistance.

Nominal Supply Voltage - 12 VDC. Maximum Coil Current - 2.5 amps.

Micro Switches - Honeywell V-3 S.P.D.T. Contact rating up to 24 VDC, 10 amps., resistive and inductive.

Control Potentiometer - Allen Bradley type EJ, center tap, 1,000,000 duty cycle minimum, 10,000 ohm, 2 watt, Model EJT 98773.

Auxilliary Output - Provides a maximum of auxilliary devices.

3

amps. to switch

Allelectronic components are industrial quality. (higher quality than commercial) carefully selected for reliability and long life.

A thyristor provides :' protection from high voltage line spikes, that, if not controlled, could damage lolid state components.

Protective diodes are used to prevent damage from accidental mis-wiring and feedback current from auxilliary equipment.

MECHANICAL SPECIFICATIONS Shaft deflection each direction

37

degrees:

Boot design.

Positive mechanical interlock. Meets ANSI specifications for accidential inadvertent operation (A-92.5/92.6).

Spring return on handle.

UFO Module and micro switches replaceable as a unit with out mechanical adjustment.

FUNCTIONAL DIAGRAM UNIVERSAL UFO 11.1••■■■•■■■■

••••■•■

THRESMAX HOLD 41--dOUTPUT46--- REGULATOR ADJ. ADJ.

.41

TRANSIENT AND REVERSE POLARITY "(----, SUPPLY PROTGI • ON VOLTAGE

I

AUX. OUTPUT

COMMAND POTENTIOMETER

PULSE WIDTH MODULATOR

POWER DRIVER

CURRENT LIMITER OUTPUT TO COILS

BULLETIN MS4

SEPTEMBER 1979

DIMENSIONS

4■110101=1.1•111•111M111111

PANEL MOUNTING

I

I.

----VIII

SIDE VIEW

END VIEW

3 1/4"

4 ,.= controls,ixxe.

10 Controls Drive Shelton, Conn. 06484 Phone (203) 929-8431

348'

MS4 APPROXIMATE DIMENSIONS

2 .8" 25/8 .

WITH 3 SWITCHES

1126 AM

INSTALLATION INSTRUCTIONS The controller will attach under the tbp surface of the vehicle cut-out. First, the handle top and the lower handle assembly must be removed. The handle top (cap) is removed by unscrewing it counter clockwise and removing it along *ith the compression spring. The clamp at the base of the boot is loosened and the lower handle assembly and the boot are lifted off as a unit.

The controller is then inserted up through the panel bottom with the gasket between the controller mounting plate and the panel bottom surface. The mounting screws are than

screwed through the two holes in the mounting panel into the Next the lower assembly and boot are reinstalled as a unit, and the compression spring and handle cap reinstalled.

threaded holes in the control.

The electrical connections are made according to the wiring diagram to complete the installation.

WIRWG

DIAGRAMS

-57/116LE COA/772OL ••-••••- ■

•• ■•

NO hic

/2 VDC _ DUAL COI L MULTIPLE CONTROLLER SYSTEM USING RELAY OR SWITCH tr-

I

1

rNO C

I MASTER 1 CONTROLLER •I

SLAVE CONTROLLER

L BLK--

NC

RELAY COIL

DP DT RE LAY (AS SH OWN OR SWITCH W

VALVE COILS

Caution

r I

DUAL COIL MASTEIVSLAVE SCHEME

rc

.

r - '''' -• '"' n

I

: NO 'MASTER 1 CONTROLLER 1 I I C L_ 1 BLK-------- RED

L_

1 1

SLAVE CONTROLLER

A B X+ ®

L

A VALVE COILS

aB

From multiple station operation never allow two controllers to drive the same valve assembly simultaneously. A manual selector switch or a relay must be used to guarantee that only one controller can power the valve assembly at one time.

FIELD ADJUSTMENT INSTRUCTIONS THESE ADJUSTMENTS ARE MADE DURING MANUFACTURING AND UNDER NORMAL USE WILL NOT NEED TO BE CHANGED BY FIELD PERSONELL. THE CONTROLLER IS SWITCHFT) OFF IN THE CENTER OFF POSITION IRRESPECTIVE OF THE ADJUSTMENT SETTINGS. Make the electrical connections according to the wiring diagram.

In all cases CW (clockwise) rotation of the adjustment potentiometer will increase output. CCW (counter clockwise) rotation will decrease output.

The threshold adjustment must be made first before the

output adjustments because the threshold adjustment will change the output settings.

Threshold Adjustment With the controller just turned on (see Dwg 1232 AE, next page) turn the threshold adjustment CW until the function just starts to move, then turn back CCW until the function stops. The threshold is now adjusted.

Output Adjustments The controller maximum output is adjustable in each direction. Each output is set individually.

Refering to Dwg 1232, next page, with the controller held full on in direction A, adjust the A output adjustment to give the desired maximum function speed in that direction.

Adjust the B direction in a similar manner.

The controller is now adjusted.

THRESHOLD ADJUST: Move the handle just far enough to activate controller.

DIRECTION A

DIRECTION B

if "B OUTPUT" ADJUST: With control full on in this direction adjust' "B OUTPUT" to set maximum forward function speed in direction "B".

"A OUTPUT" ADJUST: With control full an in this direction adjust "A OUTPUT" to set maximum function speed in direction "A".

3 AMP source of +12V switched on when control is actuated.

"A OUTPUT" adjust

To 12 volt D.C..

5 . AMP fused source.

"B. OUTPUT" adjust-

Dual proportional valve coils.

"THRESHOLD" adjust

9 COT)

1-- Z i coaltrobs,in.c.

71-

SHELTON, CT. 06484

pow

REV,

30- 50

UFO WIRING AND ADJUSTMENT DRAWN 4R

.

CHECKED

DWG./

2 32

AE"

TROUBLE SHOOTING With a 12 VDC supply capable of 60 watts connected as shown in the wiring diagrams, and with two six ohm loads connected across the terminals as shown for the valve coils (actual valve coils are ideal for this purpose)make the following checks.

Supply voltage is 12 VDC. (Voltmeter leads at terminals and -.

Electrical power measured between terminals X and - (Aux.) is switched off only at center position.

Electrical power at the normally closed. contact. on the on/off microswitch is present only when the control handle is at the center position. (Voltmeter leads at terminal - and normally closed contact of microswitch.)

The directional microswitches switch within the poW-er switch deadband. (VisUaly observe switch action.)

Output goes from 0 to 4- - 100% (1.6 amps.).proportionatly with control handle motion. (Ammeter in series with either terminals

A and -, or B and -, depending on direction of rotation.

Caution: be sure ammeter can handle the current.).

When control is viewed from the pot side, terminal B goes positive with respect to terminal - as the control handle is moved clockwise.) Terminal A should go positive for CCW rotation.

(Voltmeter leads at terminals B and - for CW, and A and - for CCW.) The threshold trimpot range is adjustable from 0% deadband to 40% deadband. Full scale voltage is about 10V. Reset to desired level at completion of this test. (Voltmeter leads at A and or B and -;.)

The maximum output trimpots are adjustable from 100% to less than 40%p Reset to desired level at completion of this test.

(Voltmeter leads at terminals A and -, and B and )

There is no leakage between any of the terminals and the controller frame. If leakage is detected, disconnect the controller from the vehicle and recheck. If there is still leakage, the fault is in the controller. (Ohmeter leads touched to each terminal and frame. CAUTION, DISCONNECT BATTERY VOLTAGE, TERMINALS + AND -, BEFORE CONDUCTING THIS TEST.) If controller fails any of these tests, replace electrical assembly.

AO.

MASTER SWITCH AND ELECTRICAL ASSEMBLY COMPONENTS

8 9 10

5CFZEW AT 6:00

1. Electrical assembly complete'.

2. Screw fastener for electrical assembly.

3. Lock washer.

4. Fastening nut fixed to plate.

5. Potentiometer coupling.

6. Potentiometer & cam drive gear.

7. Master switch complete.

8. Main drive gear.

9. Adjustable cam segments.

10. Pot nuts.

5 4

ELECTRICAL ASSEMBLY INSTALLATION PROCEDURES 1. TUrn.potentiometer .coUpling #5 to vertical position set screw location to 6 o'clock. . 2 . Insert complete electrical assembly into MO aligning :coupling with drive gear #6.

3. Install (..2) screw fastenerS and lock washers .. Tighten snug.

4.. Check for free operation, if needed loosen screws and adjust plate accordingly. • • THE ABOVE ELECTRICAL DIAGRAN AND.VALUES ARE FOR THE OPERATION OF THE VALVES AT 12 VDC ONLY.

SPARE PARTS LIST OEM PART NO. DESCRIPTION 1187AM-13 UFO CB168 circuit board complete with 10,000 ohm potentiometer, three V3L-139-D8 micro switches, threshold adjust, dither, dual maximum output adjust for HPI dual coil proportional valve.

Retrofit for MS4M2319 Controller.

1187AM-3 Upper cap handle, pn 1127AM-2.

1187AM-4 Gasket, pn 1127AM-10.

1187Am - 5 Lower handle assembly.

1187AM-6 Compression spring.

1187AM-7 Boot.

11871M-8 Retaining ring for boot.

1187AM-9. Mounting screw and washer.

1187AM-10 V3L- 139 -D8 micro switch, insulator, switch spacer, mounting screws, washers, and tinnerman plate.

PRESETTING OEM CONTROLLER FOR 4046N (HPI VALVE)

I. Turn key on.

2. Ground/Aerial switch to Aerial.

3, Push start button to turn on power to aerial, box DO NOT START ENGINE Take a Volt - Ohm Meter (VOM); set scale to read maximum 10 VCD, 4.

Place common (-) lead of VOM on ground (-) or number one wire.

5.

Place (+) lead of VOM on either A or B terminal of controller to be set.

6.

Move handle in direction of terminal selected (A or B) until throttle limit 7. switch is just engaged. NOTE: switch is engaged when throttle is pulled on.

Adjust threshold screw until VOM reads 4 \DC. 8.

Move handle in the direction of terminal selected to full handle position.

9.

Set Output Adjustment for terminal selected (A output for A terminal B output 10. for B terminal) to the proper setting.

II. Repeat steps 9 and 10 for the other terminal, check that throttle switch is turning on at 4 VDC in this direction also. If reading is lower then 4VDC check other direction, if necessary, adjust until it reads 4 VDC, 12. Readings taken while engine is running will be slightly higher than settings made with engine off.

PRESETTINGS FOR 4046N HPI CONTROLLERS

FUNCTION

OUTPUT FULL HANDLE POSITION

THRESHOLD

BOOM UP

7.6 VOLTS .

4 VOLTS

BOOM DOWN

8.0 VOLTS

4 VOLTS

BOOM EXTEND

8.0 VOLTS

4 VOLTS

BOOM RETRACT

9.8 VOLTS

4 VOLTS

ROTATION CW (L)

6.0 VOLTS

4 VOLTS

ROTATION CCW (R)

6.0 VOLTS

4 VOLTS

DRIVE FORWARD

7.8 VOLTS

4 VOLTS

DRIVE REVERSE

7.8 VOLTS

4 VOLTS

Yr'

OfIRRETS011

I E...

INSTALLATION --ADJUSTMENT -OPERATION -

The new Garretson Auto-Prime, the only adjustable automatic primer on the market, is included on your Garretson regulators. After installation you can easily adjust the Auto-Prime to meet the exact fuel requirement of your engine for automatic starting. With the Auto-Prime, leakage or flooding in starting are never problems. Follow the simple installation, adjustment and operating steps below for economical and trouble-free automatic starting.

AMIIIMINIMMOIMMINM11 11•0■11.111■1....

,11.1111 ■

INSTALLATION Installation of the Garretson Auto-Prime requires a single-pole double-throw toggle switch and plate available from Garretson by requesting catalog number 448.

This switch has "momentary-on", "off," and "on" positions, designated "Manual", "Off," and "Auto" on the switch plate. Also needed is 16-18 AWG multistrand insulated automotive wire.

1.

Install the toggle switch and plate on the dash or other convenient location for the operator.

2.

Run a length of 16-18 AWG wire from the center terminal of the switch to the insulated plug on the regulator and attach it to the plug along with the coil wire already attached.

ADJUSTMENT

3.

Run another length of wire from the red terminal of the switch to the terminal on your ignition switch that is hot when the ignition switch is in the "on" and "start" positions.

4.

Run a third length of wire from the terminal opposite the red terminal to the engine starter or the starter side of the starter solenoid.

5.

Make certain the ground wire from the Auto-Prime solenoid is grounded and the Garretson regulator is grounded for a complete circuit.

FIRST METHOD

NOTCH ZERO MARK

1.

Close off the carburetor idle system.

2.

Depress and hold in the Auto-Prime plunger manually.

3.

Begin turning the Auto-Prime dial clockwise until you obtain the best engine operation at a smooth and fast engine idle of 600-900 RPM.

SECOND METHOD At this position there is no fuel flow when the Auto-Prime is energized. To start and increase fuel flow, turn dial clockwise while manually depressing plunger.

To understand the adjustment procedure of the AutoPrime, first notice the dial numbered from zero to five.

This dial is factory set with zero opposite a notch on the plunger disc behind the dial. This setting provides no fuel flowage from the regulator when the AutoPrime solenoid is energized. By turning the dial clockwise, fuel flowage from the regulator is started and can then be adjusted to meet your engine's requirement. In adjusting the Auto-Prime, remember the fuel requirement for starting is nearly the same as that for idling. Below are two methods for adjusting the Auto-Prime.

1.

Remove the carburetor air cleaner or air cleaner hose.

2.

Remove the fuel hose from the regulator to the carburetor (or carburetor adapter) at the carburetor and insert this hose in the carburetor intake.

3.

Manually depress and hold in the Auto-Prime plunger and start the engine with the throttle butterfly in the closed (idle) position.

4.

Still holding the Auto-Prime plunger in, turn the dial clockwise until you obtain the smoothest and fastest engine idle, at approximately 600-900 RPM.

5.

Release the Auto-Prime plunger and return all hoses to their original positions.

If automatic . starting is unsatisfactory after these steps, turn the Auto-Prime dial up another one-half or full increment.

SEE OTHER SIDE

143;ZEIMECIFEMISERMIREAMBINSEIMIllY

GAR ETSOn GENERAL The model S2 two-stage fuel controller includes advanced design features not found in other gaseous vapor withdrawal fuel controllers. The S2 is a compact unit consisting of a primary regulator and a fuel controller (zero governor). It is used with fuel tank pressure vaporized LP-gas. With proper installation and maintenance, the S2 will provide years of trouble free service.

AIKIMINSIENVOISMEWSIMEMagarat

MODEL B2 INSTALLATION & OPERATION

MANUAL PRIME

MOUNTING (OPTIONAL ON REAR)

OUTLET

!WARNING!

0

The S2 should be installed and maintained per Garretson instructions and all applicable federal, state, local laws and codes, and NFPA Pamphlet 58.

SPECIAL NOTE: For indoor installations by NFPA definition, an atmospheric zero governor is not considered a positive shut-off valve and an approved automatic shut-off shall be installed to assure that the flow of fuel will be stopped should the engine fail while unattended.

For a copy of Pamphlet 58, write the National Fire Protection Association, 470 Atlantic Ave., Boston, Mass. 02110.

4Vr Aar Air

Aar Assn.

Nis... NS. VIOL `,

INSTALLATION The S2 should be mounted as close to the carburetor as possible and positioned so the primer and lock-off adjusting screw are easily accessible. Best operation results if the diaphragms are positioned in a vertical plane. This helps to minimize the effects of gravity on diaphragm travel.

The S2 uses 1-3/4" bolt spacng for mounting with 3 sets of mounting holes available. The side mounts have the fuel outlet between them and the 2 sets of mounts on the primary diaphragm cover for mounting where a different outlet orientation is desired.

Before installing the fuel supply line, be sure that the gas pressure is no more than 250 psi. The pressure should also be no less than 25 or 30'psi as the outlet delivery may be affected causing loss of power. Flexible piping to the inlet should be used to prevent cracking from vibration if the S2 is mounted on the engine or other vibrating surface.

ti

NOTE: Thread sealing compound should be used on all pipe thread fittings between the S2 and the fuel supply, being careful not to get any inside the inlet or fittings. Excess compound could collect on the seats and orifices causing hazardous leakage, also resulting in poor performance. After piping ;is complete, turn on the gas and use a soap solution to check :aft_ftttirlgs for leaks.

-s..4f .an electric solenoid primer is used, follow the wiring and adjustihg instructions furnished separately.

The S2 can be ordered with several outlets for ease of installation and greatest flexibility. If an outlet fitting has not been provided, select and insert a suitable vapor fitting taking care not to get any chips or-dirt in the outlet. Use of street ells or conventional pipe fittings in the fuel line between the S2 and the carburetor is not recommended as they may restrict the flow of fuel.

After installation of a properly sized fuel hose between the S2 and carburetor, if you are installing a complete conversion return to the instructions. For field replacement applications, the unit is ready for service.

LOCK-OFF ADJUSTMENT

OPERATION Tank pressure vaporized fuel enters the inlet and flows into the primary cavity. A conventional spring, diaphragm and valve regulator controls the pressure in the primary section. During engine operation this regulator section functions continuously and maintains a critically constant pressure to the fuel controller section.

The fuel controller section is an atmospheric zero governor which is like the float and needle valve in a gasoline carburetor.

Air flow through a venturi in the carburetor creates a vacuum which acts through the S2 outlet on the diaphragm. Atmospheric pressure then forces the diaphragm toward the vacuum, depressing the lever and pulling the plunger away from the orifice which allows fuel to flow as long as the demand persists. When the vacuum ceases, a spring force pushes the plunger against the orifice. shutting off the fuel flow. It is important to remember that fuel should not flow through the S2 when the engine is not running.

A properly adjusted S2 requires a vacuum of only 0.25"-0.35" of water column to start the opening sequence. Due to this sensitivity, most installations, do not need priming to start unless low cranking speeds or restricted and lengthy piping are required. If priming is necessary, the S2 is equipped with a manual primer. Use only 1 or 2 second bursts of fuel and immediately try to start the engine. If there is a choke on the carburetor, do not use it as this will probably cause flooding and hard starting.

As you can see, the operation of this unit is simple and basic. If you are having problems with your engine, in most cases the fuel controller is NOT malfunctioning. There is generally a problem with the engine or fuel supply, so do not make adjustments or attempt to service the S2 until you are sure it is needed.

SERVICE The S2 should be periodically checked for leakage past the valve seats. The vents on the diaphragm covers should be clean, open and free of obstructions. If the S2 needs service we suggest you take it to a qualified serviceman. If that help is not available we will furnish you a list of repair shops or the proper service information. -

'

=AM ..IMEMBEIBagaNainIEMERECII7 ,-, " - " 1,"

MODEL S2 BILL OF MATERIAL INDEX PART NUMBER NUMBER

074-00-52 2 073-00-06 3 039-00-42 4 07400-05 5 039-00-43 6 074-00-04 7 074-00-45 7A 073-00-50 8 074-00-53 9 074-00-34 10 074-00-35 11 074-00-36 12 074-00-27 074-00-26 13 074-00-28 14 074-00-01 074-00-68 074-00-69 15 073-00-45 16 073-00-41 17 073-00-40 18 07400-23 19 074-00-20 20 074-00-16 21 074-00-21 22 074-00-22 23 074-00-15 24 074-00-50 25 074-00-51 26 074-00-10 27 074-00-02 28 074-00-03 29 074-00-08 069-00-32 30 074-00-06 31 074-00-07 074-00-08 32 069-00-06 33 069-00-05 34 074-00-30 35 074-00-37 074-00-38 36 074-00-41 37 074-00-42 38 020-00-15 39 039-00-42 40 020-00-11 41 020-00-20 42 020-00-21 43 069-00-08 44 020-00-31 45 074-00-70

1

46

074-99

DESCRIPTION

02)

QTY.

Screw Primer Pin Spring Secondary Bonnet Primer Pin Clip Secondary Bonnet Assembly Sec. Diaphragm Asmby. -

12

Gasket Screw Washer Secondary Lever Sec. Lever Pivot Pin 3/16" Secondary Orifice 1/8" Secondary Orifice Gasket Body 1/4" Hose Outlet Body - 3/8" Hose Outlet Body - 1/4" NPT Outlet Screw 3/8" Hose Outlet Fitting 1/4" Hose Outlet Fitting Gasket Inlet Fitting Body Primary Plunger Assembly Spring Spring Plug Inlet Fitting Assembly Primary Lever Pri. Lever Pivot Pin Primary Diaphragm Assembly Primary Bonnet Primary Bonnet w/Mounting Primary Spring - 2 P.S.I. Primary Spring - 5 P.S.I. Primary Bonnet Cap Primary Spring - 2 P.S.I. Primary Spring - 5 P.S.I. Primary Adjusting Screw Primary Bonnet Cap Secondary Plunger Assembly Secondary Spring - 2 P.S.I. Secondary Spring - 5 P.S.I. Secondary Adjusting Screw Lock Nut Adjusting Screw Spring Plunger Assembly Plunger Spring Cotter Pin Screw Insulated Terminal Sec. Bonnet Asmby. Auto Prime Repair Kit

3

1 1 1 1 1 45

6 2 1 1 1 1 1 1 1 1 2 1 1 1 1 1 1 1

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

0

REPAIR KIT

1 1

GA RETS011

EQUIPMErITCO.Ifit.

BOX 111 o MT. PLEASANT, IOWA 52641 319-385-2203

TO CARB.

OUTLET FITTING VAPOR HOSE

SHUT-OFF CUSTOMER SUPPLIED

MODEL KN MODEL KN

520-02

STANDARD PIPING WITH SOLENOID VALVE 330-02 SOLENOID VALVE

MODEL SD AND 68 REGULATOR

TO CARB.

417-02 STREET ELL

VAPOR HOSE —P..

492-24 HOSE ASSEMBLY

OUTLET FITTING

CLOSE NIPPLE

••••••-*MODEL SD

520-01 BRACKET

17931611PAI.MMIUMtlineller

TO CARB

MODEL S2

330-03 SOLENOID VALVE

VAPOR HOSE

490-36 HOSE ASSEMBLY

OUTLET FITTING

-•

416-02 557-01 COUPLING POL & NUT

MODEL S2

520-01 BRACKET

OUTLET FITTING

TO CARB. VAPOR HOSE

MODEL KN MODEL KN

520-02 BRACKET s••••••

330-05 SOLENOID VALVE

FIRST START UP The exact first time starting procedure is not an exactly defined process for each and every kit. However, there are certain steps which can help to get the engine running well enough to make fine tuning adjustments. The objective is to make some approximate mixture settings and attempt to start the engine.

Then depending on the results, either make further rough adjustments or proceed to the fine tuning.

and re-start. This step may have to be repeated several times to allow the engine to run well enough to proceed to the next step.

Step 1. Turn both the main load and idle gas needle screws in finger tight. Then open the larger or main load screw three to four turns. Next open the idle gas screw 2 to 21/2 turns. (Some kits do not have idle systems.)

Step 4. If the engine is required to run at idle speed, slowly let the engine return to idle speed. Adjust the idle gas needle screw to obtain a smooth idle operation. To set the proper idle speed, adjust the idle air adjustment on the throttle shaft. Do not attempt to set speed with the gas mixture atttstment.

Step 2. Turn on the fuel supply and depress the primer button on the zero governor for an instant (approx. 1 sec.) and start the engine. If the engine fires but does not continue to run, turn the main load screw out 1/2 turn, re-prime if necessary,

Step 3. Adjust the main load screw for maximum RPM and smoothest engine performance at governed speed. In most cases, turning the screw in leans the mixture and out enriches it.

Step 5. To check the adjustments, put the engine under its normal load and re-check the main load adjustment then return to idle and re-check this setting.

NORMAL OPERATION To start the engine, depress the primer button on the zero governor (if provided) and start the engine. DO NOT USE A CHOKE, as it will most likely cause flooding.

When stopping the engine, if it is manual start and not equipped with a solenoid valve, turn off the fuel supply valve. Do not ground the ignition or choke the engine. For those engines that are equipped with solenoid shut-off valves, this is not a requirement but the supply valve should be closed if the engine will be left out of operation for an extended period of time.

G ETS

EQUIPMEIET CO. WIC.

BOX 111 • MT. PLEASANT, IOWA 52641 319-385-2203

REMINDER. When an engine is operated on gaseous fuels, it

is possible for the engine to run unattended for a long period of time. This could lead to a dry oil sump and the possibility of damaging the engine. To avoid this hazard, check the crankcase oil level at least every 5 hours of operation or have a reserve supply syStem installed. Also keep the air filter clean and avoid getting dirt in the system at any point as this is the cause of most, carburetion problems.

STARTING and OPERATING INSTRUCTIONS ISSUE MM-357

CONS I N ot-;-

eacee-d Engines

Four Cylinder Engine Models VH4D VG4D V-465D

le'TELEDYNE WISCONSIN MOTOR WORLD'S FOREMOST SOURCE FOR HEAVY DUTY AIR COOLED ENGINES

INTRODUCTION Teledyne Wisconsin Motor is backed by over 65 years of engineering experience in the design of internalcombustion engines for every conceivable type of service. The performance of these engines is proof of the long satisfactory service you too can expect from your engine.

WISCONSIN heavy duty air cooled engines are of the most advanced design and are built in a modern factory, equipped with the latest machinery available.

Only the best materials, most suitable for the particular part, are used. During production, every part is subjected to rigid inspection, as are also the completely assembled engines. After assembly, every engine is operated on its own power and all adjustments are carefully made so that each engine will be in perfect operating condition when it leaves the factory.

Like all fine machinery, the engine must be given regular care and be operated in accordance with the instructions.

SPECIFICATIONS MODEL VH4D

MODEL VG4D

MODEL V-465D

Bore 31%" 314" Stroke Piston Displacement — cu. in 107.7 Horsepower — 1400 R. P.M. ... 17.2 1600 R.P.M. 20.0 1800 R.P.M. ... 22.5 2000 R.P.M. ... 24.7 2200 R.P.M. ... 26.5 2400 R.P.M. ... 28.0 2600 R.P.M. ... 29.2 2800 R.P.M. ... 30.0

Bore 4 Stroke Piston Displacement — cu. in. 154 Horsepower — 1400 R.P.M. ...

25 1600 R.P.M. ...

29 32 1800 R.P.M. ...

34 2000 R.P.M. ...

36' 2200 R.P.M. 2400 R.P.M. ...

37

Bore Stroke Piston Displacement — cu. in Horsepower — 1600 R.P.M. 1800 R .P.M. 2000 R.P.M. 2200 R.P.M. 2400 R.P.M. 2600 R.P.M. 2800 R.P.M. 3000 R.P.M.

334" 4 " 177 41.6 47.5 52.4 56.7 60.0 63.0 64.5 65.9

Note: For continuous operation, allow 20% of horsepower shown, as a safety factor.

SAFETY PRECAUTIONS •

Never fill fuel tank while engine is running or hot; avoid the possibility of spilled fuel causing a fire.

•

Always refuel slowly to avoid spillage.

•

When starting engine, maintain a safe distance from moving parts of equipment.

•

Do not start engine with clutch engaged.

•

Do not spin hand crank when starting. Keep cranking components clean and free from conditions which might cause the crank jaw to bind and not release properly. Oil periodically to prevent rust.

•

Never run engine with governor disconnected, or operate at load speeds in excess of: 2800 R.P.M. for

model VH4D, 2400 R.P.M. for model VG4D and 3000 R.P.M. for model V-465D. •

Do not operate engine in a closed building unless the exhaust is piped outside. This exhaust contains carbon monoxide, a poisonous, odorless and invisible gas, which if breathed causes serious illness and possible death.

•

Never make adjustments on machinery while it is connected to the engine without first removing the ignition cables from the spark plugs. Turning the machinery over by hand during adjusting or cleaning might start the engine and machinery with it, causing serious injury to the operator.

•

Precaution is the best insurance against accidents.

NEW ENGINE • LUBRICATION

Operating without oil will ruin engine.

IMPORTANT There is NO OIL in this unit.

Fill crankcase to proper oil level, also clutch or gear box if furnished, and oil bath air cleaner.

• AIR CLEANER

Instructions Refer to GRADE OF OIL chart (page 2) and fill with proper oil before starting engine.

Oil bath type — Add same grade oil as used in crankcase to the level line indicated on cleaner bowl. Maintain oil level or dirt will be drawn in and damage engine.

Dry element type, optional equipment

-

DO NOT OIL - Follow instructions on cleaner body.

=IMO MIMI

• FUEL

Use 'REGULAR' grade gasoline. Engines built to operate on FUEL OIL, KEROSENE, L.P.G. or NATURAL GAS are so identified in the model designation. Refer to 'FUEL' paragraphs of instructions.

Buy fresh fuel. Do not use out-of-season gasoline.

NEM MINIM

• NEGATIVE GROUND CIRCUIT , if engine is equipped with STARTING MOTOR, DISTRIBUTOR IGNITION and FLYWHEEL ALTERNATOR, or GENERATOR.

GROUND ENGINE TO NEGATIVE TERMINAL ON BATTERY.

CAUTION: Be absolutely sure of proper connection or damage to

the Alternator or Generator circuits will result.

• PREVENT OVERHEATING „-,

Temperature Safety Switch Do not disconnect wire or allow terminal to touch head fins or shrouding.

Optional accessory mounted to cylinder head bolt near spark plug — TO PROTECT ENGINE AGAINST OVERHEATING. If engine stops, check first to see if engine is overheated. Other conditions may have caused the engine to stop. Clean air cleaner, air intake screen, fins, and check oil level, spark plugs and wiring. Let engine cool at least 10 minutes before restarting.

Keep Engine Clean

External dirt restricts cooling and internal dirt causes wear.

BREATHER CAP Clean at every oil change

CYLINDER and HEAD COVERS Remove and scrape dirt from cylinder and head fins.

AIR CLEANER

OIL FILTER Replace at least every other oil change.

Service daily if necessary

VEE AREA

Remove dirt and chaff from manifold ports and space between CYL. blocks.

AIR INTAKE Remove screen and brush clean.

• NEW ENGINE BREAK-IN Proper break in will lead to trouble-free operation and increased engine life. The factory test given to a new engine is not sufficient to establish the polished bearing surfaces which are so necessary for good performance and long engine life. There is no quick way to force the establishment of good bearing surfaces, and these can only be obtained by running a new engine carefully and under reduced

speeds and loads for a short period of time. Run the engine for a half hour without load at low idle speed (1000 to 1200 R.P.M.). The speed should then be increased gradually, to engine operating r.p.m. still without load, for an additional two hours. If at all possible, operate the engine at light loads for a period totaling about eight hours, before maximum load is applied.

-

1

STARTING AND OPERATING INSTRUCTIONS 9

4 11 3 6 10 7 21

1 AIR CLEANER 2 PRE-CLEANER 3 BREATHER CAP and OIL FILLER 4 CARBURETOR 5 CHOKE BUTTON 6 CYLINDER NUMBERS 7 DIP STICK 8 DISTRIBUTOR 9 EXHAUST MUFFLER 10 FUEL FILTER 11 FUEL PUMP 12 FUEL TANK 13 GENERATOR 14 IGNITION COIL 15 MAGNETO 16 OIL DRAIN PLUG 17 OIL FILTER 18 ROCKER ARM COVERS 19 STARTING MOTOR 20 STARTING SOLENOID 21 STOP SWITCH 22 VARIABLE SPEED GOVERNOR CONTROL 23 VENT HOLE 24 ANTI-DIESEL VALVE

15 17 16

MODELS VH4D and VG4D 24

18

5

3

22 8

7 14 13

MODEL V465D Fig. 1, REFERENCE VIEWS BEFORE STARTING NEW ENGINE

GENERAL INFORMATION These engines are of the four cycle type, in which each of the four operations of suction, compression, expansion and exhaust constitutes a complete stroke. This gives one power stroke per cylinder for each two revolutions of the crankshaft.

COOLING

Cooling is accomplished by a flow of air circulated over the cylinders and heads of the engine from a combination fan-flywheel encased in a sheet metal shroud. The air is divided and directed by ducts and baffles to insure uniform cooling of all parts.

NEVER OPERATE AN ENGINE WITH ANY PART OF THE SHROUDING REMOVED — this will retard air cooling.

IGNITION

The spark for ignition of the fuel mixture is furnished by a high tension magneto driven by the timing gears at crankshaft speed (models VH4D and VG4D).

Battery ignition (12 volt) distributor, is furnished in place of magneto on engines equipped with flywheel alternator, or as optional ignition (Std. on model V-465D).

ROTATION

The rotation of the crankshaft is clockwise when viewing from the flywheel or front end of the engine, and counterclockwise rotation of the power takeoff or rear end of the engine.

GRADE OF OIL

1. Fill tank with Regular grade gasoline.

OIL BURNING engine has letter '0' suffixed to model designation — use 35 minimum octane fuel oil.

-

L.P.G. BURNING engine has letter `G' added to model designation — use propane HD5.

For run-in of new engines, use same oil as recommended in GRADE OF OIL chart.

Check crankcase oil level every 8 hours, change oil every 50 hours of operation.

To change oil, remove drain plug from oil pan. Oil should be drained while engine is hot; it will flow more freely.

Clutch and gear reduction unit lubrication differs between the various engine models. All units operating in oil are furnished with ail filler, level and drain plugs, suitable for any take-off shaft position.

2

GRADE OF OIL

Spring, Summer or Autumn +120°F to +40°F

SAE 30

Winter +40°F to +15°F +15°F to 0°F Below 0°F

NATURAL GAS burning engines require a B.T.U. content of at least 1000.

2 Fill crankcase base with the proper grade of engine oil as specified in "GRADE OF OIL" chart. Fill through the breather tube opening to the level indicated by the FULL mark on DIPSTICK.

SEASON OR TEMPERATURE

,

SAE 20-20W SAE lOW SAE 5W-20

Use oils classified as Service MS, SDorSE •

Crankcase Capacity New Engine Oil and filter change Less -- oil filter or filter change

VH4D

VG4D

V465D

31/2 qts. 41/2 qts.

6 qts.

4 qts.

5 qts.

7qts.

31/2 qts. 41/2 qts.

6 qts.

Model VH4D, Fig 2 and Fig. 3: Fill clutch and gear reduction units to the height of the oil level plug opening - Use same grade oil as used in engine crankcase. Add sufficient oil between changes to keep oil up to the level plug opening.

Change oil in clutch and reduction units at least every 500 hours of operation.

FILL THRU INSPECTION • OPENING

STARTER SWITCH

.

CHOKE BUTTON

IGNITION SWITCH

VARIABLE SPEED GOVERNOR CONTROL Fig. 7, VH4D, VG4D CONTROL PANEL

Fig. 2, VH4D CLUTCH LUBRICATION THROWOUT BEARING DRAIN PLUG GREASE FITTING

FILL THRU INSPECTION OPENING

Fig. 5, VG4D, V465D CLUTCH REDUCTION LUBRICATION high grade transmission oil, S.A.E. No. 90 to No.110 viscosity. Change oil every 500 hours of service, while unit is warm.

OIL LEVEL PLUGS OIL DRAIN PLUG

STARTING

Fig. 3, VH4D CLUTCH REDUCTION LUBRICATION Models VG4D and V465, Fig. 4 and Fig. 5: The clutch in both the power take-off and clutch reduction units is of the dry disc type, therefore NO OIL should be put into the clutch housing. Grease fittings are provided for periodic lubrication of the bearings. The HOUSING BEARING should be greased every .50 hours of operation, and the THROWOUT BEARING every day belore starting. use Mobil Gargoyle grease BRB No 3, Sinclair AF-1 grease, or equal.

The PILOT BEARING is sealed and re4uires no external lubrication.

The SHIFTER ER SHAFT should be lubricaed periodically if external oil fittings are provided.

THE REDUCTION UNIT IS OPERATED (N OIL and the gear case oil level must be .naintained to the oil DIPSTICK mark or PLUG opening, which ever is applicable.

In ROCKFORD units use No. 30 S.A.E. crankcase oil, for TWIN DISC units use "THROWOUT BEARIN GREASE FITTIN

With reference to Fig. 1: Engines enclosed in a sheet metal house are referred to as Power Units, whereas those without a house are called Open Engines.

Power Unit side doors should always be removed when operating.

STARTING PROCEDURE Fig.'s 6,7,8 1. Check crankcase oil level and gasoline supply. Open shut-off valve in fuel strainer.

OIL BURNING engines must be started on gasoline and run for 2 or 3 minutes before switching to oil. Special instructions are available for starting L.P.G. and NATURAL GAS burning engines.

2. Disengage clutch, if furnished.

3. Prime new engine — if necessary, see Fig. 6. Hand primer lever at fuel pump (available option), should be workedback and forth until strainer bowl is full — then an additional 5 or 10 strokes to fill carburetor bowl. If primer does not function — turn crankshaft one complete revolution.

Gravity feed (power units), and electric start engines do not require priming. . Set throttle about 1/2 open if variable speed governor control is furnished.

With a two speed control, start in full load position — idle after engine starts.

OIL PRESSURE VARIABLE SPEED GAUGE GOVERNOR CONTROL IGNITION-STARTER SWITCH Fig. 8, V465D CONTROL PANEL Models VH4D and VG4D only, Fig. 7 5. Pull out ignition switch, if applicable (tag reads "TO STOP PUSH IN").

Magneto ignition engines (less ignition switch), have a lever type ground switch on side of magneto which is always in the ON or running position, except when depressed for stopping.

5a.Close choke by pulling choke button to extreme out position.

5b.Turn engine over slowly one or two revolutions. CAUTION: Be sure that crank does not bind — apply oil to the crank jaw and crank nut extension for ease of engagement and release.

Push choke control button in about halfway and then pull up rapidly on the starting crank. Do not attempt to spin the engine with the starting crank. If engine does not start on the first pull up of the crank, re-engage the crank and repeat the operation.

With electric starting motor; depress starter switch button in place of hand cranking. See Fig. 7.

5c. After engine starts, push choke button in as required for smooth running.

Choke should be completely open (button in), when engine is warmed up.

Less choking iis necessary in warm weather or when engine is warm, than when cold.

Should flooding occur, open choke fully and continue cranking.

Model V465D only, Fig. 8 6. After setting throttle as per paragraph

HOUSING BEARING

4.

INSPECTION PLATE GREASE FITTING Fig. 4, VG4D, V465D CLUTCH LUBRICATION

Fig. 6, FUEL PUMP PRIMER

3

Turn IGNITION-STARTING SWITCH to 'Start' position and at the same time pull out choke button only sufficient to start the engine.

PRE-CLEANER

6a. Release choke button to open position after engine starts, but rechoke if it tends to stop. EVEN A HOT ENGINE REQUIRES MOMENTARY CHOKING WHEN STARTING. When engine starts release switch to 'RUN' position.

If flooding should occur, continue cranking with the starting motor, but with the choke open (choke button in).

The collector type pre-cleaner, mounted to the top of the air cleaner as illustrated in Fig. 9, removes the larger dirt and dust par tides before the air reaches the main al, cleaner.

Clean bowl regularly of accumulated dust and dirt. Do not put oil or water in pre-

WARM-UP

BREATHER CAP, Fig. 1, Ref.3

If all conditions are right, engine will start promptly in one or two attempts. After engine starts, allow it to warm up a few minutes before applying load. Do not race or gun engine to hurry WARM-UP. The proper oil film on various surfaces of the pistons, cylinders, bearings, etc., cannot be established until the oil has warmed up and become sufficiently fluid. Break-in new engine per instructions on page 1.

The crankcase is ventilated thru a breather cap mounted of the top of the oil filler tube.

At every oil change, it is recommended that the cap be cleaned by washing in kerosene.

TO STOP ENGINE

cleaner, this must be kept dry.

DISTRIBUTOR, Fig. 1, Ref. 8 If engine is equipped with battery ignition distributor:

Every 250 hours of operation; add 3 to 5 drops of medium engine oil to the oiler on Fig. 9 OIL BATH AIR CLEANER

Magneto ignition (open engines) have a lever type ground switch on the side of the magneto. DEPRESS AND HOLD DOWN UNTIL ENGINE STOPS. See Fig. 1, Ref. 21.

Power units and battery ignition, Fig. 7, are furnished with an ignition switch, "TO STOP PUSH IN".

Every 250 hours, add a small amount of high melting point grease to the breaker arm rubbing block.

Avoid excessive lubrication. Oil on the contact points will cause them to burn.

Model V465D; turn IGNITION-STARTING SWITCH to OFF position. See Fig. 8.

GENERATOR - Belt Driver, Fig. 1, Ref 13 Every 50 hours of operation; add 3 to 5

drops of medium engine oil into the oil cups at both ends of the generator.

If engine has been running hard and is hot, do not stop it abruptly from full load. Remove the load and allow the engine to run idle (1000 to 1200 R.P.M.), for 3 to 5 minutes. Air circulation from the flywheel will reduce the temperature of the engine much faster and minimize valve warping.

MAINTENANCE

.FUEL FILTER, Fig. 11

.4---- DUST UNLOADER Fig. 10, DRY TYPE AIR CLEANER

AIR CLEANERS The air cleaner is an essential accessory, filtering the air entering the carburetor and preventing abrasive dirt from entering the engine and wearing out valves and piston rings in a very short time.

The air cleaner must be serviced frequently, depending on the dust conditions in which the engine is operated. Check hose connections for leaks or breaks and replace all broken or damaged hose clamps.

Excessive smoke or loss of power are good indications that the air cleaner requires attention.

from the engine and the element, which is not removable, should be washed in a solvent to clean out accumulated dust and dirt.

OIL BATH AIR CLEANER, Fig. 9

Once each week; the filtering cartridge

Service daily; or twice a day if engine is

operating in very dusty conditions. Once each week; in comparatively clean conditions.

Remove oil cup from bottom of air cleaner and clean thoroughly. Add the same grade of oil, as used in the engine crankcase, to the LEVEL LINE indicated on the oil cup.

Operating the engine under dusty conditions without oil in the air cleaner or with dirty oil, may wear out cylinders, pistons, rings and bearings in just a few days time.

Once a year; or oftener if conditions are severe, the air cleaner should be removed

side of distributor base.

Every 250 hours, apply 3 to 5 drops of light engine oil (10W), to the felt in the top of the cam sleeve, and 1 or 2 drops to the breaker arm pivot.

It is very important that the fuel be filtered to prevent sediment, dirt and water from entering the carburetor and causing trouble or even complete stoppage of the engine.

The glass filter bowl should be inspected frequently, and cleaned if dirt or water are present.

To remove sediment bowl, loosen nut below bowl, swing bail to one side and twist bowl as it is being removed. Clean screen and bowl thoroughly — replace gasket if it is damaged or hardened.

DRY TYPE AIR CLEANER, Fig. 10

OIL FILTER, Fig. 1, Ref. 17

Service daily; squeeze rubber dust unloader once or twice a day to check for possible obstruction. If engine is operating in very dusty conditions, remove cartridge and shake out the accumulated dirt (do not tap or strike element — it may become damaged).

Wipe out dirt from inside cover and bowl, after removing baffle and dumping out dust.

A BY-PASS type oil filter is furnished on all Model VH4D and VG4D engines, except where the use of other accessories prevent mounting an oil filter.

should be taken out and rinsed under a faucet with cold water, then wash by repeated dippings for several minutes in a solution of lukewarm water and a mild, NON-SUDSING detergent. Rinse in cold water from the inside out, and allow to dry overnight before re-installing. In cold weather, protect element from freezing until dry.

DO NOT USE GASOLINE, KEROSENE OR SOLVENT — DO NOT OIL ELEMENT. After ten washings or one year of service, replace cartridge. New cartridges are available at your TELEDYNE WISCONSIN MOTOR Service Center.

4

Fig. 11, FUEL FILTER

utor breaker arm RUBBING BLOCK is on a high point of the CAM. Loosen the stationary contact LOCKSCREW slightly and insert a feeler gauge between the points. By means of a screw driver, turn ADJUSTING SCREW until correct gap is obtained.

Tighten lockscrew and recheck gap.

Points that are badly pitted or worn should be replaced.

BREAKER POINTS

VALVE TAPPET ADJUSTMENT Models VH4D, VG4D, Fig. 15 With the tappets in their lowest position (valves completely closed) and engine cold, the clearance between valve stem and tappet adjusting screw should be:

Fig. 12 A FULL-FLOW oil filter is furnished on model V465D engines as standard equipment. Since all of the circulated oil passes thru the filter, it is very important that it be serviced regularly.

The oil filtering cartridge should be replaced after EVERY OTHER OIL CHANGE. If operating conditions are extremely dusty, replace cartridge after every oil change. Use only Wisconsin Micro-Fine or Full-Flo oil filter cartridges from your nearby Teledyne Wisconsin Motor Service Center.

SPARK PLUGS, Fig. 12 Incorrect gap, fouled or worn spark plug electrodes, will have an adverse affect on engine operation. Remove spark plugs periodically — clean, regap or replace if necessary.

Spark plug gap - .030 inch.

Use new spark plugs at the beginning of a new season. Replacement plug must be of the correct heat range, equal to: Model Thread Size Make VH4D 18mm Champion D-16J (Wisconsin YD-6) VG4D V465D 14mm Champion N-12Y Wisconsin YD-301 Torque spark plugs 25 to 30 foot pounds for Models VH4D, VG4D, and to 22 foot pounds for Model V465D. STARTING MOTOR, Fig. 1, Ref. 19 No maintenance is required other than keeping the outside of the starting motor clean, and periodic inspection for insecure mounting and loose or corroded cable connections.

In extreme dust and dirt conditions it may be necessary to occasionally remove the starter from the engine and clean the Bendix by brushing with Kerosene. Do not oil Bendix.

Inlet - .008" Exhaust - .016" Fig. 13 so that no immediate adjustment is necessary. The IDLE ADJUSTMENT is for smooth low speed operation and this adjustment, if necessary, must be made with the carburetor throttle lever closed. Initial setting is approximately 11/2 turns open.

MAGNETO BREAKER POINTS, Fig. 13 At least once each season or when ignition spark becomes weak, remove magneto end cover, inspect points and check gap opening. If there is evidence of pitting or pyramiding and it becomes necessary to resurface or replace points, it will also be necessary to readjust the gap clearance. The BREAKER POINT GAP should be: .015 inch at full separation.

Turn engine crankshaft over until breaker points are at their maximum opening. Loosen the two lockscrews on breaker plate just enough so that plate can be moved. Place a 0.015 inch feeler gauge between points. Insert end of small screw driver into adjusting slot at bottom of breaker plate and open or close the contacts by moving plate until a slight drag is felt when sliding the feeler gauge from between the points. Tighten lockscrews and recheck point gap.

Before placing end cover on frame, clean contact surfaces, coat with gasket cement and mount new gasket. Assemble cover, rotor and end cap.

DISTRIBUTOR (Battery Ignition), Fig. 14 The breaker point gap should be: .020 inch at full separation.

To readjust point gap, turn engine over by means of the hand crank until the distribRUBBING BLOCK

ADJUSTMENTS

The inlet valves are to the inside of the cylinder block, the exhaust valves are toward the outside.Place feeler gauge between valve stem and tappet screw, and adjust clearance by means of two 1/2 inch tappet wrenches.

Model V465D, Fig. 16 The clearance between the valve and rocher arm, with the tappet in its lowest position (valve completely closed) and the engine cold.

Inlet - .008" Exhaust - .014" The rocker arms can be identified as follows: When facing toward the sideof the engine, the Exhaust Rocker Arm is to the right in the cylinder head and the inlet rocker arm to the left.

Measure clearance between the top of the valve and nose of rocker arm with a feeler

Fig. 15, VH4D, VG4D VALVE TAPPET ADJUSTMENT

BREAKER POINT GAP LOCKSCREW

CARBURETOR The carburetor MAIN METERING JET is of the fixed type and therefore no adjustment is necessary.

The correct amount of throttle plate opening for the proper low idle speed is obtained by means of the THROTTLE STOP SCREW. However, this is set at the factory

Fig. 14

5

Fig. 16, V465D VALVE TAPPET ADJUSTMENT

.

gauge as shown. By means of a 1/2 inch tappet wrench, turn the adjusting screw clockwise to decrease valve clearance and counter-clockwise to increase the clearance.

The sequence in which the tappets are adjusted is determined by the 1-3-4-2 firing order. Start by adjusting No. 1 inlet valve clearance first, then by just a short turn of the crank, No. 3 inlet can be adjusted. Return to No. 1 cylinder and adjust the exhaust clearance, then adjust the No. 3 exhaust.

1 The same procedure applies to the No. 2 and No. 4 bank of cylinders, starting with No. 4 inlet valve. Mark each rocker arm with chalk as adjustment is completed, to prevent repetition. .

TIMING

screw driver. Connect the other two wires of the timing light; one to the positive side of the battery, the other to ground. Chalk or paint the end of the 'X' marked vane of the flywheel, white. Then, with the engine operating at 2000 r.p.m. or over, allow the flash from the timing light to illuminate the white vane. At the time of the flash the leading edge of the vane should line up with the running spark advance timing hole in the front face of the flywheel shroud.

Note: Timing can be checked without removing flywheel shroud screen (Fig. 17 shows screen removed), by illuminating leading edge of white vane with timing light thru the Ye diameter hole in rim face of flywheel screen.

Timing Adjustment for either battery or magneto ignition: Refer to the INSTRUCTION and PARTS MANUAL of the specific engine model for adjustment procedure.

FIRING ORDER The firing order of the cylinders is 1-3-4-2, and the magneto or distributor rotor turns at one-half engine speed, as is the case with conventional 'In Line' engines.

The intervals between the firing of the cylinders is 180°. No. 1 cylinder is the one nearest to the flywheel in the left bank of cylinders, when viewed from the flywheel end of the engine. No. 3 cylinder is the other cylinder in this bank. No. 2 cylinder is the one nearest to the flywheel in the right bank of cylinders and No. 4 is the other cylinder in this bank. The cylinders are numbered on the head covers.

Note: When disconnecting ignition wires, mark cap, and tag wires for correct re-assembly.

TIMING CHECK, Fig. 17 The running spark advance for both magneto and battery ignition, is 23°, and timing must be checked with the engine running at 2000 R.P.M. or over.

Insert a small screw driver into the No. 1 terminal tower on the distributor cap, making contact with the ignition wire terminal.

Connect the red terminal clip, from an automotive Timing Light to the metal part of the CTRLINE of #1 and 3 CYL. BANKS

CLUTCH ADJUSTMENT If the clutch begins to slip, it should be readjusted to prevent it from becoming overheated and damaged. First, remove inspection plate to expose the adjusting ring.

Release clutch by pushing shifter lever forward (toward engine).

VH4D Clutch, Fig. 18

is loosened. Follow adjustment procedures as outlined in preceding paragraph.

VG4D, V465D CLUTCH ADJUSTMENT

Turn engine over by means of the starting crank until clutch adjustment lock is visible thru the inspection opening. Loosen adjustment lockscrew one full turn. Keep clutch from turning by securing the crankshaft at cranking end. Then, by means of a screw driver, turn adjusting ring one notch at a time in a clockwise direction, until a very firm pressure is required when engaging the clutch shifter lever, and as the clutch snaps into engaged position. Securely tighten adjustment lockscrew.

VH4D CLUTCH REDUCTION, Fig. 19 The clutch in the clutch reduction unit is the-same as used in the power take-off unit and is adjusted thru two pipe tap openings; one for the adjustment lockscrew and the other for turning the adjusting ring. If one of the taps is inaccessible, adjustment can be made thru just one opening by rotating clutch slightly after adjustment lockscrew ADJUSTMENT SHIFTER LEVER LOCKSCREW released position)

#1 TERM. TOWER

Fig. 19, VH4D CLUTCH REDUCTION ADJUSTMENT

Rockford Clutch Fig. 20: After removing

the inspection cover and disengaging clutch with the shifter lever, turn engine over by means of the hand crank, until the clutch adjustment lock is visible thru the inspection opening in the clutch housing. Prevent take-off shaft from turning by means of a drift punch wedged in place as shown.

Then, loosen the lockscrew holding the adjustment lock in place. Insert a screwdriver in one of the notches and turn the adjusting ring, in a counter-clockwise direction, one notch at a time, until a very firm pressure is required to engage the clutch with the shifter lever. Tighten adjusting lockscrew and mount inspection cover.

TWIN DISC CLUTCH, Fig. 21:Pull adjusting lockpin out and insert a piece of 1/16" diameter wire into the hole on the side of the lockpin to keep pin in outer position. Turn the adjusting yoke in a clockwise direction SHIFTER LEVER ADJUSTMENT LOCK 141

ADJUSTMENT LOCK

RUNNING SPARK RED to.-A.' ADVANCE TIMING DISTRIBUTOR

to BATTERY HOLE IN SHROUD to GROUND Fig. 17

ADJUSTING RING (turn clockwise) Fig. 18, VH4D CLUTCH ADJUSTMENT 6

ADJUSTING RING (turn counter-clockwise)

DRIFT PUNCH

Fig. 20, VG4D, V465D ROCKFORD CLUTCH ADJUSTMENT

PRECAUTIONS to be exercised in the use 6. Disconnect at least one battery lead if a battery charger is used. of this flywheel alternator: 1. Do not reverse battery connections.

This is a negative ground system only.

GENERATOR — WIRING CIRCUIT, Fig. 24 2. Connect booster batteries — positive to positive and negative to negative.

The model V465D engine is equipped with a 12 volt-17 amp generator in a 3. Do not polarize the alternator. negative ground electrical system. Do 4. Do not ground any wires from stator or not reverse polarity-damage to both genmodules which terminate at connectors. erator and regulator will occur. Engine 5. Do not operate engine with battery diswill not operate with carburetor antidiesel solenoid wire disconnected. connected from system.

RM

RECTIFIER MODULE

Fig. 21, VG4D, V465D TWIN DISC CLUTCH ADJUSTMENT as shown, or wedge a screw driver into the adjusting yoke and against the side of the inspection hole openings to keep the yoke from turning, then turn the take-off shaft counter-clockwise to adjust yoke enough so that the shifter lever requires a distinct pressure to engage. Remove wire from lockpin and turn adjusting yoke slightly, to allow lockpin to snap into hole in floating plate.

A new clutch generally requires several adjustments until the friction surfaces are worn in. Do Not let a new clutch slip, this will ruin the friction surfaces.

ODULE

STATOR

12 VOLT BATTERY

IGNITION SWITCH

AMMETER

Make Connections for Lights, etc., at Charge Side of Ammeter.

AUTOMATIC CHOKE (optional) '

Connect Equipment Solenoids Here

SPARK PLUGS 4

r V-,

START SWITCH (optional) h_,

FLYWHEEL ALTERNATOR Fig. 22 and Fig. 23

SOLENOID SWITCH (optional)

12 Volt - 10 Amp or 25 AmpFlywheel Alternator, consisting of a flywheel with Mag-

DISTRIBUTOR DRIVE

netic Rotor, Stator and Rectifier- Regulator modules, is optional equipment on modelsVH4D and VG4D-furnished when battery ignition is required. There are no brushes, commutator or belts to contend with and no adjustments are necessary.

Since the physical appearance of both 10 amp and 25 amp alternator systems are very similar, they can be distinguished from each other by the ammeter calibrations; 0 to 15 amps for the 10 amp circuit and .0 to 30 amps for the 25 amp circuit.

IGNITION COIL

HI-TEMP SWITCH (optional)

STARTING MOTOR

=

Fig. 23, WIRING DIAGRAM,Flywheel Alternator and Battery Ignition, Models VH4D, VG4D BATTERY

STARTING SOLENOID

*40 +

HARGE

REGULATOR MODULE

STARTING MOTOR

RECTIFIER MODULE

SPARK PLUGS C

IGNITION-STARTING SWITCH Rotation CARBURETOR HI-TEMPERATURE SAFETY SWITCH

MAGNETIC ROTOR 10 AMP - 16 GA. RED WIRE 25 AMP - 14 GA. GREEN WIRE

'PRESTOLITE' REGULATOR

CONNECT TO CHARGE SIDE OF AMMETER Fig. 22, FLYWHEEL ALTERNATOR

DISTRIBUTOR AND ACCESSORY DRIVE

ANTI-DIESEL SOLENOID

•

.

GENERATOR

Fi . 24, WIRING DIAGRAM,Generator and Battery Ignition, Model V465D 7

TROUBLE SHOOTING

continues to drip from carburetor with engine standing idle.

The three prime requisites essential to starting and maintaining satisfactory operation of internal combustion engines are:

COMPRESSION

1. A proper fuel mixture in the cylinder.

2. Good compression in the cylinder.

3. Good spark, properly timed, to ignite the mixture.

If all three of these conditions do not exist the engine cannot be started.

As a guide to locating some of the difficulties in starting, causes are listed under the three main headings of: Fuel Mixture, Compression, and Ignition.

FU EL MIXTURE No fuel in tank or fuel valve closed.

Plugged vent hole in fuel tank cap.

Fuel line clogged.

Fuel pump diaphragm worn or punctured.

Anti-diesel solenoid valve at carburetor inoperative (model V465D).

Check for disconnected, loose or broken wire.

Carburetor not choked sufficiently, especially if engine is cold.

Water, dirt, or gum in gasoline interfering with free flow of fuel to carburetor.

Poor grade, stale or out-of-season gasoline.

Carburetor flooded, caused by too much choking especially if engine is hot.

Carburetor float needle valve stuck open.

This condition would be indicated if fuel

ENGINE MISSES Spark plug gap incorrect.

Worn, leaking or loose ignition cables.

Cylinders dry due to engine having been out of use. Pour one fluid ounce of crankcase oil through spark plug holes.

Loose or broken spark plug. A hissing noise will be heard in cranking due to escaping gas mixture on compression stroke.

Weak spark. See 'Ignition' test for spark.

Breaker points pitted or worn.

Water in gasoline.

Poor compression. See 'Compression'.

Sticky valves.

Damaged cylinder head gasket or loose cylinder head. This will likewise cause hissing noise on compression stroke.

ENGINE STOPS

Valve stuck open. Piston rings stuck or worn.

Fuel tank empty.

Water, dirt or gum in gasoline.

Valves adjusted with insufficient clearance.

Gasoline vaporized in fuel lines, due to excessive heat around engine (Vapor Lock).

See 'Stopping Engine'.

IGNITION Test for spark by removing spark plugs and observe spark at plug gap while turning engine over, No spark or weak spark may be attributed to the following: Ignition wires loose or disconnected at magneto, spark plug, distributor or coil.

Broken or frayed ignition wires.

Spark plug insulator broken.

Vapor lock in fuel lines due to using winter gas (too volatile) in hot weather.

Air vent hole in fuel tank cap plugged.

Ignition troubles. See 'Ignition'.

OVERHEATING

Spark plugs wet or dirty.

Spark plug gap incorrect.

Condensation on spark plug electrodes.

Crankcase oil supply low.

Ignition timing wrong.

Low grade of gasoline.

Engine overloaded.

Restricted cooling air circulation.

Part of air shroud removed from engine.

Dirt between cooling fins.

Intake or rotating screen clogged with dirt.

Restricted exhaust.

Breaker point gap incorrect.

Breaker points pitted or fused.

Breaker arm sticking.

Condenser leaking or grounded.

Spark timing wrong.

Weak battery. Faulty ignition coil.

Weekly Page Seasona Ref. Daily or 50 hrs. 100 hrs. 250 hrs. or 500 hrs. s.

ENGINE MAINTENANCE SCHEDULE CHECK OIL LEVEL. Add to full mark - Do not overfill.

2

•

CHECK AIR CLEANER. Shake out accumulated dirt from dry element cleaner - Maintain oil level in oil bath type cleaner.

4

•

CLEAN AIR INTAKE SCREEN. Clean cooling fins if necessary.

1

•

GREASE CLUTCH THROWOUT BEARING (VG4D, V465D).

CHANGE CRANKCASE OIL. CLEAN AIR FILTER ELEMENT. DRY Element and OIL Bath types.

4

0

CLEAN CRANKCASE BREATHER CAP. GREASE CLUTCH HOUSING BEARING (VG4D, V465D).

3

REPLACE OIL FILTER. In adverse conditions replace every oil change.

4

•

LUBRICATE DISTRIBUTOR SHAFT. CHECK COMPRESSION . Pressure should not vary more than 10 p.s.i. between cylinders. Remove head - clean out carbon deposits. Reseat valves if necessary.

—

0

INSPECT SPARK PLUGS and BREAKER POINTS. Replace if necessary and regap to specification.

5

0

INSPECT FUEL FILTER . Clean filter screen and glass bowl.

4

0

LUBRICATE DISTRIBUTOR CAM and breaker arm pivot.

4

INSPECT COOLING SYSTEM. Remove shrouding and scrape off dirt from between fins, around cylinders and from shrouding.

1

0

INSPECT STARTING MOTOR. Check for loose mounting and cable connections.

5

0

CHANGE OIL IN CLUTCH and REDUCTION GEAR HOUSINGS.

2

8

0

YB-69 ALTERNATOR WISCONSIN Engine Model V-465D SPECIFICATIONS VOLTS — 12

VENTILATED — Yes

RATED OUTPUT — 37 Amperes

BRUSHES — 2

CONTROL — Voltage Regulator

ROTATION — Clockwise at drive end

LUBRICATION — Bearings are pre.lubricated. No additional lubrication necessary.

P R ECAUTIONS: Do Not, operate engine with battery disconnected, or disconnect the alternator output lead while the alternator is operating, as damping effect of the battery will be lost.

The voltage will rise to an extreme value and permanent damage to the regulator may occur.

Observe proper polarity when installing battery; negative battery terminal must be grounded. Reverse polarity will destroy the rectifier diodes in alternator.

As a precautionary measure, disconnect ground battery terminal when charging battery in vehicle. Connecting charger in reverse will destroy. the rectifier diodes in the alternator.

Do Not, disconnect the voltage regulator while the alternator is operating, because the large voltage transient that occurs when disconnection takes place may damage the regulator.

Do Not, under any circumstances, short the field terminal of the alternator to ground, as permanent damage to the regulator may occur.

Caution: Output wires from Alternator to Ammeter, and from Ammeter to battery terminal on starting solenoid must be of sufficient size for charging 37 amps. Use No. 10 gar stranded wire, or larger.

Do Not, remove the alternator from the vehicle without first disconnecting the grounded battery cable.

WIRING DIAGRAM STARTING SOLENOID

#10 GA. WIRE (MIN.) \

12 VOLT BATTERY AND CABLE FURNISHED BY CUSTOMER

DISCHARGE

IGNITION STARTING SWITCH

ROTATION CARBURETOR HI. T EMPE RAT UR E SAFETY SWITCH

DISTRIBUTOR AND ACCESSORY DRIVE

ANTI DIESEL SOLENOID

() OUTPUT WIRE #10 GA. (MIN.)

ALTERNATOR

%1 TELEDYNE WISCONSIN MOTOR

MILWAUKEE, WISCONSIN 53219 MY-93-3 (over)

YB 69 ALTERNATOR MOTOROLA Part No. RA 12N 451 SERVICE INSTRUCTIONS -

In Motorola Automotive Products Inc., RA Series Alternator Systems, 25 -49 Service Manual.

MOTOROLA AUTOMOTIVE PRODUCTS INC., 9401 W. GRAND AVE., FRANKLIN PARK, ILLINOIS.

SERVICE PARTS -

Except for Drive Pulley, Ref. 3, and Regulator, Ref. 29, all other Alternator components

should be ordered from a Motorola Automotive Products Distributor or Dealer.

Ref No

Motorola Part No.

Description

No Req

Ref No

Motorola Part No.

No Req

Description

1

20 - 136

NUT, pulley mounting, 5/8-18 thread, hex

1

17

15-1

INSULATOR SLEEVE, nylon, 19/32" long

2

20- 5

WASHER, split lock, 5/8"

1

18

11-25

RETAINER, rear bearing

1

3

MD 405 Wisconsin Part No.

PULLEY, drive

1

19

14-18

HOUSING, rear

1

20

3-1

BRUSH ASSEMBLY

1

7-8

FAN, normal rotation (clockwise)

21

23.32

SCREW, tapping, No. 8 x 1/2"

2

22

20.99

SCREW, taPPing, No. 10 x 1/2" (with

4

1

5

20 - 92

SPACER, fan and pulley, 7/16" .....

1

6

14 - 1

HOUSING, front

1

7

20 - 3

NUT, square, No. 10 - 32 thread

4

8

11-21

BEARING, front

9

11 - 3

RETAINER, front bearing

1

10

20-7

WOODRUFF KEY, No. 5

1

11

12- 1

ROTOR ASSEMBLY

1

12

11 - 23

BEARING, (No. 202) sealed

1

13

13-1

STATOR ASSEMBLY ..

1

14

1-2

DIODE ASSEMBLY, rectifying, negative (black printing)

15

16

1-1

15- 3

Printed in U.S.A.

1

2

lo dcwasher)

3 6

23

20 - 33

LOCKNUT, hex., No. 10-24 thread..

24

15-4

INSULATING WASHER, No. 10 x 1/2" 0.D.

1

25

1-29

DIODE ASSEMBLY, isolation

1

26

15-2

INSULATOR SLEEVE, nylon, 3/32" long

1

27

20.34

NUT, hex., No. 10-24 thread ..

2

28

20 - 1

BOLT, machine, No. 10-32 x 2-7/8" long

4

29

YJ 53

REGULATOR, Model 8 RF 20 11 A

1

1

Wisconsin Part No. 30

3- 6

COVER, brush holder

31

3 - 13

SHIELD, dust

DIODE ASSEMBLY, rectifying, positive (red printing)

1

32

INSULATING WASHER, No. 10 x 3/4 0.D.....

5

33

1

20 - 146

NUT, terminal, 1/4"-20 thread, hex.

1

20 - 62

WASHER, terminal, 1/4" split-lock

1

Limited Engine Warranty TELEDYNE WISCONSIN MOTOR, hereinafter referred to as "Manufacturer", warrants each new Wisconsin engine sold by the Manufacturer to be free from defects in material and workmanship, under normal use and service, for a period of one (1) year (except in the case of an engine used on any recreational type vehicle the period shall be ninety (90) days) after the date of delivery to the original retail purchaser, and Manufacturer will, at its option, replace or repair, at one of the Manufacturer's factories, or at a point designated by the Manufacturer, any part or parts which shall appear to the satisfaction of the Manufacturer upon inspection at such point, to have been defective in material or workmanship. This Warranty does not obligate the manufacturer to bear any transportation charges in connection with the replacement or repair of defective parts.

This Warranty shall not apply to any engine which shall have been installed or operated in a manner not recommended by the Manufacturer; nor to any engine which shall have been repaired, altered, used in any type of competition, neglected or used in any way which, in the Manufacturer's opinion, adversely affects its performance; nor to any engine in which parts not manufactured or approved by the Manufacturer have been used; nor to any accessories installed on the engine where the accessory manufacturer has its own warranty; nor to normal maintenance services or replacement of normal service items.

Manufacturer reserves the right to modify, alter, and improve any engine or parts without incurring any obligation to replace any engine or parts previously sold with such modified, altered, or improved engine or part.

THIS WARRANTY, AND THE MANUFACTURER'S OBLIGATION HEREUNDER, IS IN LIEU OF ALL OTHER WARRANTIES, EXPRESS, IMPLIED, OR STATUTORY, INCLUDING ANY WARRANTIES OF MERCHANTABILITY OR OF FITNESS FOR A PARTICULAR PURPOSE, and all other obligations or liabilities, including special or consequential damageS or contingent liabilities arising out of the failure of any engine or part to operate properly. No person is authorized to give any other warranty or to assume any additional obligation on the Manufacturer's behalf unless made in writing and signed by an officer of the Manufacturer.

le' TELEDYNE WISCONSIN MOTOR MILWAUKEE, WISCONSIN

53219

THIS MANUAL IS FOR MY WISCONSIN MODEL ENGINE SPEC. No. . ..... . . SERIAL No

.

THE ABOVE INFORMATION, WHICH WILL BE FOUND ON THE NAME PLATE ATTACHED TO THE AIR SHROUD OF THE ENGINE, SHOULD BE FILLED IN. YOUR PROMPT ATTENTION TO THIS MATTER WILL MAKE IT CONVENIENT FOR YOU IN THE FUTURE, AS THIS INFORMATION MUST BE GIVEN WHEN ORDERING SERVICE PARTS, OR WHEN ADVICE TO AN ENGINE PROBLEM IS REQUESTED. cut along dotted line

Individual INSTRUCTION and SERVICE PARTS MANUAL available from all Wisconsin Distributors,

return to TELEDYNE WISCONSIN MOTOR PRODUCT SUPPORT CENTER 1910 SO. 53 RD STREET MILWAUKEE, WISCONSIN 53219

Dear Customer: If you would like to receive a free copy of a list of Authorized Teledyne Wisconsin Motor DISTRIBUTORS and SERVICE CENTERS in your area, please complete the following; NAME STREET CITY ENGINE MODEL

STATE SERIAL NO

ZIP

FOR SERVICE and PARTS - contact your nearest authorized Wisconsin Distributor or Service Center.

ENGINE STORAGE To protect the cylinders, pistons, rings and valves and keep them from rusting and sticking, a half and half mixture of kerosene and good "gasoline engine" oil (the same kind of oil as used in the crankcase of the engine), should be injected into the pipe top opening on the intake manifold while the engine is warm and running at moderate speed. About a quarter of a pint is necessary, or enough so that a heavy bluish smoke will appear at the exhaust. The ignition switch should then be shut off and the engine stopped. This fogging operation will leave a coating of oil on the above mentioned parts, protecting them from the atmosphere.

The outside of the engine, including the cooling fins on the cylinder block and head, should be thoroughly cleaned of all dirt and other deposits. All exposed unpainted metal parts should be coated with grease or heavy oil.

Drain crankcase oil while engine is warm.

Use new spark plugs at the beginning of the operating interval, especially if the engine has given considerable service.

Drain fuel lines, carburetor, fuel pump and tank, to prevent lead and gum sediment from interfering with future operation. Gasoline fumes from gradual evaporation is a dangerous fire hazard.

The air cleaner and filter element should be thoroughly cleaned. Tape or otherwise seal off the exhaust and air cleaner openings for the duration of storage.

WISCONSIN MOTOR MILWAUKEE, WISCONSIN 53219

Printed in. U.S.A.

Before starting the engine, after the storage period, remove crankcase drain plug so that any condensation which may have collected may be drained, before new crankcase oil is added. It is advisable to remove the crankcase oil base and scrub off all sediment which may have collected there. Use a new gasket when reassembling the engine base.

It is highly recommended that machines be stored inside a building through the winter. If this is not possible, the engine should be protected from snow and ice by a proper covering.

VF 626 Automatic Choke For Engine Model VG4D

0

IGNITION WIRE

CHOKE LEVER

( TO STARTER SIDE OF STARTING SWITCH) WIRE TERMINAL

"40-0

,

0 AUTOMATIC CHOKE

`'‹

CLIP

GASKET

CONTROL ROO SUPPORT PIPE CLIP

CARBURETOR CHOKE LEVER

0 SET SCREW/

CLOSED—

1/4-20 TAP IN MANIFOLD

'',*S",..

0

0 CARBURETOR

4/Pit

cfk

Fig. 1 Parts are identified by reference number. See parts list for correct port number.

OPERATION The Sisson AC-700 series automatic choke is a device which through the mediums of an electro magnet and a thermostat, automatically closes the carburetor choke valve for cold engine starting, and also regulates its degree of opening as the- engine warms up.

As soon as the engine starts and the starter circuit is broken, the electro magnet in the automatic choke is de-energized. The thermostat will continue to carry the burden of automatically adjusting the carburetor choke valve from the heat of the exhaust pipe, until no further choke action is required.

After the engine starts, the amount of choke valve opening depends on the temperature of the engine.

Consequently, there is no over-choking. Choking during starting and warm up is regulated automatically, providing much finer control than is ever possible with hand operation and thereby minimizing the possibility of incomplete starts.

INSTALLATION When installing or reassembling the automatic choke, the following instructions should be followed, to obtain the proper travel for opening and closing the carburetor choke valve. Refer to Fig's. 1 and 2.

The automatic choke is mounted on the exhaust pipe and a control rod connects it to the carburetor choke lever. The electric current required to operate the automatic choke is provided thru a wire which is connected to the starter side of the starting switch, or solenoid switch.

L

Mount

support pipe (2) to exhaust outlet in maniand tighten securely to position shown in Fig. 1. Lock in place with set screw (11). It will be necessary to add a 1/4"-20 tap for setscrew, if it is not included in present manifold. fold,

When the starting switch is depressed; current flows to the electromagnet in the choke unit and the armature lever becomes energized, closing the carburetor choke valve. There is a full or partial choke, according to engine temperatures. If the engine is hot, no choking is required and the automatic choke will be inoperative.

2. Mount automatic choke (7) to machined surface on support pipe (2) with gasket (5), screws (10) and loCkwashers (9).

3. Assemble end of control rod (6) to the inside of carburetor choke lever and secure in place with retaining clip (3).

le.TELE,DYNE WISCONSIN MOTOR Printed in U.S.A.

1

MILWAUKEE, WISCONSIN 53219 MW12..A

4. The position of the choke lever on the automatic choke will vary for different engine models, so in all probability it will be necessary to re-position the lever for the VG4D engine.

SISSON TOOL No. C-723 OR 3/32 DIA. DRILL CONTROL ROD HOLE (

a. With reference to Fig. 2; move choke lever until hole in lever shaft lines up with slot in bearing. Then insert Sisson adjusting tool C-723 thru hole and down into notch in base. If tool is not available, use a 3/32 diameter drill.

AUTOMATIC CHOKE LEVER SLOT IN BEARING

b. Loosen clamp screw on automatic choke lever, just enough so lever can be turned on the shaft. c. Pull up on control rod (6) Fig. 1, so that the carburetor choke lever is in the upper, or closed position. Retain rod in this position.

LEVER SHAFT

d. Rotate automatic choke lever until hole at end of lever lines up with bent end of control rod.

(Rod pulled up in closed choke position).

Mount control rod to lever by means of retaining clip (4).

NOTCH IN BASE CLAMP SCREW

e. Tighten clamp screw on lever and remove adjusting tool (or 3/32 drill).

Fig. 2

SERVICING

5. Note: When removing adjusting tool or drill from lever shaft the automatic choke lever will spring back to an intermediate or starting position, which will hold the carburetor choke valve partially open. This is the position of the automatic choke lever and carburetor choke lever on a cold engine.

Be sure that control rod from automatic choke lever to carburetor choke lever is not binding. Remove any paint or dirt that might cause this problem.

Do not lubricate automatic choke or any of its linkage. If the choke lever or choke valve is sticking due to an accumulation of oil or gum, wash with alcohol or carburetor cleaning fluid.

When the starter switch is depressed, the lever on tne automatic- choke will jump from the intermediate to the closed position. When the starter switch is released and the engine starts, the lever will go back to the intermediate position and slowly to the open position as the engine warms up.

Check wire from starter switch to automatic choke to be sure the electrical circuit is completed. There must be a good contact between automatic choke and exhaust pipe to complete the ground circuit. Check for a complete circuit through the choke by holding a screw driver close to the magnet core while the starter is being operated. If there is a complete electrical circuit, the screw driver will be drawn against the magnet core.

6. Connect ignition wire (8) from starter side of starter switch, or solenoid switch, to terminal on automatic choke. The automatic choke is to receive electrical current only when engine starting motor is being operated.

PARTS LIST Ref. No. 1

Port Description Number --, CARBURETOR LZ 57-4 NOTE: This carburetor is the same

Ref. No.

No. Req.

7

as the standard L 57-1, Zenith #11532 carburetor, with the exception of a VB 243 choke lever in place of the standard choke lever and bowden wire bracket.

Description

No, Req.

VF 87

AUTOMATIC CHOKE (6 volt)

1

VF 87A

AUTOMATIC CHOKE (12 volt)

1

YL 353-31

IGNITION WIRE, choke to switch

Part Number

STANDARD HARDWARE LJ 376 A

SUPPORT & EXHAUST PIPE (5" long)

LJ 337 B

(9 1/4 " long) For power units

3

PK 158

CLIP, contrbl rod (carburetor end)

4

PK 159

CLIP, control rod (choke end)

1

5

OD 812

GASKET, automatic choke insulating

1

6

VE 818

CONTROL ROD, choke to carburetor

1 ....---

2

For open engines.

PE 3

LOCKWASHER, 1/4" spring lock For mounting automatic choke.

10

XA 33

SCREW, 1/4"-20 thread x 3/8" long indented hex head For mounting automatic choke.

11

XE 54

SET SCREW, 1/."-20 thread x 7/16" long Allen head, cup point For locking support pipe in place.

2

ILLUSTRATED PARTS INDEX Industrial Self-Propelled Condor Model 4046N Figure No.

Description

1

Final Assembly 4046N

2

Safety Decal & Placard Location

3A

Carriage Assembly, 4046N

4

Torque Drive Assembly 3036N & 4046N

4A 4B

5A 6A

7A 8

9B

Wheel Drive Valve Assembly, (Showing Cartridges) Wheel Drive Torque Hub, 3036N & 4046N Front Hub Assembly Tire and Wheel Assembly, 4046N Steering Assembly 4046N ,

Steering Cylinder 32072 Electric Slip Ring, 4046N

9C

Rotary Coupling 7 Port

10A

Turret Assembly, 4046N

11A

Hydraulic Routing Diagram, 4046N

I2A 13A

Load Sensing Pump and Drive Assembly

14A

Fuel Tank

15A

Hydraulic Oil Tank

16A

Ground Control Box Assembly, 4046N

ILLUSTRATED PARTS INDEX Industrial Self-Propelled Condor Model 4046N

Figure No.

Description

17A

Turret Rotation Speed Reducer Installation

17C

Speed Reducer Parts Break Down, 4046N

18

Muffler Installation

19

Air Cleaner Installation

20A

Pump & Motor Assembly for Emergency Bleed-down

21A

Boom Assembly, 4046N

22A

Platform Slave Leveling Cylinder Assembly

23A

Slave Leveling Cylinder Parts Break Down

24

Master Leveling Cylinder Parts Break Down

25A

Boom Extension Cylinder Assembly, 4046N

26A

Boom Extension Cylinder Parts Break Down

27A

Topping Cylinder Assembly, 4046N

28A

Topping Cylinder Parts Break Down

29 30 3IA

Platform Control Console Assembly, 4046N

32A

Platform Assembly, 4046N

33

Skirt Weidment, 4046N

FIGURE I

SELF PROPELLED CONDOR FINAL ASSEMBLY INDUSTRIAL MODELS

10/80

FIGURE 1 FINAL ASSEMBLY

REF

1 2 3 4 5 6 7 8 9 10

DESCRIPTION

Fiberglass Frame Cover (Left) Rubber Latch Rubber Bumper Fiberglass Frame Cover (Right) Vent Plate(Small) .

Vent Plate (Large) Fiberglass Turret Cover Rotating Beacon Rear Body Cover Tie-Down Ring

PART NUMBER

32101 32178 32192 32102 32152 32153 32100 21344-A 32175 28012

QTY

6 2

1 2 2

1

1 /11/ 80

FIGURE-2 DECAL El PLACARD LOCATION

SELF PROPELLED CONDOR SAFETY DECAL & PLACARD LOCATION INDUSTRIAL MODELS

14 2 16 19

10/80

FIGURE 2 SAFETY DECAL & PLACARD LOCATION

REF

DESCRIPTION

PART NUMBER

QTY

1 2 3 4 5 6 6A 7 8 9 9A 9B 9C 10 11 12 13 14 14 A 15 16 17 18 18.A 19 20 21 22 23 24 25 26

Placard - Caution & Warning Placard - Transporting Diagram Decal - Do Not Lift Wheels With Boom Placard - 110 Volts Placard - Grade Indicator Placard - Emergency Retract Plate - Emergency Rotation Placard - Emergency Descent Placard - Caution (Grade Indicator) Placard - Load Capacity Decal - Travel Speed Decal - No Step Decal - Battery Replacement Decal - Warning (Not Insulated)Decal - Danger (Electrocution Hazard) Decal - Danger (Trained Operator Only) Decal - Caution (Safety Procedure) Placard:- Emergency Boom Lowering Valve Placard - Emergency Boom Bleed-Down Valve Placard- Warning (Before Operating) Placard - Caution (No Welding Ground) Decal - Danger (Electrocution Hazard) Decal - Fwd Direction Arrow Decal - Fwd Direction Arrow Decal - Calavar (Logo) Decal - Condor (Trade Mark) Decal - 4046 Placard - Gas Placard - Hydraulic Fluid Placard - Serial Number Decal - Turret Lock-Pin Decal N

21416 32157 21971-2 15376-24 21879 21980 21403 21877 21880 32121 40130 32156 21399 21837 21882-2 21882-3 21882-4 21264 21881 21415 21854 21882-1 21873-2 21873-1 15430 21834 40103-2 21849 21850 15843 40191 32563

1 3 2 1 1 1 1 1 1 1 1 4 1 1 1 1 1 1 1 1 2 2 1 1 1 2 3 1 1 1 2 3

1

-

10/80

FIGURE 3A CARRIAGE ASSEMBLY (40461N)

••■••■•■111■011.11.1M.MIllwaidIg.. 601111••••••

■111■•■•■

a•••••P ■ns...MMr........••

•■•••■•ONMA

8/80

FIGURE 3A CARRIAGE ASSEMBLY (4046N)

DESCRIPTION

REF

Hydraulic Tank Assembly Center Bridge Support 2 Muffler 3 Battery, (Trojan TX-I2 140 AMP) 4 Torque Hub 5 Oil Bath Air Cleaner 6 7- Clevis Tie Rod Pump 8 Tie Rod 9 Front Counter Weight 10 Steering Cylinder II Engine, (Wisconsin) 12 Tire/Wheel Assembly, Front 13 Tire heel Assembly, Rear (4. 14 Fuel Tank Assembly 15 Ring Gear 16 Pinion, Turret Rotation 17Oil Cooler 18 19 -Steering Knuckle Assembly 121- o /4

(I

PART NUMBER

QTY

32547 32096 32521 32641 32084 Wisconsin Engine 32513-RH 32533-LH 32524 32516 32511 32072 32146 32519'--.

32520 32660 21922 21906 21463 32534-LH 32523-RH

322s7 (Jr 3 SY? (F

)

)

8/80

FIGURE 4 TORQUE DRIVE ASSEMBLY (3036,4046'N)

8/80

FIGURE 4 TORQUE DRIVE ASSEMBLY (3036,4046N)

REF

DESCRIPTION .

PART NUMBER

QTY

26 27 28 99 30 31 32

Torque Drive Hub Hex Head Capscrew Lockwasher Hex Head Capscrew Lockwasher Hydraulic with Motor Disc Brake 0-Ring, Elbow Tube Assembly 0-Ring, Elbow Tube Assembly Tube Assembly 0-Ring Adapter Tube Assembly Wheel Drive Valve Assembly (Module) 90° Swivel 0-Ring Elbow (Long) 0-Ring Adapter Tube Assembly Tube Assembly Tube Assembly Tube Assembly Hose Assembly Hose Assembly Hose Assembly Straight Jic - to Pipe to Male ' Elbow, 90° Female 0-Ring, Adapter Female - to Pipe Tube, steel 0 Ring Jic to STR Hex Hd. Cap screw with nuts STR 0 Ring Jic to Brake Valve — Mounting Angle Tube, Steel

33

Tube, Steel

32084— 2 x 12 5/8-11 UNC 1-3/4 5/8— 12 1/2-13 UNC x 1-1/4 4 1/2 4 32068 - ( 4 e)1 t.2 7 2062 12-12 1 32185-1 6 2062 6-6 1 32185-3 1 32185-5 202702 12-125 2 32185-7 1 32069 —1 1 2071 12-12 1 206209 6-65— 202702 6-65 2 32185-2 1 32185-4 1 32185-8 1 1 32185-6 1 32173-26B 32173-28B 32173-25B1 2021-4-4 1 2089 4 4 I 1 0502-10-4 #4 7 w/nuts —1 7/8" LC,4 202702-12-12 UNC 2 I/2" -2 1/4" 20 - x 1 202702 -4-4 1 32613 32612 1 w/nuts 1/4" LG —1 #12 4 (10° close bend) #I2 3 w/nuts 3/8" LG —1

T4-cm• -A 6 ,10/(4 6 Af (RI) t_ coo 1,4 _

41S- 6 e

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

-

"a 9

.

8/80

FIGURE 4A WHEEL DRIVE VALVE ASSEMBLY :(3036,k.046N)

REF

DESCRIPTION

1 0 Ring, Adapter - Female & Pipe 2— Directional Valve, 3-Way (Cartridge) 3 Solenoid Valve, 2 Position (Cartridge) 4 Flow Control Valve (Cartridge) 5 Flow Divider, Combiner Valve (Cartridge) 6 Manifold

PART NUMBER

QTY

0502-10-4 PTS1-16-0-80 SV1-10-3-0-12DL FCV3-10-S-0 FDC1-16-0-66 40108

2

1

8/80

FIGURE 4B WHEEL DRIVE TORQUE HUB

FIGURE 4B WHEEL DRIVE TORQUE HUB

REF

DESCRIPTION

1 Hub-Spindle Sub Assembly 1A Spindle 1B Seal 1C Brg. Cup (JLM506810) 1D Brg. Cone (JLM506849) 1E Brg. Cup (JM205110) 1F Brg. Cone (JM205149) 1G Hub 1H--Spacer 11 Retaining Ring 1J Pipe Plug 1N S tud 2 Internal Gear 3 Carrier Assembly 3A Carrier 3B Thrust Washer 3C Needle Roller 3D Spacer 3E Planet Shaft 3F Cluster Gear 3G--Roll Pin 4 Ring Gear 5 '0' Ring 6 Cover Assembly 6A Cover 6B Cover Cap Bolt 6C 6D Disconnect Cap 6E Disconrect Rod 6F '0' Ring 6G—'0' Ring 6H Pipe Plug 6J Id Plate 7 Input Shaft Assembly 7A—Input Shaft 7B Retaining Ring 7C Spring 7D Spacer 8 Input Gear 9 Thrust Spacer 11 Thrust Washer 12 Bolt 13 Shoulder Bolt 14 Coupling 16 Flat Washer

PART NUMBER

QTY

W18140 1 1400703 1 1501310 1 1500803 1 1500804 1500805 1 1500806 1 1500603 1900904 —1 1 910006 2 950002 9 970004 1 1400066 1 1200028 1 1200503 6 1200310 96 1200803 3 1201002 3 1200101 3 1300028 3 920002 1 1500073 1940001 2 1500406A 1 1500406 1 1900402 4 930004 1 1900401 1 1900101 1 940001 1 940002 1 950001 1 901201 1 1100104A 1 1100104 1 910007 1 1901501 2 1201002 1 1100017 1 1901001

2 1200301 12 930101 4 1930201 1 1100203 16 960201

1/22/80

FIGURE 5A FRONT HUB ASSEMBLY

DESCRIPTION Hub Assembly 1 Oil Seal 2 Bolt 3 Nut 4 Nut, I" -14 Th. 5 Dustcap 6 Cotter Pin, 1/8" x 1 1/2" 7-Special Washer, I" 8 Cone 9 Cup 10 Hub II -Cup 12 Cone -

PART NUMBER 32527 470132 5081 5082

-10228 10229

10 /8 0

FIGURE 6 TIRE, WHEEL ASSEMBLY

REF

DESCRIPTION

1 Tie Rod 2 Steering Knuckle Assembly, L. H. 3 TWo Wheel Assembly, Front 4 Lug Nut 5 Torque Drive Hub 6 Wheel Assembly, Rear 7. Lug Nut 8 Front Hub Assembly

32516 32534 32519 1/2-20 UNF 32084 32520 1/2-20 UNF 32527 .

1 0/80

FIGURE 7A STEERING ASSEMBLY

REF

DESCRIPTION

King Pin 2 Pin, Clevis 3 Bushing, King Pin 4 Clevis, Tie Rod - R.H. 5 Clevis, Tie Rod - L.H. 6 Tie Rod 7 Nut, 1 1/8" x 12 UNF with L.H. Thread 8 Nut, 11/8" x 12 UNF with R.H. Thread Steering Knuckle Assembly L.H. 9 Steering Cylinder Mount 10

Nut, 11/4" x 7 UNC 11 Pin, Steering Cylinder Clevis 12 Roll Pin, 3/16" x 1 1/2" 13 Lube Fitting (Zerk), 1/8" NPT 14 Steering Cylinder 15 Bushing, Steering Cylinder Clevis Pin 16 1 1/8"0.0. x 7/8" 1.D. x 1" LG 17 Capscrew, Hex 1/4" x 20 UNC 1/2 LG 18 Pin, Steering Cylinder Clevis 19 Steering Knuckle Assembly R.H. 20 Lockwasher, 1/4"

PART NUMBER QTY 32514 32533 32541 32513 32525 32516 32534 32515

2 2 4 1 1 1 1 1 2

32517 32072 35004-31418-8 32518 32523

1 5

1 5

19 8/80

FIGURE 8 STEERING CYLINDER

4 6

10 11 9 2

1WIrar2."1" Trii*Tear

13

Zio-v.

"111- Ade111 2t__-). ,(7z,-- .5.

AL

0

i

-,,,

-

..

A A A IA

REF

DESCRIPTION

-1 -2 -3 -4 -5 -6 -7 -8 -9 -10 -11 -12

'la • m Rotation Cylinder (L) I Locknut - Se - Loc ng Wear Ring.

Piston Piston Seal 0-Ring Rod Static Seal Rod Assembly Barrel Assembly Gland Static Seal Gland .Rod Seal Collar

-

13

-14

PART NUMBER 32072

50935 52101 4380-06 50916 50915 50103

2 1 1 1 1 1 1

4631 18 4631 02

1 1

50003 4380-05 50024 248-11

1 1 1

-

-

Rod Wiper

50082

1 1

Seal Kit

2950-34

1

IdflS D N1D3 13

10

A

Make centre harness connections as short as possible to prevent rubbing on the slip-ring cover.

ck

Make brush harness connections similar to the 'Christmas tree' type assembly Shown. The terminal connection must be completely covered by the sleeve..

(:

TIGHTEN SETSCREWS SECURELY to the drive tube, RC 8015 or equivalent.

1^'

rl I".

E O

1/2" drive pine recommended to turn base. Do not fasten base down tightly. :1.500 I.D. nylon bearing accepts a mounting tube of 1.4.6 Diameter.

1:1492

FIGURE 9B _ELECTRIC SLIP RING, (4046N)

REF

2 3 4 5 6 7 8 9 10 11

DESCRIPTION Brush Holding Stud, 5/16" Th. -18 Both Ends - 6" LG. Brush Spring Brush Arm and Assembly, 20 AMP. Capacity 1/8" Brush Disconnect Terminal, Large Knife Large Plastic Sleeve, 1/4" I .D. Wire Connector, Crimp Type Core Assembly, Collector Ring Circuits, -10 20, AMPS Base Bracket, Round Aluminum Slip Ring Mounting Tube Cover Connector, 90° Liquid Tight

PART NUMBER

QTY

RC 8010

2

RC 8082 RC 8004

10 10

RC 8021 RC 8023 RC 8130 ' RC 861-10-20 RC 8207 RC 8706-2 12119-5.50 RC 13158-0.375/0.500

10 10 10 I 1 1 1

10/80

FIGURE 9C ROTARY COUPLING (4046N)'

10/80

FIGURE 9C ROTARY COUPLING (4046N)

REF 1 2 3 4 5 6 7 8 9 10 II 12 13 14

DESCRIPTION Spacer 0-Ring Keeper Plate Lockwasher Capscrew, Socket Head Mountings Plate Reducer, Male to Female. JIC Tee Adapter,.90° Union Male JIC to Male JIC, Female Swivel Seal Kit 90° 0-Ring to JIC 90° 0-Ring to JIC 0-Ring to JIC STR NPT NPT to 0 Ring Elbow to Female NPT

15--Elbow, 90° - NPT to JIC 16 Check Valve 17 Adapter, 0-Ring Pipe to Parker 18 Adapter, STR Pipe to JIC 19 —Adapter, STR - Pipe to JIC 20 Adapter, 0-Ring Rotary Coupling (7 Port Manifold)

PART NUMBER 5033-0003 0000-3248 5033-004 0000-2601 0000-2030 5033-0005 Aeroquip TRSTXX12-45

QTY

1 I 4 4 1

Aeroquip 2D31021-12-12-S —1 0000-9000 8 Aeroquip 2062-4-4S 3 Aeroquip 2062-12-12S 1 Aeroquip 202702-12 2 Aeroquip 2083-12-12 1 Aeroquip 2502-12-12S, Modified Aeroquip 2024-4-6 21368 Parker 0502-4-4 3 Aeroquip 2021-4-4S 3 Aeroquip 2021-12-12S 5 Parker 0502-12-12 4 32544

10/ 80

FIGURE 10A TURRET ASSEMBLY (4046N)

8/80

FIGURE 10A TURRET ASSEMBLY (4046N)

REF

DESCRIPTION

2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20 21 22

Master Leveling Cylinder Pin, Master Leveling Cylinder Counterweight, Right Rear Turret WeIdinent Wobbulator Sending Unit • Control Box Assembly Limit Switch Cushion Pad Wobbulator, Drive Warning Horn Pin, Topping Cylinder Topping Cylinder Assembly Recepticle Valve Cable Harness Solenoid Valve Pack Holding Valve HPI Control Valve Assembly Counterweight, Center Counterweight, Rear Left Speed Reducer Rotary Coupling Slip Ring Cartridge Holding Valve

PART NUMBER

QTY

40003 32137 32555 32551 GR. 2-124 32552 40207 32180 S P30 32136 32559 Hubbell 7600 32546 40077 40104 32560 32553 32556 32557 32554 32659 F PS -2-43C -3 P-25 or Racine N 13172

() Ivo I MicisTER 'ilk 1 tu b r ToP

3

8/80

FIGURE 11A HYDRAULIC ROUTING DIAGRAM [4046 N] vy Salt%

PLATFORM ROTATION CYLINDER (option)

$4.4.

%IA* 4111%

'Opp 4,

i*iiiA:114:

4

DOUBLE HOLDING VALVE

i%

1111111114 N N

MASTER PLATFORM LEVELING CYLINDERS SLAVE

DOUBLE CHECK VALVE

ORBIT MOTOR and SPEED REDUCER

4)

70

;.30 .0503

STEERING CYLINDER

564231

25 27 RETURN LINE FILTER

e--

COOLER

:1:11111111:

MODULAR VALVE DRIVE MOTOR COUNTER

BALANCE VALVE

I L SYSTEM RELIEF VALVE

.S\ 28

—

ELECTRIC MOTOR

I

1 0/8 0

FIGURE 11A HYDRAULIC ROUTING DIAGRAM (4046N)

REF

DESCRIPTION

Hose Assembly 1 Hose Assembly 2 Hose Assembly 3 4 Hose Assembly Hose Assembly 5 Hose Assembly 6 Hose Assembly 7 Hose Assembly 8 Hose Assembly 9 Hose Assembly 10 Hose Assembly 11 Hose Assembly 12 Hose Assembly 13 Hose Assembly 14 Hose Assembly 15 Hose Assembly 16 Hose Assembl y 17 Hose Assembly 18 Hose Assembly 19 Hose Assembly 20 Hose Assembly 21 Hose Assembly 22 Hose- Assembly 23 Hose. Assembly 24 Hose Assembly 25 Hose Assembly 26 Hose Assembly 27 Hose_AssemblY 28 29— Hose Assembly Hose Assembly 30 Hose Assembly 31

PART NUMBER 32565-4 32566-12 32565-20 32565-9 32565-5 32565-20 32565-17 32565-19 32565-18 32565-7 32565-6 32565-15 35565-16 32565-12 3256511 32565-10 32565-2 32565-3 32565-14 32565-13 32565 1 32566-2 32566-7 32566-8 32566-10 32566-5 32566-4 32566-9 32566-6 32566-11 32566-3

QTY

1 1 1 1 . I 2 —1 1 I 1 1 1 1 1 1 1

I

1 2 1 I 1 2 1 I 2 1 1

1 0/8 0

FIGURE I3A HYDRAULIC LOAD SENSING - PUMP AND DRIVE ASSEMBLY (4046N)

10/80

FIGURE 13A HYDRAULIC LOAD SENSING - PUMP AND DRIVE ASSEMBLY (4046N)

REF 1 2 3 4 5 6 7 8 9 10 II 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

DESCRIPTION Rod, Throttle Control Clevis 1/4" 3/4" Pin - x Clevis 1/4" Solenoid Vacuum Switch Hose Assembly, 200 WP 1/4" 18" x -100 x 5/8" 9 1/2" Hose Assembly, Vacuum WP Load Block -100 3" 5/8" Hose Assembly, Vacuum WP Bracket Shroud S2 Regulator Model Engine Solenoid Valve Mount N.C. Capscrew, Hex Head 1/2".20 Bell Housing Hose Assembly, Load Sensing Hex Head - 1/2" 13 UNC I 1/2" LG. Capscrew, Pump (Sundstrand) Adapter Hose Assembly, Pressure Elbow Elbow Elbow, 45° Hose Assembly, Suction Elbow Hose Assembly, Case Drain Elbow 14 11/4" LG. 7/16" x Capscrew, Head Hex Spider x - copper Tube Assembly, 10" 1/4" Coupling 1 x 11/16" LG. Key 3/8 - sq. x Th. N.C. 1/2" LG. Set Screws, 3/8" 16 Adapter Jam Nut - 1/4" SAE 28 Elbow, 45° -1/8" NP Street Connector, Male Elbow, 90° - Male Bushing, x 1/4" 1/8" N.P. Pipe Nipple, 1/4" NP 2" LG.

PART NUMBER

QTY

21607

32111 350-02

140-08 520-01 21247 E 074-1321 32146 330-03 40532 32082 32566-2 GR. 5 32524 2216-20-205 32566 -I 2024-12-12-S 2062-20-20-S 2070-20-20-S 32566-6 2062-8-6S 32566-S 2062-4-4-S

L 1 10 (Love joy) L -110 (Lovejoy) , 2081-20-12S —3350 2 x 68 4 x 69 4 x 3220 4 x x 2 3327 2 x

f 1 I 1 I I 1 1 I 1 1 2 4 4 1 1 2 —I 1 1 1 I 1 I 1 8 I 1 I 1 4 1 I 2

1.

1 2 1

10/80

FIGURE 14A FUEL TANK ASSEMBLY (4046N)

REF

2 3 4 5

DESCRIPTION Fuel Tank Assembly Filler Cap Fuel Gauge Pipe Plug Valve Pipe Plug

PART NUMBER QTY 32660 FCI 5-S GA -VE -FA -26 1/8" NPT A555 3/8" NPT

1 0/80

FIGURE 15 HYDRAULIC OIL TANK ASSEMBLY (4046N)

REF

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

DESCRIPTION

PART NUMBER

Hydraulic Dipstick Filler Breather Assembly Elbow, 90° - Male to Female Pipe STR, Male to Male Pipe Filter Adapter, STR..Pipe to Male J1C Elbow, 90° Tee, Union Pipe Nipple, 1/2" Close Elbow, 90° Street - 1/2" NPT x 1/2" NPT Quick Disconnect Elbow, 90° -1 1/2" Male to 11/2" Female Pipe Nipple, 1/2" Close Gate Valve, 150 LBS -1 1/2" Bushing, I 1/2" Male to 11/4" Female STR, Male Pipe to Male JIC Hose Assembly

QTY

32181 A - 100W (Paul Monroe) Aeroquip 2089-16-16S Aeroquip 2083-16-16 S 32522 Aeroquip 2021-16-12S Aeroquip 2024-8-6 S Aeroquip 203102-6-6S

B - 85 13277

Aeroquip 2081-24-20S Aeroquip 2021-20-205 32566-6

01110,

•

9 10

*OM

17 _ 16 15

14 13 11

12 10/80

FIGURE I6A GROUND CONTROL BOX ASSEMBLY (4046N)

...........1.1■■■•■■■••••■•■•■•■•••••■■•••■•■•■■■■■•■••••••••••■

10/80

FI GURE 16A GROUND CONTROL BOX ASSEMBLY (4046N)

REF 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

DESCRIPTION Socket Base Relay Latching Relay Box, Machining Circuit Breaker Micro-Switch Micro-Switch Push Button Clamp Channel Mounting Channel Terminal Block Switch .

Hour Meter Ammeter Key Switch Electric Cable Assembly Electric Cable Assembly Plug G2, AMP Ind, Special 11 Pin Module, AMP Pin, AMP Pin, AMP Valve Cable Harness Rheostat, H-25 Knob

PART NUMBER

.

-3 "

7

27E122 KRP-11DG KBI70-12VDC 40075 109-220-101 ATLI -7 ATLI-3 W191P6R #11 #12 9" x LG P-625 8510-K2 56288-1 (Engine Assy.) YE-2 LS61-ATC 32605 RC 9645 202789-2 '0 i 0 ° 1.?-/ 202648-4 ,..., 66099-2 'S°12'* 1 A.5-3 202422-1 ' 32546

, ,

3'7 L?

ilF007-0147-25 5150

QTY

1 3 4 2 I 4 2 40 I 1 I 1 1 2 3 38 18 I 1 1

10/80

FIGURE 17A TURRET ROTATION SPEED REDUCER INSTALLATION (4046N)

10/80

FIGURE I7A TURRET ROTATION SPEED REDUCER INSTALLATION (4046N)

REF

DESCRIPTION

Mounting Plate 2 Turret Rotation Pinion 3 Turret Speed Reducer 4 Hydraulic Motor 5 Capscrew, Hex Head 3/8" -16 UNC x

6 Lockwasher 3/8" 7 Nut, Hex 3/4" x 10 UNC 8 Capscrew, Square Head 3/4" x 10 UNC x 4" Capscrew, Hex Head I" x 2" LG 8 N.C. Th. 9 Capscrew, Hex Head 5/8" -11 UNC x 1 1/4" I0 I Lockwasher 5/8" Flat Washer 2" O.D. x 11/16" x 1/4" 12 13 Lockwasher 3/4" 14 ---Capscrew, Hex Head Gr. 8 - 3/8" x 6" LG-18 N.C 15 Nut, Hex 3/8" -18 N.C. Th. 16 Lockwasher 3/8"

PART NUMBER

QTY

32066 21906 32557 32067 2 2

2 2 2 .

Th.

4 4 4

10/80

FIGURE I7C SPEED REDUCER PARTS BREAKDOWN (4046N)

8/80

i

..EF

I

DESCRIPTION

1/4.0 ".-

L

Worm Housing Half 1 Worm Housing Half 2 3 Gear, Worm L.H. 4 Gasket, Worm Housing (Boretite on 0.D.) 5 Seal 6 Plug, Pioe 3/4" Sq. 7 Gasket, Worm Housing 8 Bearing Cone 9 Bearing Cup 10 --I—Worm, L.H. 0 Ring 3-1/2 x 3-11/16 Shaft, Worm 12 13 Container, Bearing 14 Grease Seai

19

1 P" I‘ I -J

Speed Reducer Assembly

15 16 17 18

I`

Capscrew Pipe Plug Shim, Worm Housing Worm Housing Gasket Output Shaft

20 Pilot Bushing 21 Spacer, Worm 22 Retainer Washer 23 Quad Ring 24 • 0 Ring 25 Dust Shield 26 —I—Adapter, Motor 27 Couplings, Half-Winch 28 .Couplings, Half-Motor 29 Spacer, Constant 30 Chain, RLR 31 Spacer 32 —1— Capscrew 33 Lockwasher

34 Lockwasher

35 Spacer

36 Capscrew 37 Spring, Spacer 38—Bolt 39 Nut, Hex 3/8-16 NC 40-- Vent Plug 41 —Worm Key 42 Key 43 Capscrew 44 Key 45 Bearing Constant Gasket 46 Drive Screw

47 Warning Plate

48 Bearing Constant Gasket

k -TV .-"J"

1-"‘I-r"I`

PART NUMBER

QTY

32557 24010 a Aaco in? 6 A0c01012 24140 AQC01007 23535 AQC23428 23428 AQC23421 23421 AQCO 1027 23378 AQC23429 23429 AQCO 1644 18015 AQ.rn1n 16 18016 Aornin19 23534 AOC23422 23422 AOr 23461 23461 A0001052 23303 AQCO 1685 18026 22703 22374 AOC2167 C) 23670 A0C216_71 23671 24277 24276 A000102R 23415 A0001055 AQC24275 24275 AQC 7 4 93 4 24224 ___A0C22586 22586 21959 23079 payi7nRi 23081 AQC23083 23083 AQCO 1017 23078 AQCO 1094 13424 23085 AQrnin97 10009 11026 --11= 1 052 A0001018 23085 AQC01053 23420 23353 A0C23353 13796 —11780 18062 18030 Acr01006 18020 24274 A0001054 AQCO 1008 — 18044 A C01681

18027 __Q —11842 —

,

23310 18024

2 -1 2 2 2 2 2 2 2 4

2

L

FIGURE 17C SPEED REDUCER PARTS BREAKDOWN (4046N)

REF

DESCRIPTION Speed Reducer Assembly

PART NUMBER 32557

Worm Housing Half 12 Worm Housing Half Gear, Worm L. H. 3 Worm Gasket, Housing 4 (Boretite on 0.D.) Seal 5 6 Plug, Pipe 3/4" Sq. Gasket, Worm Housing 7 Bearing Cone 8 Bearing Cup 9 Worm, L.H. 10 x Ring 3-1/2 3-11/16 0 II 12— Shaft, Worm Container, Bearing 13 Grease Seal 14 Capscrew 15 Pipe Plug 16 Shim, Worm Housing 17 Worm Housing Gasket 18 Output Shaft 19 Pilot Bushing 20 Spacer, Worm 21 Retainer Washer 22 Quad Ring 23 24 0 Ring Dust Shield 25 26 —Adapter, Motor .

Couplings, Half-Winch 27 Couplings, Half-Motor 28 29 Spacer, Constant 30— Chain, RLR Spacer 31 Capscrew 32 Lockwasher 33 Lockwasher 34 Spacer 35 Capscrew 36— Spring, Spacer 37— Bolt 38 Nut, Hex 3/8 -1 6 NC 39 Vent Plug 40 Worm Key 41 Key 42 Capscrew 43 Key 44 Bearing Constant Gasket 45 Drive Screw 46

24010 24140 23535 23428 23421 23378 23429 18015 18016 23534 23422 23461 23303 18026 22703 22374 23670 23671 24277 24276 23415 24275 24224 22586 21959 23079 23081 23083 23078 13424 23085 10009 18003 11026 23085 23420 23353 13796 11780 18062 18030 18020 24274 18044 18027 11842

Warning Plate Constant Bearing Gasket

23310 18024

47 48

QTY

I 2 I 2 2 2 2 2 I 2 2 4 I I I 2 I 1 1 1 1 I I I I 2 18 2 I 6 1 1 10 I 1 2 4 2 4 4 2 2 8/80

FIGURE 18 MUFFLER INSTALLATION (3036, 4046N)

REF

2 3 4 5 6

DESCRIPTION Center Bridge Support Muffler Flex Hose, Exaust Tail Pipe Tail Pipe Clamp Nut, 5/16 -18 UNC

PART NUMBER

CATY

32096 32521 32198 32643 NAPA 35-343 8

10/80

■

FIGURE 19 AIR CLEANER I NSTALLAT101 1 (3036, 4046N)

REF

2 3 4 5 6 7

DESCRIPTION Air Cleaner Hose Clamp, 2" 1.D. Air Duct Hose, I 3/4" 1.D. x 48" L.G. Lockwasher, 1/4" Rubber Elbow Hose Clamp 2 1/8"1.D. Capscrew, Hex Head 1/4"- 20 UNC x 3/4"L. G.

PART NUMBER

QTY

LO-157-1-S1 2 —4 LL 67 (Wisconsin)

10/80

FI GURE, 20A PUMP AND MOTOR ASSEMBLY FOR EMERGENCY BLEED-DOWN

DESCRIPTION

PART NUMBER

FIGURE 2IA BOOM ASSEMBLY (4046N)

FIGURE 21A BOOM ASSEMBLY (4046N)

PART NUMBER

DESCRIPTION

REF Boom Assembly

32600

1 Outer Boom Fabrication

32601 32621 21813

QTY

2 Inner Boom Assembly 3 3 Plate

—6 4 Jam Nut, Hex Head 1/2" - 20 UNF 12 5 Capscrew, Hex Head 1/4" - 28 UNF x 5/8" LG 40226 6 Limit Switch Cover 2 7 Capscrew, Hex Head 1/4" - 20 N. C.x 3/4" LG 2 8 Lock Washer 3/8" 32608 1 9 Cover Plate 32602

10 Wear Pad, Bottom 32609 2 II Wear Pad, Sides 32108 12 Wear Pad, Top

6 13 Set Screw 1/2" - 20 UNF x 3/4" LG 16 Lock Washer 1/4" 14 81 15 Capscrew, Hex Head 1/4" - 20 N.C. x 1/2" LG 2 Capscrew, Hex Head 3/8-16 N.C. x 3/4 LG

16 40207 17 Limit Switch 2 Capscrew, Flat Allen Head 3/8"16 UNC x 1" LG 18 2 19 Capscrew, Button Hex Head Socket 1/4 - 20 N.C. x 1/2 LG. 2 2041-6-6 20 Adapter, Bulkhead 32606

4 21 Loom Clamp 1/4"x 1 Bowman 4 22 —Washer, Flat 1/4" 32607 1 23 Wear Pad, Front 32604

1 24 Hydraulic Hose 32605

25 Electric Cable 32622

1 26 Boom Extension Cylinder 32168 27 Pin, Main Boom - Extension Cylinder 32143 2 28 Pin, Boom (eccentric) 2 29 Set Screw, Allen. Head 3/8 2-24 UNC x 1/2"LG. 2 Type 1023 54 Pcs. 30 Plastitrak — 32 2 Bushing, Extension Cylinder Inner Boom 31 12

32 Capscrew, Flat Head Hex Socket 32630 1 33 Pin, Inner Boom 34 --Capscrew, Hex Head 1/4" - 20 N.C. x 3/4" LG. 4 4 35— Nut, Hex Head 1/4" - 20 N.C.

32629

1 36 Pin, Leveling Cylinder 32610 1 37 Slave Leveling Cylinder Assembly 32627 1 38 Wear Pad 32633 4.

39 Wear Pad 2 32628 40 Wear Pad 2 32626 41 Bushings 4 42 Capscrew 82° Flat Head Socket 1/4"- 20 x 1 1/21G 4 43 Capscrew 82° Flat Head Socket 1/4"- 20 N.C. x 3/4 'LG. 32624 44 Wear Pad 2 32623 45 Wear Pad

a

8/80

FIGURE 22A SLAVE LEVELING CYLINDER ASSEMBLY (4046N)

REF

DESCRIPTION

Slave Cylinder PCD-Fl 2 Pin, Boom 3 Capscrew, Hex Head - 1 /4" x 4—Pin, Skirt 5 Flat Washer, 1/4" 6 Lockwasher, 1/4"

PART NUMBER 32610 11) L-Y)1° 11 9417 (S) 32629 30004 tib tit) 3ad 1-4 32635 63 1 _ 31444 411,14"A31325 fJ"t".3 '' 32- a-

10/80

FIGURE 23A SLAVE LEVELING CYLINDER, PARTS BREAKDOWN

REF

2 3 4 5

.

DESCRIPTION Slave Cylinder Check Valve, PCO-F1--2G Piston, Cal. Threaded Head Rod Barrel Seal Kit

PART NUMBER

QTY

32632 9417 32632 13127 3263200RA 3263200BA 3 25373 C11,1).C.--

10/80

FIGURE 24 - MASTER LEVELING CYLINDER (ALL MODELS)

REF

24 -1 -2 -3 -4 -5 -6 -7 -8 -9 -10 -11 -

DESCRIPTION Mb -ster Leveling Cylinder (L) Locknut - Self - Locking Piston Seal - U-Cup Piston Rod Static Seal Barrel Assembly Rod Assembly Gland Static Seal Gland Rod Seal Rod Wiper Seal Kit

Pty Tr t"tri

PART NUMBER

40003 50935 50043 4378-06 50103 4378-02 4378-18 50005 4377-05 .

50024 50082 3489-34 3gj37

P P -le

Pit-y

5/530

2 I I I I 1 1

1

FIGURE 25A BOOM EXTENSION CYLINDER ASSEMBLY (4046N)

PART NUMBER Extension Cylinder Assembly Duel Manifold, 25 GPM Counter Balance Valve Holding Valve Cartridge Pin Set Screw, Allen Head -1/4" 20 N.C. Pin 32630 Capscrew, Flat Head 82° Socket 1/4-20 x 11/2 LG. Wear Pad 326 Wear Pad 32624 7' Capscrew, Flat Head - 82° Socket 1/2"-20 N.C. x 3/4 LG, Pipe Plug -1/4" NPT

1 0/80'

FI GURE 27A TOPPING CYLINDER ASSEMBLY (4046N) REF

2 3 45 6

DESCRIPTION

Adapter 2062-8-6S Cartridge Block Cylinder Pin, Boom Pin, Turret

PART NUMBER

QTY

2 32566 9412 (Sierra) 32562 21957 32136

1

10/80

FIGURE 28A TOPPING CYLINDER, PARTS BREAKDOWN

PART NUMBER

DESCRIPTION

REF

QTY

32562

Topping Cylinder I Manifold, CBV Single-25 GMP 2 Bite Fitting, Ferulok 3 Piston 4 Stop Tube 5 Head, Threaded 6 Rod 7 Cartridge, C'BAL - 25 GMP

9415 14154 18218 13135 3256200RA ZS 914-29- 25372

Seal Kit--

cog,44.4 ,vcc, b

41/6

jirjr w,„

Alt

l Aram_ • Irfatir —

411111111C

Ar

al

c

4 Ihla

611

10/8 0

FIGURE 30 180° PLATFORM ROTATION ASSEMBLY (3036N, 4046N with Plate Carriage)

1/81

REF

DESCRIPTION

1 36 60 Platform Weldment, x 2 Capscrew, 1/2" -13 UNC x 1" LG. 3 Lockwasher, 1/2" 4 End Plate, Pin Boom 5 Key, 1/2" SQ. 6 Bushing, Brass 7 180° Rotary Actuator 8 90° Elbow 9 Lock Skirt- 1" 6 x 1/8" 16 GA. 10 Bulkhead Adapter 11 Needle Valve, N-20S 12 Locknut, -16 3/8" UNC 13 Hose Assemblies , 14 Pin, Leveling Main Skirt 15 Skirt 16 Pin, Boom to Skirt 17 Capscrew, 3/8" UNC.x -16 3 1/2" LG. 18 Pipe, STR x I 19 NC

3/4 LG. Capscrew, 1/4" Hex Head -20 20 Double Check Valve 21 90° Elbow 22 1/8" Lube Fitting (Zerk) NPT 23 Lockwasher, 1/4" 24 Hose Assembly, Holding Valve to Platform Rotation 25—i-Capscrew, Head, 1/4" UNC -20 x 1/2" LG.---i Hex 26 I Lockwasher, 1/4" 27 Hose Assembly, Bulkhead 90° Swivel to Rotation Holding Valve

PART NUMBER

32723

32148 32728 32735 20241A 6 -16 204ITA 6-6 21479 32749 21126 32711 32634 2021 6-6 21480 2024 6-6

D7 EA04-04JN-21"

QTY

1 1 I 1 1 1 I 2 1 2 1 1 1 1 1 1 1 2 2 I 4 2 2 1 I 1

D7-EA04-04JN-19 1/2' —1

•

2/81

FIGURE 31A PLATFORM CONTROL CONSOLE ASSEMBLY 00400

10/80

FIGURE 3IA PLATFORM CONTROL CONSOLE ASSEMBLY (4046N)

REF

DESCRIPTION

Controller Push Button 2 3 Decal, Nameplate 4 Switch 5 Terminal Box Plug G3, AMP Special Ind, 6 7 Contact Block 8 Start Button 9 Stop Button 10— Boot 11 Pins, AMP Special Ind.— 12 23 Pin Module, AMP Special Ind 13 -11 Pin Module, AMP Special Ind. 14 Pins, AMP Special Ind. 15 Decal, Emergency Descent 16--Switch 17 Decal, Emergency Retract 18-- Decal, Emergency Rotation 19 Mounting Channel, #12 (Buchanan) 20 Decal, Fuel/LPG 21— End Section-1 Outlet and Plate (Hubbell) 22 Channel Clamp, #11 (Buchanan) 23 Lockwasher, #6 Spring 24 Capscrew, Hex Head, #6-32 UNC x 3/8" LG. 25

?035--- ).,

PART NUMBER QTY 32658 E30AB P 4' 4 f 4)' 3 5-. 1 21707 1 8500-K4 of\ 2.

10 1e..

P625 ----ki-0 ).--" 1 202795-2 Q°3 ' 7 ...:

2 E3OKLA01 t ' - E3OKB-180 ' 1 • • V i E3OKB-231

1 E3OKT 3 -61 1:="1 -',....

2j 7.L) 0 I 1 202422-1 7

....

1 202650-4--8-a---1---C-6 202648-4* *-42-5 ''''' 2 66099-2 4.• 33 32180 1 `9` 16.71 5 8501K2 1 121403 12 86"0 32189 P630-440-14--,< 5214 --5-r"-3-4-( 2 4 4

2

t-I

acss-

10/80

FIGURE - 32 PLATFORM ASSEMBLY

fctiw,. ,e4 'wry% #13: 3:414:4 10 4,414 eo,, , , ,gety4044 4 AtmstA

00: 0 "4w...A •44 # 41,A Af• a , f, • A • .1 11 /1 4 I## 40. 4 Wlif' PISWV" *WM, 4ferta a 'I h:44,4** 0.42:SiteltalkiV. N .01, Oa Veratiraff.atin• <Woe WOWWIWig terr 417411MILIMVAILWIVIAWAVAIVII1,1410, i 4,11,111PALVA ear11.1111. . "Ma" fAII ,

(4046 N)

0

W.4W ia V' 407CIWN" 'Nil" P VS'Vire" 4 44iit 40014e i 4' "Vp. 4* 4. .. A ,* ' *4 ellAr#V14 4 OW V fArtAt% 40

'V

4 lfre," + 0.410 40 OW V "? .

AftWk ,. # AWA 44 et oe

444

4, 4zet• '

8/80'

FIGURE 32 PLATFORM ASSEMBLY (4046N)

REF

2 3

DESCRIPTION Platform Assembly Platform Weldment Aerial Control Box Assembly Platform Ladder

PART NUMBER 32650 32654 32656 32543--

10/8 0

FIGURE 33 SKIRT WELDMENT (4046N)

10/80

FIGURE 33 SKIRT WELDMENT (4046N)

REF

2 3 4 5 6 7 8 9 10 II

DESCRIPTION Skirt Weldment 3 1/2" LG. -1/2" x Capscrew, Hex Head N.C. Gr. 8 Washer, Flat - 1/2" Large O.D. Lockwasher, 1/2" Nut, 1/2" Hex - -13 N.C. Bushing, Brass Bushing, Brass Pin, Skirt to Slave Cylinder x UN 3/4 LG. 1/4" 20 Flat Screw, Socket Head - 7/6 LG. x Wide, 1018 14 Strap, 1/4" x I" Pin, Boom to Skirt

PART NUMBER

QTY

32651 AA "At 07) \2.)Dt12:5 ....4 4 -4 2 2 1 12 2 -1

32653 32652 32635 -

32634

4

0

N 0

10/80

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PLAT: tre - DOMr

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DATA: SPECIFICATIONS SIZES, NOTES, SUPPLIERS

NOMP4CLATURE OR DESCRIPTION

LIST OF MATERIAL UNLESS OTHERWISE SPECIFIED : DIMENSIONS ARE IN INCHES. TOLERANCES ON: mots s

CONTRACT NO .

DR BY

MAC 41 Ot.S OECIMAL S t 010

MATERIAL

CHIC BY DESIGN

CALAVAR CORPORATION

ENGINEERING AND PRODUCTION CENTER 13750 FIRESTONE BLVD. SANTA FE SPRINGS, CALIFORNIA

A'z

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CABLE CONNECTIONS

4

VALVE CABLE

STRUCTURE

440' 44.A)

VIEW FROM WIRE SIDE ONLY QTY •

NEXT ASSY.

HEAT TREATMENT

USED ON FINAL PROTECTIVE FINISH

APPLICATION

SUBMITTED APPROVED

SIZE

CODE 'DENT NO

C 89939 SCALE

NONE

(WEIGHT

32661

.

I SHEET I OF

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42

NOTES: L LABEL ALL WIRE ENDS WITH WIRE NUMBER 2. WIRE.86 ONLY LOOPS THROUGH HARNESS DOES NOT PASS THROUGH SLIP RING

2 ALTERNATOR 5 POWER 8 THROTTLE 25 START 42 %N. -COIL 50 LP 56 GAS 68 EMERG MOTOR $6 VAC. JUMPER C. HI SPEED G SPARE UNLESS OTHERWISE SPEC FIED: DIMENSIONS ARE IN INC S. TOLERANCES ON:

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C/11-1Rleiliffit

SANTA FE SPRINGS, CALIFORNIA

TITLE

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•

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SLIP RING LOWER REV.

DRAWING NO.

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32662

MODEL

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t. ALL VIEWS ARE LOOKING INTO BOXES AND FROM WIRE SIDE ONLY 2.POWER CABLE MODULE HOLE 4. I-8 WIRE "G' IS A SPARE 3 AERIAL CABLE MODULE HOLE 4 3-B WIRE'IOI IS WIRE 66 (12 AWG) THROUGH BOOM CABLE 4 NOTE POSITION OF ALINEMENT PINS S AERIALCABLE MODULE HOLE .9-B WIRE 50 IS WIRE49 (12AWG THROUGH BOOM CABLE

at 0 0 0

0

0 a OH (D. cr e

0

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1 •° 4) r ,,07 9Of Oi s ue-'

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_ MODULE HOLE NUMBER

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2

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UNLESS OTHERWISE SPECI IEO: DIMENSIONS ARE IN INC TOLERANCES ON: ANaLib is•

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FRACTIONS DEO ... Int t

CONNECTOR CCALINIVIRIFIP co......e.

TITLE

.010

DRAWN CHECKED DESIGN APPROVA

4./6 1..1111111111M

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APPROVED FOR PRODUCTION

SANTA FE SPRINGS, CALIFORNIA

PICTORIAL VIEW OF CABLE CONNECTORS WIRE SIDE ONLY DRAWING NO.

32620

SCALE

/1/C ,/

APPROVED

4

CY 83 51 g80 CD gc5C5

g

46

NIN INE SOCKET VIEW ONLY

VALVE CABLE CONNECTOR WIRE VIEW ONLY • :

c5

C)3 g ® • 0 C) CY 0 g 07 g Cs' 3

49

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( Ci? .8

GROUND CABLE CONNECTOR

AERIAL CABLE CONNECTOR WIRE VIEW ONLY

g 02 @,,): 0 ®z 0 o g cj -„, 0 7 gocigg

ED‘ 0 0 iggc5 g @ ® 21 t6 , 0J0 56,1 cy of 0 do gi 8, Os o

SOCKET VIEW ONLY

POWER CABLE CONNECTOR WIRE VIEW ONLY

L

WIRE VIEW IS WHERE WIRES EXIT CABLE AND ENTER BACK OF MODULE 2. FINOR j$OCKET VIEW IS FRONTAL VIEW OF ALL CONNECTORS 3. WIRE MARKER *101" 13 820M CABLE WIRE MARKED

C5gc, (I c y,_, g

PIN VIEW ONLY

SOCKET VIEW ONLY

ogo g8:0" cy o' :c

: cr 4 a zotg:

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UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN NCHES. TOLERANCES ON:

ANG LES t2 • DRAWN

FRACTIONS S Ins

CINIA LS 0121

WIRE VIEW ONLY

@ cg 0 Ci 0 0 .., . 8: ® OMAR

SANTA FE SPRINGS. CALIFORNIA

TITL E

PIN, SOCKET AND WIRE VIEWS ALL CONNECTORS

ttl y,

CHECKED

DESIGN

APPROVAL

rig"8211-4-24°C*1. ' APPROVED FOR

APPLICATION _PRODUCTION

SIZE

DRAWING NO.

C SCALE NONE

32663

SHEET

REV.

WIRE NUMBER

LR it

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MARK THE ENDS OF ALL WIRES AT TERMINALS AND SPLICES WITH WIRE NUMBER

DRANSIONS ARE IN 'FICHE TOLERANCES ON

SANTA FE SPRINGS, CALIFORNIA

GROUND BOX 3A„,1 - PICTORIAL WIRING DRAWING NO.

el 32616 SCALE

/VOA/ E

SELF-PROPELLED CONDOR, INDUSTRIAL MODEL 4046N

OPERATION AND SAFETY MANUAL It shall be the responsibility of all users to read and comply with the following common sense rules that are designed to promote safety and aid in better understanding the operation of the Self-Propelled Condor, Industrial Model 4046N. These rules do not purport to be all inclusive, nor to supplant or replace other additional safety and precautionary measures to cover usual or unusual conditions. If these rules conflict in any way with any state, local or federal statute or regulations, said statute or regulation shall supersede these rules and it shall be the responsibility of each user to comply therewith.

UNLOADING 1.

If the use of a loading ramp is necessary to unload the Condor, select a sturdy ramp. The Self-Propelled Condor, Industrial Model 4046N weighs approximately 15,500 lbs.

2.

If the work platform was removed for shipment, it must be replaced prior to unloading. Do not unload unit by standing on fork assembly.

OPERATING 1.

Operating instructions are located on a placard on the ground control side of counterweight.. Before operating unit, check out items as instructed on the placard and in this booklet.

2.

Start unit and allow engine to warm up. If it is necessary reposition boom, this can be done from the ground control station.

Switch Aerial/Ground Selector Switch to Ground, and by activating toggle switches, the boom can be placed in a position that would be safe for unloading. If possible unload the Condor boom first.

By switching Aerial/Ground Selector Switch to the Aerial Position, ground position controls are inoperative. Unit can now be operated from Aerial Position.

4. Aerial Controllers are proportional, except for steering, platform tilt and platform rotation, which are bi-directional toggle switches.

Each controller has a deadman lock-out mechanism that must be lifted before the controller can be activated. Grasp the control handle knob as if it were a ball, squeezing the fingers will lift the bottom side of the control knob. This unlocks the control handle so that it can be moved in either direction. When released and brought back to neutral position, it will again lock.

4046N/9-80

5.

Normal driving position for the Condor is with the counterweight over the driving wheels. Controller movement is based on this configuration. With counterweight over steering, the drive and steering control will react reversed.

6.

Try each controller momentarily to orient yourself on its operation. The controller should always be moved gradually to obtain the smoothest possible operation.

7.

A modular valve is located on the base between drive wheels. It contains several features--- a flow divider cartridge, two diverter cartridges, a two-speed solenoid cartridge, a flow control and check valve cartridge, and an additional counterbalance valve in the pressure lines to the modular valve. This modular valve performs the necessary functions of dividing the oil for slow speed travel with adjustable differential action to round corners, as well as diverting the oil flow for high speed travel. The counterbalance valve softens the brake release and application efficiently without an accumulator.

INSPECTION I. Once unit has been unloaded, give the Condor a visual inspection paying special attention to items listed below. This inspection should become part of a daily inspection performed at the beginning of a work shift by the assigned operator.

A. B. C. D. E. F. G.

Check for cut or damaged tires (they are filled with a rubber product).

Check electrolyte level.

Check engine oil.

Check hydraulic oil level (use A.T.F. oil only).

Check air cleaner oil level and cleanliness.

Check stop and start circuit from ground and aerial position.

Visual inspection for hydraulic leaks.

NOTE: The Self-Propelled Condor, Industrial Model 4046N, is also equipped with limit switches. One located on the inner boom near the platform end and another located outside of the outer boom at the boom to turret hinge pin. When either switch is activated, they automatically shift drive to low speed when boom is extended or raised to horizontal. .

4046N/9-80

OPERATOR TRAINING 1.

In order for an operator to thoroughly understand the operation of a Condor and to become a qualified operator, it is recommended that after having been checked out by a trained, qualified operator, that the trainee operator should move the unit to an area free of any overhead obstruction. The surface upon which the unit will be operated should be level with no hazardous irregularities or accumulation of debris.

2.

Elevate boom to approximately 60°, at this angle the operator will have a clear field of vision over the area below. Repeat low speed driving exercise.

3.

With boom at 60°, extend boom approximately half way and repeat driving exercise.

4.

With boom at 60° and half extension, rotate counterweight between drive wheels and repeat driving unit.

5.

Extend boom to maximum and raise boom to 75°, rotate turret.

Turret rotation is continuous. By gradually operating rotation controller giving full signal to rotation, and by gradually returning controller to neutral, the operator will learn how the rotation can be controlled to place unit along side a building smoothly.

6.

Place counterweight over drive wheels, with unit at 75° and maximum extension. Repeat driving exercise.

NOTE: Extreme care must be taken when driving in this position, as ground vision has been reduced. The operator must watch for objects or personnel that may be in the area.

7.

At the end of this exercise, the operator will have driven the Condor in both high speed and low speed; with extended and retracted boom; and will have driven the Condor with boom off to the side, and will have practiced placing Condor in imaginary work positions.

SAFETY Listed below are items pertaining to safety that the operator must know and follow.

1. The Self-Propelled Condor, Industrial Model 4046N, is a personnel lifting device and it is essential that it is properly maintained and operated to perform all functions with maximum safety and efficiency.

4046N/9-80

2.

The operation of any new and unfamiliar equipment can be hazardous in the hands of untrained operators. Only trained operators should be assigned to operate the Condor. •

3.

It is the responsibility of the operator to be familiar with the manufacturer's manual and to follow all recommendations made. Never exceed manufacturer's recommended load.

4.

It is the responsibility of the owner to instruct the operator with the safety requirements made not only by Calavar, but by various safety boards in your area, as well as requirements set down by OSHA and ANSI. (Note: See ANSI 92.2 - 6.1.1 and 6.1.2 1969, Appendix A2.1 and A2.2)

5.

Do not operate Condor in excess of rated load specifications.

6.

The Condor is a non-insulated aerial work platform and MUST NOT BE OPERATED NEAR HIGH VOLTAGE LINES.

7.

Do not lean over platform railings to perform work.

8.

Do not use ladder or makeshift devices on the platform to obtain greater heights.

9.

Care must be taken to prevent raising or lowering boom into objects.

10.

The platform capacity must be derated for all tools, accessories and operators.

11.

Always distribute load evenly over work platform.

12.

The Condor is equipped with Safety "D" Rings. A body belt must be worn with a safety strap attached.

13.

Safety head gear should be worn by personnel in work platform.

14.

Care must be taken in storing loose material in work platform such as pipe, rope, wire and miscellaneous boxes. If it is necessary to store such items in platform, they must be stored in such a way as to prevent walking or tripping over such items.

15.

Do not alter equipment.

16.

Do not override safety devices.

17.

Extremely uneven, sloping, or soft terrain is hazardous and must be avoided. The Condor must not be operated on terrain with more than a 5° slope.

18.

The Condor boom is not to be used to push unit along ground.

4046N/9-80

.

19.

The Condor boom is not to be used to lift wheels off ground.

20.

Visual inspection of turret rotation ring gear bolts in turret and inside base assembly must be accomplished periodically, and if found loose, re-torqued to 80 foot pounds on base bolts and 140 foot pounds on turret bolts.

21.

Visually inspect tires. Tires that have been severely cut to the cord are dangerous and should be replaced.

22.

Visual inspection of inner boom electrical control cable must be accomplished periodically to determine any damage. Damaged cable must be replaced immediately. Failure to do so will result in a dangerous condition to both operator and equipment.

23.

Under, no circumstances should horseplay be tolerated. Report any foolishness or misuse of equipment to proper personnel.

24.

Never take chances! Do not work on platform if your physical condition is such that you feel dizzy or unsteady in any way.

25.

The Self-Propelled Condor, Industrial Model 4046N is NOT to be used as a ground for welding. Disconnect both positive and negative ground leads from battery before welding on Condor.

4046N/9-80