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03- Engine CONTENTS

03A01-Sisu engine - General

03B10-SISU TIER 3 ENGINE - General

03B11-SISU TIER 3 ENGINE - Removing and refitting

Massey Ferguson

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Massey Ferguson

03A01 - Sisu engine - General

CONTENTS

A .Introduction.

B .Specifications and standards concerning fuel, oil and coolant

C .Main characteristics

Massey Ferguson

Sisu engine - General

A . Introduction

This section only provides general information about Sisu engines used on this tractor series.

B . Specifications and standards concerning fuel, oil and coolant

The engines fitted on this tractor series comply with standards concerning emissions imposed by the authorities. (EU97/68/EC Stage 2 and EPA 40 CFR 89 Tier2).

The quality of fluids used in these engines as well as the servicing schedule must be respected in order to keep pollution emission levels low and to maintain the tractor good performance during its whole life.

Fuel quality:

The fuel must comply with standard DIN EN 590 and with the following specifications:

Density (at 15°C): 0.82 to 0.84 Kg/dm3

Viscosity (at 40°C): 2 to 4.5 mm2/s

Cetane index: min. 51

Sulphur content: max. 0.005 p-%

Water content: max. 200 mg/kg

Oil quality:

The oil used must comply with standard API CH-4.

Coolant quality:

The coolant used must comply with standard ASTMD3306. It must be composed of pure water and ethylene/propylene glycol antifreeze agent in the following proportions:

40 - 60% water

40 - 60% antifreeze agent

The ideal ratio is 50% water to 50% antifreeze agent.

Sisu engine - General

C . Main characteristics

Model 8450

Engine type SISU 74 ETA

Number of cylinders 6

Bore 108

Compression ratio 17.5/1

Compression pressure (kPa) 2000 / 3500

Allowable compression deviation between cylinders (kPa) 350

Output at 2,200 rpm ch (kw) ISO 215 (158)

Maximum torque (Nm) 925 at speed (rpm) 1500

Idle speed 800

Nominal speed 2200

Maximum speed at no load 2350

Pre- / Post-heating yes

Wet cylinder sleeves yes

Weight (kg) 520

Injection pump

Trademark and typeBosch VP44

RotationClockwise

Static timing angle (degrees)26°

Engine positionTDC

Engine check angle (degrees)pin

Injection order1-5-3-6-2-4

Lift pumpElectric

Injectors

TrademarkStanadyne CodeM33877

Nozzle holder

Nozzle5 ports

New and servicing setting (bar)278

Miscellaneous

Suction systemIntercooler air/air turbocompressor (no wastegate)

Minimum boost pressure at 2,200 rpm at full load (bar)1.2

Number of valves per cylinder2

Valve springsimple

Valve seat insert (Inlet / Exhaust)yes / yes

Inlet / Exhaust valve angle35° / 45°

Inlet / Exhaust valve tip clearance (mm)0.35 / 0.35

Oil cooleryes

Number of temperature switches2

Opening temperature (start/full)83°C

Fan Vistronic

Piston cooling nozzleyes

Oil filter1

Fuel filter (microns)prefilter (30) + filter (5)

Sisu engine - General

Model 8460 Engine type

Compression ratio

Compression pressure (kPa) 2000 / 3500

Allowable compression deviation between cylinders (kPa) 350

Output at 2,200 rpm ch (kw) ISO 235 (173)

Maximum torque (Nm) 990 at

(rpm)

Pre- / Post-heating

Injection pump

Trademark and typeBosch VP44

RotationClockwise

Static timing angle (degrees)26°

Engine positionTDC

Engine check angle (degrees)pin

Injection order1-5-3-6-2-4

Lift pumpElectric

Injectors

TrademarkStanadyne CodeM33877

Nozzle holder

Nozzle5 ports

New and servicing setting (bar)278

Miscellaneous

Suction systemIntercooler air/air turbocompressor (no wastegate)

Minimum boost pressure at 2,200 rpm at full load (bar)1.3

Number of valves per cylinder2

Valve springsimple

Valve seat insert (Inlet / Exhaust)yes / yes

Inlet / Exhaust valve angle35° / 45°

Inlet / Exhaust valve tip clearance (mm)0.35 / 0.35

Oil cooleryes

Number of temperature switches2

Opening temperature (start/full)83°C

Fan Vistronic

Piston cooling nozzleyes

Oil filter1

Fuel filter (microns)prefilter (30) + filter (5)

Sisu engine - General

Model 8470

Engine type SISU 84 ETA

Number of cylinders 6

Bore 111

Stroke

Compression ratio 17.5/1

Compression pressure (kPa) 2000 / 3500

Allowable compression deviation between cylinders (kPa) 350

Output at 2,200 rpm ch (kw) ISO 260 (191)

Maximum torque (Nm) 925 at speed (rpm) 1100

Idle speed 800

Nominal speed 2200

Maximum speed at no load 2350

Pre- / Post-heating yes

Wet cylinder sleeves yes

Weight (kg) 660

Injection pump

Trademark and typeBosch VP44 RotationClockwise

Static timing angle (degrees)28°

Engine positionTDC

Engine check angle (degrees)pin

Injection order1-5-3-6-2-4

Lift pumpElectric

Injectors

TrademarkStanadyne CodeM33877

Nozzle holder

Nozzle5 ports

New and servicing setting (bar)278

Miscellaneous

Suction systemIntercooler air/air turbocompressor (no wastegate)

Minimum boost pressure at 2,200 rpm at full load (bar)1.1

Number of valves per cylinder2

Valve springsimple

Valve seat insert (Inlet / Exhaust)yes / yes

Inlet / Exhaust valve angle35° / 45°

Inlet / Exhaust valve tip clearance (mm)0.35 / 0.35

Oil cooleryes

Number of temperature switches2

Opening temperature (start/full)83°C

Fan Vistronic

Piston cooling nozzleyes

Oil filter1

Fuel filter (microns)prefilter (30) + filter (5)

Sisu engine - General

Model

Compression ratio

Compression pressure (kPa) 2000 / 3500

Allowable compression deviation between cylinders (kPa)

Output at 2,200 rpm ch (kw) ISO 290 (213)

Maximum torque (Nm)

(rpm)

Pre- / Post-heating

Injection pump

Trademark and typeBosch VP44

RotationClockwise

Static timing angle (degrees)28°

Engine positionTDC

Engine check angle (degrees)pin

Injection order1-5-3-6-2-4

Lift pumpElectric

Injectors

TrademarkStanadyne CodeM33877

Nozzle holder

Nozzle5 ports

New and servicing setting (bar)278

Miscellaneous

Suction systemIntercooler air/air turbocompressor (no wastegate)

Minimum boost pressure at 2,200 rpm at full load (bar)1.2

Number of valves per cylinder2

Valve springsimple

Valve seat insert (Inlet / Exhaust)yes / yes

Inlet / Exhaust valve angle35° / 45°

Inlet / Exhaust valve tip clearance (mm)0.35 / 0.35

Oil cooleryes

Number of temperature switches2

Opening temperature (start/full)83°C

Fan Vistronic

Piston cooling nozzleyes

Oil filter1

Fuel filter (microns)prefilter (30) + filter (5)

Massey Ferguson

03B10 - SISU TIER 3 ENGINE - General

CONTENTS

A .Introduction.

B .Specifications and standards concerning fuel, oil and coolant

C .Main specifications.

Massey Ferguson

A . Introduction

This section only provides general information about Sisu engines used in this tractor range.

B . Specifications and standards concerning fuel, oil and coolant

The quality of fluids used in these engines, as well as the servicing schedule, must be respected to keep pollution emission levels low and to maintain the tractor's performance throughout its service life.

Fuel quality

The fuel must comply with standard DIN EN 590 andwith the following specifications:

Density (at 15°C): 0.82 to 0.86 kg/dm3

Viscosity (at 40°C): 2 to 4.5 mm²/sec

Cetane Index: min 45

Sulphur content: max 0.20% of weight

Water content: max 200 mg/kg

Oil quality

The oil used must comply with standard API CI-4.

Coolant quality

The coolant used must comply with standard BS6580-1992. It should be a permanent, ethylene/ glycol type coolant.

C . Main specifications

Model 8450

Engine typeSISU 74 CTA

Number of cylinders6

Bore 108

Stroke134

Cubic capacity7.4

Compression ratioN/A

Compression pressure (kPa)N/A

Permissible compression deviation between cylinders (kPa)N/A

Output at 2200 rpm (kw) ISO167

Maximum torque (Nm)970 at speed (rpm)1500

Idle speed800

Nominal speed2200

Maximum speed at no load2250

Pre-/Post-heatingYES

Wet linersYES

Weight (kg)525

Injection pump

Brand and typeBosch CP3.3

RotationClockwise

Static timing angle (degrees)N/A

Engine positionN/A

Engine check angle (degrees)N/A

Firing order1, 5, 3, 6, 2, 4

Fuel lift pumpElectric

Injectors

BrandBosch

New and servicing setting (bar)N/A

Miscellaneous

Aspiration systemIntercooler air/air turbocompressor (no wastegate)

Number of valves per cylinder4

Valve springsimple

Valve seat insert (inlet/exhaust)yes

Valve angleN/A

Inlet/exhaust valve tip clearance (mm)0.35/0.35

Oil cooleryes

Number of temperature switches1

Opening temperature (start/full)79°C/93°C

Piston cooling nozzleyes

Oil filter1

Fuel filterPrefilter (30µ) + filter (5µ)

Number of temperature switches2

Opening temperature (start/full)83°C/93°C

Fan Vistronic

Piston cooling nozzleyes

Lubrication systemGear pump

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SISU TIER 3 ENGINE - General

Model 8460

Engine typeSISU 74 CTA

Number of cylinders6

Bore 108

Stroke134

Cubic capacity7.4

Compression ratioN/A

Compression pressure (kPa)N/A

Permissible compression deviation between cylinders (kPa)N/A

Output at 2200 rpm (kw) ISO178.5

Maximum torque (Nm)1071 at speed (rpm)1500

Idle speed800

Nominal speed2200

Maximum speed at no load2250

Pre-/Post-heatingYES

Wet linersYES

Weight (kg)525

Injection pump

Brand and typeBosch CP3.3

RotationClockwise

Static timing angle (degrees)N/A

Engine positionN/A

Engine check angle (degrees)N/A

Firing order1, 5, 3, 6, 2, 4

Fuel lift pumpElectric

Injectors

BrandBosch

New and servicing setting (bar)N/A

Miscellaneous

Aspiration systemIntercooler air/air turbocompressor (no wastegate)

Number of valves per cylinder4

Valve springsimple

Valve seat insert (inlet/exhaust)yes

Valve angleN/A

Inlet/exhaust valve tip clearance (mm)0.35/0.35

Oil cooleryes

Number of temperature switches1

Opening temperature (start/full)79°C/93°C

Piston cooling nozzleyes

Oil filter1

Fuel filterPrefilter (30µ) + filter (5µ)

Number of temperature switches2

Opening temperature (start/full)83°C/93°C

Fan Vistronic

Piston cooling nozzleyes

Lubrication systemGear pump

SISU TIER 3 ENGINE - General

Model 8470

Engine typeSISU 84 CTA

Number of cylinders6

Bore 111

Stroke145

Cubic capacity8.4

Compression ratioN/A

Compression pressure (kPa)N/A

Permissible compression deviation between cylinders (kPa)N/A

Output at 2200 rpm (kw) ISO197

Maximum torque (Nm)1195

at speed (rpm)1500

Idle speed800

Nominal speed2200

Maximum speed at no load2250

Pre-/Post-heatingYES

Wet linersYES

Weight (kg)650

Injection pump

Brand and typeBosch CP3.3

RotationClockwise

Static timing angle (degrees)N/A

Engine positionN/A

Engine check angle (degrees)N/A

Firing order1, 5, 3, 6, 2, 4

Fuel lift pumpElectric

Injectors

BrandBosch

New and servicing setting (bar)N/A

Miscellaneous

Aspiration systemIntercooler air/air turbocompressor (no wastegate)

Number of valves per cylinder4

Valve springsimple

Valve seat insert (inlet/exhaust)yes

Valve angleN/A

Inlet/exhaust valve tip clearance (mm)0.35/0.35

Oil cooleryes

Number of temperature switches1

Opening temperature (start/full)83°C/93°C

Piston cooling nozzleyes

SISU TIER 3 ENGINE - General

Model 8480

Engine typeSISU 84 CTA

Number of cylinders6

Bore 111

Stroke145

Cubic capacity8.4

Compression ratioN/A

Compression pressure (kPa)N/A

Permissible compression deviation between cylinders (kPa)N/A

Output at 2200 rpm (kw) ISO216

Maximum torque (Nm)1280 at speed (rpm)1500

Idle speed800

Nominal speed2200

Maximum speed at no load2250

Pre-/Post-heatingYES

Wet linersYES

Weight (kg)650

Injection pump

Brand and typeBosch CP3.3

RotationClockwise

Static timing angle (degrees)N/A

Engine positionN/A

Engine check angle (degrees)N/A

Firing order1, 5, 3, 6, 2, 4

Fuel lift pumpElectric

Injectors

BrandBosch

New and servicing setting (bar)N/A

Miscellaneous

Aspiration systemIntercooler air/air turbocompressor (no wastegate)

Number of valves per cylinder4

Valve springsimple

Valve seat insert (inlet/exhaust)yes

Valve angleN/A

Inlet/exhaust valve tip clearance (mm)0.35/0.35

Oil cooleryes

Number of temperature switches1

Opening temperature (start/full)83°C/93°C

Piston cooling nozzleyes

Massey Ferguson

03B11 - SISU TIER 3 ENGINE - Removing and refitting

CONTENTS

A .Checking the valve timing adjustment.

B .Removing and refitting an injector.

C .Removing and refitting the high pressure pump (Fig.17)

D .Checking and adjusting the valve tip clearance (Fig.18)

E .Description of the EEM.

SISU TIER 3 ENGINE - Removing and refitting

A . Checking the valve timing adjustment

Checking the valve timing adjustment

NOTE: The engine oil must be drained before opening the timing housing. Use a new seal for the cover of the timing housing.

1. Remove the fan, the belt (1), the alternator (2) and the air conditioning compressor if the tractor has air conditioning.

2. Remove the crankshaft pulley (3) and the damper (4).

3. Unscrew the crankshaft nut (5) by two turns, without actually removing it (service tool ref.902455800).

NOTE: The nut will serve as a retainer when removing the hub.

4. Fit the extracting tool (service tool ref. 910453300) onto the crankshaft hub and extract the hub (Fig.2).

5. Take off the extracting tool, remove the crankshaft nut and remove the hub.

6. On 84CTA engines, remove the water pump screws and mark them.

7. Remove the screws from the timing cover and the belt tensioner (19 screws for 74CTA engines, 22screws for 84CTA engines).

NOTE: Mark the long screws and the short screws, and their locations.

8. Turn the crankshaft pinion in the direction that the engine turns, until the mark of the crankshaft pinion is lined up with that of the intermediary pinion.

IMPORTANT: Do not force if it blocks during rotation.

Fig. 1

SISU TIER 3 ENGINE - Removing and refitting

9. The marks of the intermediary pinion must be lined up with those of the camshaft and the crankshaft (Fig.3). If the marks do not line up, proceed as follows:

10. Remove the intermediary pinion (2) (Fig.3).

11. Turn the crankshaft (3) (Fig.3) to move the pinion mark vertically; in this position, the cylinder piston n° 1(timing side) should be at top dead centre (TDC).

12. Turn the camshaft to bring the valves of cylinder n°6 (engine flywheel side) to the "rock" position, i.e. to the point when the exhaust valves close, and the inlet valves open.

13. Then fit the intermediary pinion so that the marks are lined up (Fig.3).

NOTE: It may be necessary to turn the crankshaft slightly to line up the marks correctly.

14. Fit the oil pipe washer.

NOTE: Pay close attention to the way it is fitted, see Fig.4

15. Fit the centring tool onto the timing housing.

Engine typeTool ref

74CTA920130270 (Fig.5)

84CTA920130290 (Fig.6)

16. Fit the centring screws of the tool on the intermediary pinion.

17. Tighten the nuts of the intermediary pinion to the corresponding torque:

18. Remove the centring tool.

19. Check the backlash. Value: 0.05 to 0.25 mm

20. Fit a new cover seal.

21. Fit the cover, making sure that the centring pins are located properly.

22. Fit the cover screws but do not tighten them.

M14 : 180 Nm M8 : 45 Nm

Fig. 3

Fig. 4

920130270

Fig. 5

SISU TIER 3 ENGINE - Removing and refitting

23. Using service tool 910394600, fit a new seal on the crankshaft (Fig.7).

24. Grease the seal, the threads of the crankshaft and the hub.

25. Fit the crankshaft hub.

26. Fit the crankshaft nut and tighten it to the corresponding torque:

27. Tighten the nuts on the timing cover.

28. Refit the components removed as indicated at the start of the paragraph.

29. Add the engine oil and check the level.

910394600

920130290

MA-03-04010A

Fig. 6

MA-03-04012A

Fig. 7

SISU TIER 3 ENGINE - Removing and refitting

B . Removing and refitting an injector

NOTE: This chapter is a general guide to the repair of certain components of the injection system, such as the replacement of an injector, the replacement of the injection common rail or the high-pressure pump. These operations must be carried out by qualified persons equipped with specific tools.

IMPORTANT: The components must be perfectly clean during any servicing operations on the injection system.

All the pipes that are removed must be blocked off.

Schematic diagram of the common rail direct injection system

(1)Tank

(2)Electrical suction pump (3)30µ prefilter

(4)Water filter

(5) 5µ main filter

(6)Temperature sensor

(7)Pressure sensor

(8)High-pressure pump

(9)Common rail

(10)Overpressure valve

(11)Injector

(12)Common rail pressure sensor

SISU TIER 3 ENGINE - Removing and refitting

Operation of the fuel circuit

The electric pump (2) draws up the fuel through theprefilter (3) and delivers it to the main filter (5).

Thehigh-pressure pump (8) uses its booster pump to draw the fuel from the main filter and delivers it at high pressure (approx. 1200 bar) into the common rail (9).

The calculator controls each injector (11) independently and thus allows fuel injection in the cylinder at a precise point in the engine cycle. Excess fuel returns to the fuel tank through the return pipes.

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SISU TIER 3 ENGINE - Removing and refitting

Removing an injector

DANGER: Never open the high-pressure circuit with the engine running. Fuel under pressure can penetrate the skin or eyes and cause serious personal injury, blindness or death. Contact a doctor urgently in the event of an accident. Wait at least 30 seconds after turning the engine off before any servicing.

30. Clean all around the injectors and pipes.

31. Remove the cylinder head cover.

32. Remove the protective cap and take out thecontact nuts (1) (Fig.9), then disconnect the electrical connections.

33. Remove the injector supply pipe, and remove the nut (6) (Fig.10) from the high-pressure supply pipe.

34. Remove the high-pressure supply pipe (5) (Fig.11).

Fig. 9

Fig. 10

Fig. 11

SISU TIER 3 ENGINE - Removing and refitting

35. Remove the screw (2), the washer (3) and the flange (4).

IMPORTANT: The injectors and the supply pipes are calibrated together. Do not mix up the different pipes and injectors during removal.

36. Take out the injector and the flange. If it is not stuck on the injector, remove the seal ring (7) (Fig.14).

Clean all components.

Refitting an injector

NOTE: A new high-pressure pipe must be fitted between the injector and the common rail to avoid any leaks.

37. Clean the injector seat on the cylinder head. Fit a new seal ring and a new "O" ring.

38. Fit the injector in its housing. Fit the high-pressure supply pipe (5), in the correct direction (see arrow, Fig.14)

39. Tighten the screws following the steps below: -Pre-tighten the screw (2) to a torque of:

Fig.

SISU TIER 3 ENGINE - Removing and refitting

40. Unscrew the screw (2) (Fig.15) and pre-tighten the nut (6) to a torque of:

41. Tighten the screw (2) (Fig.15) to a torque of:

42. Tighten the nut (6) (Fig.15) to a torque of:

43. Fit a new high-pressure pipe (8) (Fig.15) between the injector and the common rail, and tighten the union to a torque of:

44. Refit the electrical power supplies (9) (Fig.15), and tighten M4 nuts to a torque of:

45. Refit the protective cap onto the injector.

46. Refit the cylinder head cover (11) (Fig.16), using a new seal.

47. Tighten the screws (10) (Fig.16) of the cylinder head cover to a torque of:

48. Check again that there are no leaks in the high-pressure circuit.

MA-03-04015A

MA-03-04016A

Fig. 16

SISU TIER 3 ENGINE - Removing and

refitting

C . Removing and refitting the high pressure pump (Fig.17)

DANGER: Never open the high-pressure circuit with the engine running. Fuel under pressure can penetrate the skin or eyes and cause serious personal injury, blindness or death. Contact a doctor urgently in the event of an accident. Wait at least 30 seconds after turning the engine off before any servicing.

Removal

49. Clean all around the pump and the high-pressure unions.

50. Disconnect the electrical connector (1).

51. Remove the fuel pipes, and block their ends (2).

52. Remove the 3 screws from the pump (3).

53. Remove the high-pressure pump (4).

54. Use an extracting tool to remove the pinion (5).

Refitting

55. Fit a new "O" ring (6).

56. If the timing cover has not been removed, fit the pinion (5) onto the new pump. If the timing cover has been removed, the pinion may be fitted by the timing housing.

57. Fit and tighten the pinion fastening nut (5) of the pump to the corresponding torque:

58. Grease the "O" ring (6), and fit the high-pressure pump (4) in its location.

Fig. 17

SISU TIER 3 ENGINE - Removing and refitting

59. Fit and tighten the screws (3) to a torque of:

NOTE: There is no setting mark on the pinion of the high-pressure pump; the position of the pinion is free in relation to the other timing pinions.

60. Fit the fuel pipes and tighten the unions to the corresponding torques: -Low pressure

-High pressure

61. Refit the electrical connector (1).

SISU TIER 3 ENGINE - Removing and refitting

D . Checking and adjusting the valve tip clearance (Fig.18)

NOTE: It is advisable to change the seal of the cylinder head cover during this operation.

62. Remove the screws (10).

63. Remove the cylinder head cover (11).

64. Turn the crankshaft to bring the valves of cylinder n° 6 to the rock position (Fig.19).

65. On cylinder n° 1 (Fig.19), unscrew the locknut of the inlet valve adjusting screw.

66. Using a thickness shim, check the clearance between the valve tip and the rod of the inlet valve (1) (Fig.20) using the screw to adjust if necessary.

67. Tighten the locknut then check the clearance again. Repeat the previous operation if necessary, until the correct value is attained.

68. Then carry out the same procedure for the exhaust valve of cylinder n° 1(2) (Fig.20)

69. Turn the crankshaft about 1/3 of a turn in the direction of the engine, then bring the valves of cylinder n° 2 to the rock position. Then carry out the same operations on cylinder n° 5.

70. Carry out the same procedure for the other cylinders, referring to the table below to start the adjustment:

Firing order153624

Valves on the rock on cyl. n°624153

71. Refit the cylinder head cover using a new seal.

72. Tighten the screws (10) (Fig.18) to a torque of:

MA-03-04016A

Fig. 18

Fig. 19

Fig. 20

SISU TIER 3 ENGINE - Removing and refitting

E . Description of the EEM

General

1Temperature and air pressure sensor8Calculator

2Injectors9Identification module

3Heater

4Fuel pressure sensor

5Electric fuel pump

6Fuel temperature sensor

7Engine flywheel sensor

10Oil pressure sensor

11High-pressure pump

12Injection common rail and high-pressure sensor

13Camshaft sensor

14Water temperature sensor

Fig. 21

SISU TIER 3 ENGINE - Removing and refitting

Details on the different components

Temperature and air pressure sensor

This sensor constantly measures the temperature and the air pressure in the inlet manifold. It is supplied with 5 V direct current. It is located on the air inlet manifold.

Temperature

The resistance of the sensor decreases as temperature rises.

Nominal resistance:

-at 20°C = 2.5 kΩ -at 100°C = 0.186 kΩ

Pressure

Output voltage:

-at 100 kPa (around air pressure) = 1.07 V -at 200 kPa = 2.21 V

Injector

Current required for opening 25A

Current required to keep open 12A

Delivery pressure from 0 to 10 bar

8-hole injector

Fuel pressure sensor

This sensor constantly measures the absolute pressure in the supply line of fuel coming from the tank. It is supplied with 5 V direct current. It is located on the main fuel filter.

Output voltage:

-at 0 kPa = 0.5 V -at 360 kPa = 4.9 V (absolute pressure)

MA-03-04021A

Fig. 22

MA-03-04022A

Fig. 23

Fig. 24

SISU TIER 3 ENGINE - Removing and refitting

Fuel temperature sensor

This sensor measures the temperature of the fuel in the supply line coming from the tank. It is supplied with 5 V direct current. It is located on the main fuel filter. The resistance of the sensor decreases as temperature rises.

Nominal resistance values:

-at 20°C = 2.5 kΩ

-at 100°C = 0.186 kΩ

Engine flywheel sensor

This sensor is inductive. It detects each tooth on the engine flywheel (one tooth every 3°) and transmits alternating current to the calculator. If this sensor fails, the camshaft sensor allows the engine to continue to run. Power will, however, be reduced.

Calculator

12 V supply, but will accept 24 V. This calculator is fitted with an internal digital sensor for atmospheric air pressure.

Fig. 25

Fig. 26

Fig. 27

SISU TIER 3 ENGINE - Removing

and refitting

Identification module

This module is fitted onto the left-hand side of the engine block and cannot be removed. It ensures optimal operation during the replacement of the EEM.

Oil pressure sensor

This sensor constantly measures the absolute pressure of the engine oil. It is supplied with 5 V direct current.

Output voltage:

-at 0 kPa = 0.5 V

-at 360 kPa = 4.5 V It is located on the left-hand side of the engine block.

High-pressure sensor on the injection common rail

This sensor measures the pressure in the common rail in relation to the atmospheric air pressure. It is supplied with 5 V direct current. It is located at the end of the injection common rail, towards the front-end of the engine.

Output voltage:

-at 0 MPa = 0.5 V -at 31,800 kMPa = 4.5 V

Fig. 28

Fig. 29

Fig. 30

SISU TIER 3 ENGINE - Removing and refitting

Camshaft sensor

This sensor transmits a signal at each rotation of the camshaft, indicating the point of injection. The camshaft pulley has 7 teeth, 1 for each cylinder + 1 for the top dead centre (TDC) of cylinder n° 1. It is located on the timing housing, just above the camshaft pinion. If this sensor fails, the engine will continue to run, but at reduced power.

Water temperature sensor

This sensor measures the temperature of the coolant. It is supplied with 5 V direct current. It is situated on the top of the cylinder head. The resistance of the sensor decreases as temperature rises.

Nominal resistance values:

-at 20°C = 2.5 kΩ

-at 100°C = 0.186 kΩ

Fig. 31

Fig. 32

05- Gearbox

CONTENTS

05A01-General - Dyna VT Operation

05B01-DYNAVT hydraulics

05C01-Replacing the DYNAVT unit

Massey Ferguson

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Gearbox

Massey Ferguson

05A01

- General - Dyna VT Operation

CONTENTS

A .General.

B .DynaVT transmission operating diagrams

C .Operation and use

Massey Ferguson

General - Dyna VT Operation

A . General

Operating principle of the DYNAVT transmission

The DynaVT transmission is a continuously variable transmission in both forward and reverse positions. Hare/Tortoise range switching with synchronisation is incorporated into the transmission. The Tortoise range allows ground speeds of 0 to 32 kph. The Hare range allows ground speeds of 0 to 50 kph (according to country), and the maximum standard speed is electronically limited to 40 kph. The Tortoise range is intended for heavy traction work at low speeds of less than 12 kph. The Hare range is intended for road driving (transport). At 50 kph, the transmission ratio is controlled electronically according to engine speed. Power transmission can be hydrostatic OR mechanical or hydrostatic AND mechanical. In simple terms, we can state:

-Slow forward position = Power transmission: majority = hydrostatic / minority = mechanical -Fast forward position = Power transmission: minority = hydrostatic / majority = mechanical. For detailed explanations, see the transmission operating diagram.

Power transmission hydrostatic circuit

The DynaVT transmission unit is flexible suspended in the transmission housing. This latter also serves as an oil tank for the hydrostatic transmission.

Filling: OilTerrac Extra or Terrac Tractran 9/Fluid 9, or any other oil complying with standard CMS M1143 or CMS M1144.

The lube oil pump sucks oil through the suction strainer. The temperature sensor monitors the transmission oil temperature. In brief, if the transmission oil is cold, little oil passes through the cooler and most goes through the by-pass valve. This valve opens at a differential pressure of approximately 3.5 bars. The hydraulic oil temperature is monitored by the temperature sensor. The service pump supplies the system pressure to the DynaVT control spool valves and comfort control solenoid valves. The system pressure of approximately 18 bars is limited by a pressure-limiting valve with throttling port.

Two different pressures are present in the system.

•Low pressure for the DynaVT transmission control and auxiliary pressure for rear PTO clutch, differential block and universal joint brake. The measuring point of this pressure is approximately 18 bars.

•High pressure in the Dyna VT transmission. Pressure measuring point, approximately 500 + 20 bars.

The oil filter clogging is monitored by a pressure switch according to the transmission oil temperature. When this temperature is lower than 50°C, oil filter clogging is not monitored.

Cooled transmission oil inlet into the high pressure circuit is performed in alternation by two non-return valves. Hot transmission oil outlet from the high pressure circuit occurs through the pressure relief valve.

The high pressure circuit comprises: a variable displacement pump and a hydrostatic motor, two non-return valves, two high pressure limiting valves, one pressure relief valve, one coupler function solenoid valve, one clutch function controlled valve and one check connector. The pump and motor screw cylinders are controlled by two 4/3 spool valves. These 4/3 spool valves are mechanically controlled by the cam channel drive shaft. Rotation of the drive shaft is initiated, according to the need, by the control unit which thus defines the hydraulic capacity and hence the hydraulic power.

The variable displacement pump and hydrostatic motor pivot proportionally. In backup position, the screw shaft is manually activated from the driver’s cab. In limp home position, the transmission automatically blocks at approximately 30 kph after engine start-up. If the clutch pedal, parking brake or neutral switch are used, the high pressure circuit is automatically unloaded by means of two high pressure limiters. The coupler function is controlled by the pressure limiter.

General - Dyna VT Operation

The control unit (Fig.1)

The control unit drives the cam channel drive shaft, which changes the DynaVT transmission ratio. The control unit comprises the following elements:

•Limp home operation control (required in the event of electronic control failure).

•Coupling of the incremental rotational angle sensor with a digital resolution of 8,000 pulses per revolution.

•Epicyclic gear train transmission i = 192: 1 (screw shaft motor)

•12 VDC electric motor, 0.4 to 7 amps, vacuum control unit 4,500 rpm

•Friction clutch 2.5 to 3.5 Nm, using the limp home operation socket wrench, 4 to 5 Nm.

Following ignition, the control unit searches for the reference point (approximate neutral point between forward and reverse operation).

Sensors

Engine sensor (TR23) (Fig.2): measures engine speed. This sensor measures engine speed. If it fails, only the limp home operation can be used.

Summing shaft (TR19) and drive pinion (TR11) Hall sensor: measures engine speed or rate and recognises the rotational direction (Fig.3).

Fig. 1

Fig. 2

Fig. 3

High pressure sensor (TR17) transmits the instantaneous oil pressure in the high pressure oil circuit to the electronic system (Fig.4).

General - Dyna VT Operation

Throttle pedal sensor (CAB 44) (Fig.5): transmits the position of the throttle pedal to the electronic system and compares it to the engine speed. This position sensor is used for load control.

Clutch pedal progressivity sensor (CAB 12) (Fig.6): electronically monitors clutch pedal travel.

Fig. 4

TR17

Fig. 5

Fig. 6

General - Dyna VT Operation

Hare / Tortoise range position sensor (TR8) (Fig.7): electronically monitors the range selector switch position.

Temperature sensor (TR12) (Fig.8): monitors transmission oil temperature. Temperatures greater than 110°C are stored with an error code.

HP filter clogging sensor (TR13) (Fig.9): monitors the clogging of the high pressure filter.

Fig. 7

Fig. 8

Fig. 9

B . DynaVT transmission operating diagrams

Planet carrier Driven by the engine

Epicyclic gear train/Power distribution

: Transmission of mechanical force B : Transmission of hydrostatic force C : Power take-off drive

: Front axle drive

: Range shifting B: Ring gear Drives the hydrostatic pump D: Sun gear pinion Drives the summing shaft C: Pinion gear

Dynamic stop

ENGINE STARTED, TRACTOR AT STANDSTILL

A : Transmission of mechanical force

B : Transmission of hydrostatic force

•The engine drives the planet carrier (A)

•The ring gear (B) turns, driving the pump (2) without any flow

•The hydrostatic motors 4 do not turn •The sun gear (D) does not turn as it is blocked by the tractor wheels via the rear axle bevel gear

Start-up

A : Transmission of mechanical force

B : Transmission of hydrostatic force

•The pump (2) tilts and supplies flow to the motors (4)

•The motors (4) drive the rear axle

•The sun gear starts to turn and the ring gear speed decreases

Fig. 12

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Average ground speed

A : Transmission of mechanical force

B : Transmission of hydrostatic force

•The pump (2) angle increases

•The pump flow increases and the angle of the motors (4) decreases

•The sun gear speed increases, increasing the bevel gear speed

•The planet carrier speed is constant

•The ring gear speed decreases

13

Fig.

A : Transmission of mechanical force

B : Transmission of hydrostatic force

•The angle of the motors (4) is 0° and the flow from the pump is blocked

•The pump (2) is thus blocked stationary, as is the ring gear

•The planet carrier turns

•The sun gear turns, driving the bevel gear on its own

Fig. 14

A : Transmission of mechanical force

B : Transmission of hydrostatic force

•The pump (2) is tilted at the opposite angle, so the flow is reversed

•The motors (4) turn in the opposite direction

•The sun gear thus turns in the opposite direction to the planet carrier and so also drives the bevel gear in the opposite direction

•The ring gear speed increases

General

Architecture of the hydrostatic components

For conventional hydrostatic components, the rotational angle only reaches 30°.

Example of a conventional variable displacement pump with axial pistons.

This system, on the other hand, proposes hydrostatic components specially designed to provide a 45° rotational angle.

Example of a special variable displacement pump with axial pistons. This means:

•Higher intrinsic yield of hydrostatic components with respect to conventional components.

•A 45° rotational angle offers the possibility of increasing the ground speed scope, resulting in a decrease in the number of required mechanical ranges.

Piston travel

Angular travel

Fig. 16

Cylinder block

Fig. 17

General - Dyna VT Operation

C . Operation and use

Start-up

Switch on the ignition. The TC 2.10 and DC 2.10 (2.00 being the software version installed in the tractor) symbols flash on the instrument panel right-hand screen (Fig.18).

Fully press down the clutch pedal (Fig.19).

The left-hand lever (reverse shuttle) should be in the neutral position (Fig.20). Start the engine and release the clutch pedal.

Fig. 18

Fig. 19

Fig. 20

General - Dyna VT Operation

Selecting movement and direction

The DynaVT transmission possesses a user interface and a specific display screen. The power shuttle lever (Fig.21) controls direction of travel, and speed increase and decrease.

Set the left-hand lever to the desired direction of movement, the corresponding symbol comes on the relevant screen. When the tractor is in movement, each change of direction is achieved with the left-hand lever (Fig.21).

(1) Neutral position

(2) Forward position

(3) Reverse position

To set the tractor in motion (forward or reverse), adapt the transmission ratio with the right-hand lever, or the plus and minus buttons of the reverse shuttle lever, depending on the desired speed. During tractor movement, if the clutch pedal is activated, the transmission ratio is decreased until speed is zero.

The armrest lever (Fig.22), with no neutral or ParkLock, also controls speed increase and decrease depending on the direction of movement.

Fig.

Fig. 22

General - Dyna VT Operation

Lever mode and pedal mode

At start-up, the tractor is always in lever mode, transmission control is performed with the lever only (Fig.24).

To activate the various modes (lever, pedal...), use button (1) (Fig.24) with the throttle pedal released. The status of the selected mode is visible on the DOT MATRIX screen (Fig.23 and Fig.26)

1- In pedal mode, the transmission is exclusively controlled by the pedal. To preset the maximum speed, press the clutch pedal to neutral position, then activate the armrest lever (Fig.22) or the left-hand lever in forward position (Fig.21) to increase or decrease the value displayed on the DOT MATRIX screen (Fig.26). Engine speed is electronically adjusted to the transmission speed. Two variants may be selected when in pedal mode:

1-1. POWER MODE. This is the max. speed at the max. engine speed (no programmed max. engine speed).

1-2. ECO MODE. This is the max. speed at the engine speed of 1,800 rpm (in this mode, 1,800 rpm is the max. engine speed).

2- In lever mode, the speed depends on the movement on the lever on armrest (Fig.22).

3- A third mode may be available, the self-propelled mode. In this mode, the user sets the engine speed with the A and B memories and forward motion is controlled by the throttle pedal and the hand throttle lever (2) (Fig.25) or the armrest speed lever (Fig.22).

Fig. 23

Lever mode

Fig. 24

Fig. 25 2

Fig. 26

Pedal mode

Max. speed

General - Dyna VT Operation

Increasing and decreasing speed

To increase or decrease speed, both levers can be used. The left-hand lever (Fig.27) adjusts speed by increments of 0.1 to 2kph, depending on the duration of lever pressure.

The right-hand lever (Fig.28) makes adjusting the transmission ratio easier thanks to its progressive action.When the ratio decreases, the tractor stops at 0 kph (dynamic stop).

Adjusting the speed throttle lever

The travel of the right-hand armrest lever possesses increments that vary with the position of this latter. There are 3 types of increment(Fig.29):

• 0.03 to 0.5 during the slot 1 or slot 4

•1 during slot 2 or slot 5

•2 during slot 3 or slot 6

NOTE: If speed regulation is active, pressing the lever automatically deactivates it.

Fig. 27

Fig. 28

Fig. 29

General - Dyna VT Operation

Hare / Tortoise range

The DynaVT transmission possesses 2 gear ranges. Each range is limited:

A button (B) on the right-hand console (Fig.32) is used for shifting Hare/Tortoise range. When the tractor is in movement, shifting can only be performed from Tortoise to Hare. For shifting from Hare to Tortoise, the left-hand lever (Fig.27) must be in the neutral position or the clutch pedal depressed.

Speed regulator SV1 and SV2

The ground speed is kept constant.

The “speed regulator” function enables the user to store a ground speed and to recall it easily.

Two independent memory keys (SV1 and SV2) are available (Fig.33). This allows two speeds to be memorised (e.g.: working speed and transport speed).

The memorised speeds are displayed to the right of the Dot Matrix screen (Fig.34) (A) and (B). When the “speed regulator” is used, the screen display is as in Fig.34

“SV1” activation indicator (D)

“SV2” activation indicator (E)

Fig. 32

Fig. 33

Memorising SV1 and SV2

Fig.

Preset speeds using the SV1 and SV2 potentiometers (Fig.35)

After having called up the “speed regulator” menu, the ground speed can be adjusted using the SV1 and SV2 potentiometers. The adjusted values are automatically stored and remain in memory even after the tractor is turned off.

NOTE: It is also possible to change the stored speed when the tractor is driving with an activated "regulated" speed.

It is possible to switch from one memory to the other simply by pressing the SV1 and SV2 buttons (Fig.33). If buttons SV1 or SV2 (Fig.33) are pressed down for more than 3 seconds, the current speed is memorised and replaces the previous stored value.

The "speed regulator" can only be activated if the following conditions have been met:

•Clutch pedal not activated

•The tractor is in movement

•Engine speed greater than 1,100 rpm

If these conditions are not met the "speed regulator" function is deactivated and the instantaneous transmission ratio is maintained, with no subsequent control. Start-up with the “speed regulator” function is not possible. Stored speeds can be activated in both directions of movement.

“Speed regulator” control ceases when:

•The drive lever is used

•The foot brake or the engine brake is used

•Engine speed drops below 1,100 rpm

•The neutral switch is activated

•The driver switches from Tortoise to Hare.

General - Dyna VT Operation

tors

Fig. 35

Adjusting speed regula-

Fig. 36

Supervisor icon

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General - Dyna VT Operation

Engine underspeed supervisor

This supervisor is used to limit the drop in engine speed and to adapt it to engine output. When operating at the engine maximum output, the driver must constantly adapt the tractor speed with the controls in order to remain within the appropriate power range. Permanent comparison is performed between the specified output speed (position of the throttle pedal) and the engine speed.

The underspeed supervisor is automatically triggered when the engine speed drops under the effect of a load. The supervisor value is set by means of the potentiometer located on the right-hand console (Fig.37). When the engine underspeed supervisor is active, an icon is displayed on the left-hand screen (Fig.36). Control is activated only if the engine speed drops by more than 180 rpm.

Potentiometer set to 10:

The ground speed decreases to maintain a constant engine speed.

Potentiometer set to 40:

The engine speed increases to maintain a constant ground speed.

Potentiometer set between 10 and 40: Combination of the two previous explanations.

Adjusting the underspeed supervisor

Fig. 37

General - Dyna VT Operation

Clutch-coupler function (CLUTCH)

Clutch function

Although the DynaVT transmission has neither forward clutch nor coupler, the tractor possesses a clutch pedal.

The clutch pedal is used for dosing the traction effort (in a similar manner to conventional clutch slipping). When an obstacle appears suddenly, the tractor can be rapidly stopped, just like a conventional tractor, by pressing the clutch and brake pedals.

Coupler function

Traction power is limited at low engine speed thanks to a pressure relief valve located on the transmission hydrostatic loop.

In connection with engine speed, the coupler function is achieved by modulating the pressure in the hydrostatic circuit. Thus, the coupler function replaces the measured action of a clutch pedal.

Coupler function under traction

The coupler function enters into action as soon as engine speed drops below 1,400 rpm. Pressure drops in the hydrostatic loop in proportion to the drop in engine speed.

Just like a coupler, the function limits engine overload and avoids stalling.

The coupler function can be validated with the DOT MATRIX (Fig.38).

NOTE: to activate (Fig.38) or deactivate (Fig.39) the coupler function, press the OK key for 5 seconds.

The coupler function is "ON" by default at start-up whatever the status when the tractor engine is stopped.

Fig. 38

Fig. 39

General - Dyna VT Operation

Fast reversing

When changing the direction of movement, the tractor decreases to a halt, then accelerates in the opposite direction. Reversing is not possible if the following functions are active:

•underspeed supervisor

•speed regulator

•turbo clutch function

If the clutch pedal is pressed during fast reversing, a temporary stop may occur.

Setting restart speeds when shifting

To activate the preset values, press the clutch pedal, the tractor icon ((A) Fig.40) flashes. A desired value can be set with the reverse shuttle lever (Fig.41). Position 2 (+ or -) sets the forward value (B), position 3 (+ or -) sets the reverse value (C).

Preset values vary according to the Hare/Tortoise range position. They are stored when the engine is turned off. The preset speed is obtained at an engine speed of 1,800 rpm. If the preset values are set to 0.2, reversal will occur at the same forward and reverse speeds.

NOTE: In all cases, the driver can activate dynamic stop by placing the left-hand lever in the “2 to 1” or “3 to 1” positions.

Fig. 40

Fig. 41

General - Dyna VT Operation

Using the DOT MATRIX screen

The DOT MATRIX screen is initialised at tractor start-up (Fig.42).

To display the various menus, press the right-hand lever buttons (Fig.44) and follow the instructions in the table on the following page.

A: DOT MATRIX screen (Fig.42)

B: Right-hand lever (Fig.44)

Fig. 42

Fig. 43

Fig. 44

General - Dyna VT Operation

Screens Access Function

Auxiliary oil level screen

Displays the filling level of the auxiliary oil tank (0-100%):

-100% full tank

HYDR OIL

Ignition before engine start (ignition key on +ACC position)

Tractor start-up

To display from the start-up screen

To display from the start-up screen

To increase or decrease the value

Allows a delay (5seconds) to be authorised or not when reversing direction of travel.

To display from the start-up screen

To increase or decrease the value

To display from the start-up screen

Press 5 seconds to reset

-50% warning threshold.

When the auxiliary oil tank level drops below 50%, it is automatically displayed every 4 minutes (press ESC to return to the main screen).

If the sensor is defective, the ERROR message is displayed instead of the filling level

Start-up screen

Displays the restart speeds, the SV1 and SV2 speeds, engine supervisor, PTO, pedal or lever mode.

Work screen

Displays memorised engine speeds, PTO speed, actual wheel slip rate, lever mode, pedal mode (power or eco), self-propelled mode and SV1 and SV2 speeds.

Reverse shuttle sensitivity

Allows to adjust the response time when shifting direction of travel

The delay begins when the reverse shuttle lever is activated. If the delay is authorised, declutching takes place 5seconds after the lever is pulled. If not authorised, declutching takes place as soon as the lever is activated.

Pedal mode sensitivity screen

Used to adjust acceleration (+) and deceleration (-) sensitivity in pedal mode operation.

Fuel used screen

Consumption indicator:

-0 Quantity of fuel consumed since last reset.

-T: total fuel consumed. This value cannot be modified or reset.

General - Dyna VT Operation

To display from the previous screen

Press to enter the settings menu The symbol appears To set the required wheel slip percentage value

Allows to exit the settings screen

To display from the previous screen

Press to enter the menus

To select one of the displayed flow rate values or timing

To modify displayed flow rate values

When timing is selected, it is possible to display the type of timing (value or infinite)

To adjust the timing value

Allows to exit the settings screen and validate settings

Wheel slip screen (optional). Enables the max. allowable slip to be defined and displays the current wheel slip setting.

Joystick setting menu (1/2)

This menu allows to adjust the flow rate values of each spool valve controlled by the Joystick. If the Joystick is locked (padlock displayed on screen) press the armrest ON/OFF button.

Joystick setting menu (2/2)

This menu allows to activate or deactivate timing, and can be adjusted from 0 to 60 seconds or to infinite mode.

Headland 2 screen (if Datatronic 3 not installed)

Allows to activate the mode or validate the values

Used to shift from one line to another

Allows to set the seconds value of the displayed time

This menu allows to adjust the engine speed when changing linkage status (work or transport). The operating conditions are: -ON mode

-power shuttle lever out of neutral -tractor moving.

- When the linkage transport mode is selected, engine speed B is activated after the preset time.

- When the linkage working mode is selected, engine speed A is activated after the preset time.

To display from the previous screen

To activate or deactivate one of the two functions

To display from the previous screen

Press 5 seconds to switch from On to OFF

Headland 1 screen

This menu is used to vary the engine speed during activation of SV1 and SV2 memorised ground speeds.

Clutch - coupler screen

Displays whether the clutch- coupler fonction is on or off.

General - Dyna VT Operation

To display from the previous screen

To modify displayed linkage and spool valve flow rate values

To display from the previous screen

To display from the previous screen

To increase or decrease the value

To display from the previous screen

To increase or decrease the value

Linkage and spool valves menu

This menu allows to give priority to the auxiliary spool valves over the linkage, and vice versa.

Maximum linkage value: 100

Minimum spool valve value 0

Minimum linkage value: 20

Maximum spool valve value: 80

Error code screen

Displays all tractor error codes. Each error code is displayed for 4 seconds in a loop.

Brightness screen

Setting screen brightness

Contrast screen

Setting screen contrast

IMPORTANT : When the engine is stopped, all DOT MATRIX functions except the coupler function (CLUTCH) shift to OFF position.

05B01 - DYNAVT hydraulics

CONTENTS

A .Forward / Reverse high pressure relief valves.

B .Scavenging valve .

C .Control spool valve.

D .DYNAVT hydraulic tests

E .Service tools

DYNAVT hydraulics

Massey Ferguson

DYNAVT hydraulics

A . Forward / Reverse high pressure relief valves

General

The purpose of the high pressure relief valves is to regulate the increase in HP pressure. They protect the transmission elements (hydrostatic motors and pump).

4V5)

4V5)

A = Coupler and clutch functions inactive: Pressure identical in both chambers. The spool is held in closed position by the spring.

B = Coupler and clutch functions active: the pressure drop caused by the restrictor (nozzle) applies a force to

1

the spool that is more powerful than the force of the spring. The spool moves to the right, bringing PH into contact with ES (booster).

C = HP pressure is limited by the clutch and coupler spools.

Fig.

DYNAVT hydraulics

Replacing Forward / Reverse HP pressure relief valves

1. Drain the transmission oil

2. Loosen the 2 plugs with hexagonal heads located under the transmission housing. (Fig.2)

3. Use a wrench to remove the high pressure relief valves.

NOTE:

V = Forward high pressure relief valve

R = Reverse high pressure relief valve.

The high pressure relief valve is a controlled pressure relief valve (Fig.3)

Adjustment pressure when new: R500 + 20 bar.

Adjustment pressure after several hours: 480 ± 20 bar.

Only replace O’rings if they are damaged. Do not move the thrust collar. Tighten the pressure relief valve to a torque of

250 + 20 Nm

REMARK: Fill the transmission oil at an external filling station. (AGCO ref.: AGO2)

Fig. 2

Fig. 3

B . Scavenging valve

This valve allows to “flush” the oil in the hydrostatic loop.

Operation (Fig.4)

Pressure in A, B: max. 500 bar.

Pressure in T: max. 50 bar

Opening pressure: delta p = 7 bar between A and B

Transmission at neutral (Fig.5)

pA = pB, delta p < 7 bar

The spool is held in “middle” position by the spring. The two channels (A, B) are closed.

“Pulling” phase (Fig.6)

pA > pB, delta p > 7 bar

The spool moves upwards via control port XA. Channel B communicates with T. The hot oil coming from the low pressure side B can therefore be “flushed” and sent by the cooler via port T.

Fig. 4

Fig. 5

Fig. 6

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DYNAVT hydraulics

“Pushing” phase (Fig.7)

pA > pB, delta p > 7 bar

The spool moves downwards via control port XB. Channel A communicates with T. The hot oil coming from the low pressure side A can therefore be “flushed” and sent by the cooler via port T.

Disassembling the scavenging valve (Fig.8)

1. Drain the transmission oil.

2. Remove the plug (arrow Fig.8) located under the transmission housing.

3. Use a wrench to remove the scavenging valve.

Fig.9 : Only replace O’rings if they are damaged. Do not move the thrust collars. The thrust collars are positioned facing each other. Tighten the scavenging valve to a torque of 200 + 10 Nm.

REMARK: The new scavenging valve with a seal groove (arrow Fig.9) is provided as a replacement. Tighten to the required torques:

250 + 20 Nm

4. Fill the transmission oil at an external filling station. (Ref. AGO2).

Fig. 7

Fig. 8

Fig. 9

DYNAVT hydraulics

C . Control spool valve

Pressure relief valve - 4V4 / Y004 coupler function

The coupler function valve (4V4) regulates the increase in hydrostatic pressure (PH) in proportion to the engine speed. Due to this component the coupler effect is simulated. The coupler function valve is fitted to the control block where the hydrostatic loop PH and tank return junction is located. If this junction is not closed, the pressure in the hydrostatic loop cannot increase, and the tractor does not reach its maximum pulling power. The junction between the hydrostatic loop PH and tank is closed by the coupler function valve (4V4).

Fig. 10

The coupler function valve is controlled by the electronic control unit. The strength of the current depends on the engine speed, and changes as shown by the following table:

Engine speed in rpmCurrent supplied at AMaximum PH in barRemark

800 00Transmission at neutral 800approx. 0.4678Transmission "active" 12001.23105 from 14001.71500

In order for the pressure to increase in the HP loop, it is necessary to maintain the electrical supply and the tightness of the coupler function valve.

DYNAVT hydraulics

The tighness of the valve seal can be ensured by a mechanical lock mechanism.

5. Move the control lever (see arrow Fig.11)

6. Or tighten the internal Allen screw.

Fig. 11

Fig. 12

DYNAVT hydraulics

Pressure relief valve 4V5 - clutch function

The clutch function valve is fitted to the control block where the PH hydrostatic loop and tank return junction is located. The clutch function valve also allows to limit the maximum pressure PH in the 500 bar (± 20 bar) hydrostatic loop. Due to the clutch function valve, when the clutch pedal is not activated, the junction between the hydrostatic loop and tank return is closed. By moving the clutch pedal, the clutch function valve opens and the hydrostatic loop communicates with the

tank return channel. This results in a drop in pressure (interruption of the pulling effort) in the hydrostatic loop, proportional to how far in the clutch pedal is pressed (comparable to a mechanical forward clutch). Clutch pedal pressed in fully, High pressure PH = 0bar

The maximum pressure can be achieved in the hydrostatic loop only when the clutch valve (4V5) is functioning perfectly.

13

Fig.

DYNAVT hydraulics

Checking the control block

If maximum pressure is not reached when measuring the HP pressure, the transmission module may be defective, but it is also possible that the internal seal tightness of the control block is the cause of the problem. To be sure that it is necessary to disassemble the transmission module, it is recommended to first check the seal tightness of the spool valve block (transmission control).

The pressure in the hydrostatic loop can only increase if the pressure relief valve seals are tight.

-Coupler function (4V4 / Y004)

-Clutch function (4V5)

When the following conditions are met, the coupler function valve allows the pressure in the hydrostatic loop to increase:

-Engine speed higher than 1400 rpm (PWM - Signal)

-Limp home mode activated

-Valve locked mechanically (tighten the internal Allen screw or move the lever).

The clutch function valve is closed (increase in HP pressure possible) when the clutch pedal is not activated.

The tightness of the 2 pressure relief valves (4V4 / 4V5) can be controlled by the T union.

Fig. 14

Fig. 15

Checking the hydrostatic loop in the control block

DANGER: Chock the tractor (HP pressure measurement).

7. Remove the right-hand rear wheel and its protective guard located behind it

8. Remove the T union.

9. Fit a test pressure gauge to measure pressures higher than 500 bar at the PH union.

Checking procedure:

10. Start the engine.

11. Activate the limp home mode by pressing in the clutch pedal fully and pressing on the button (Fig.17).

12. Apply the handbrake.

Fig. 16

Fig. 17

DYNAVT hydraulics

13. Use the limp home mode lever to start the transmission (Fig.18).

PHT union

250 barNo oil flow to the T union

250 barOil flows from the T union

Checking the clutch function valve (4V4)

14. Mechanically lock the valve (tighten the internal Allen screw (Fig.12) or move the lever (Fig.11))

PHT union

250 barOil flows from the T union

500 barOil flows from the T union, but the pressure is not constant

Possible causes

Transmission module error (shuttle valve, pressure pipe union).

=>Remove the module.

Coupler function valve (4V4) or clutch function valve (4V5) not tightly sealed.

=> Change the valve.

Possible causes

Clutch function valve (4V5) not tightly sealed

=> Change the valve

Electrically check the coupler function valve => Change the valve if faulty

Fig. 18

DYNAVT hydraulics

D . DYNAVT hydraulic tests

Supply pressure measurements

19

Measuring points Reference on component Description

Measuring points Reference on component Description

M1KVCooler upstream pressureM11ZWKPTO clutch pressure

M2SMLubricating pressureM13750 750 rpm PTO selector pressure

M3ASFlushing pressureM14VRFront axle clutch pressure

M4ES Booster pressureM15DS Differential lock pressure

M5PUService pump pressureM161000 1000 rpm PTO selector pressure

M6P Transmission system pressure M17 Brake service pressure

M7I Tortoise range shifting pressure M18 Rear axle beam lubricating pressure

M8IIHare range shifting pressureM19 Reverse position HP pressure

M9PHHigh pressure (HP)M21 Front PTO clutch pressure

M10PHA Rear axle beam and braking system pressure M22T Oil leak on clutch function spool valve / coupler function solenoid valve

Fig.

DYNAVT hydraulics

Precautions to be taken during the pressure measurements:

The oil temperature must be between 35 and 45°C

IMPORTANT: When measuring the transmission pressure, raise all wheels of the tractor to prevent accidents.

1. Set transmission ratio (Hi/Lo) to speed of 0.

2. Release the handbrake.

3. Engage the front axle.

4. Differential lock and PTO clutch are not engaged.

On right-hand side, in the middle of the tractor:

5. Remove right-hand rear wheel and its protective guard.

6. Connect a test pressure gauge. Measure the pressures set out below according to the different engine speeds (see settings table below)

-PU Pressure (M5). Pressure measuring point located between the service pump and the pressure filter (Fig.19)

-P Pressure (M6) System pressure downstream of pressure filter (Fig.19).

-ES booster pressure (Fig.19)

-AS flushing or discharge pressure

-SM transmission lubricating pressure (Fig.19).

Set values for pressure measurement (in bar)

High pressure (HP) measurements

DANGER: High pressure measurements must never exceed a maximum of 5 seconds, to prevent the oil from heating.

Preliminary operations:

Engage hare range and set the starting speed to maximum, or transmission to limp home mode (do not turn the control unit by more than 15° in order to avoid heating the oil).

DYNAVT hydraulics

NOTE: Load the hydrostatic loop at maximum for 5 seconds before taking the following measurements.

Shifting pressure measurements

NOTE: Alternately supply solenoid valves 1 (4V1) and 2 (4V2) with a 12 V (DC) supply

DYNAVT hydraulics

Rear PTO, differential lock and front axle clutch solenoid valve measurement

NOTE: The unit is located on the rear axle housing, behind the spool valves. Access is limited, so great care must be taken.

Measuring points

Description

M10Rear axle beam, brakes and front PTO system pressure

M11Rear PTO clutch

M13750 rpm PTO selector pressure

M14Front axle clutch

M15Differential lock

M161000 rpm PTO selector pressure

M17Braking system pressure

M18Rear axle beam lubricating pressure

Fig. 20

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NOTE: Run the engine at 1200 rpm. Simultaneously check the pressure at unions M10 and M18 (SM).

DYNAVT hydraulics

In order to check the rear PTO, it is also possible to measure pressure levels at the unions located at the rear right- and left-hand sides of the PTO housing.

1 = Rear PTO clutch (M12-1.5 union)

2 = Rear axle beam lubricating pressure (M10-1 union)

3+4 = 750 or 540 speed selection (M10-1 union)

Fig. 21

Fig. 22

DYNAVT hydraulics

Pressure tests on DYNAVT transmission

8400 series tractors

Dealer numberCustomerChassis number: Engine number:

Putting into service: Total service hours:

Recommendation

Measuring

I. Supply pressure measurements

Measuring

II.

III.

Measuring

Summary table of the high pressure values

PH500 + 20P26+ 2 PH500 + 20ES13 + 2

PH500 + 20AS12 ± 2

PH500 + 20SM1,6 ± 0,4

Diagram showing the pressure check points on the valve block

DYNAVT hydraulics

Service pump P

Speed limitation solenoid valve

Hare/Tortoise supply pressure

Tortoise range Hare range Solenoid valves

High pressure PH

Coupler function solenoid valve

Clutch function controlled valve

HP Pressure sensor

Fig. 23

Valve housing with test connections

Lubricating pressure (SM)

Booster valve (6.5 b)

Flushing valve (6 b)

Flushing pressure (AS)

Booster pressure (ES)

temperature (°C) Lubricating pressure valve (6.5 b)

Service pump relief valve (50 b)

Oil cooler bypass valve

Service pressure (PU)

Fig. 24

DYNAVT hydraulics

E . Service tools

1. Tool available in AGCO network

AG02 - External filling station (Fig.25)

MA-05-04158A

Fig. 25

05C01 - Replacing the DYNAVT unit

CONTENTS

A.Desassembling the DynaVT module.

B.Assembling the DynaVT module.

C.Service tools.

3

Massey Ferguson

A . Desassembling the DynaVT module

Preliminary operations:

1. Drain the transmission oil (approx. 65l.)

2. Disassemble the cab.

DANGER: Before disconnecting the pipes, it is necessary to release the pressure in the brake accumulator by pumping on the pedals.

3. Remove the unions after emptying, taking the precautions necessary to prevent any dirty particles from entering the air conditioning circuit

ADVICE: It is recommended to raise the cab slightly before splitting it.

4. Pinch the heating pipes closed to avoid draining the circuit.

5. Attach the cab to a suitable hoisting system and lift it off.

CAUTION: Take care not to damage the roof cap.

6. Disconnect the cables and hydraulic unions, taking care to mark them.

7. Remove the spool valve block.

CAUTION: Mark all parts at disassembly.

8. Hoist and remove the cab.

9. Remove the accumulator assembly.

Fig.

Replacing the DYNAVT unit

10. Move the range selector to neutral.

11. Take off the limp home console.

12. Disconnect the connector.

13. Remove the control unit.

14. Take off the pressure filter housing. Recover the oil that flows out.

Fig. 2

Fig. 3

Fig. 4

15. Remove the electrical connectors and hydraulic pipes.

16. Remove the valve block.

17. Disconnect the connectors, the clutch vent line and the hydraulic pipes.

18. Remove the valve block.

19. Disconnect the electrical connector and remove the summing shaft sensor.

Replacing the DYNAVT unit

Fig. 5

Fig. 6

Fig. 7

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Replacing the DYNAVT unit

20. Remove the pipe support and strapping.

21. Unscrew the cover screws.

22. Raise the cover using the M10 eye-bolt.

23. Unscrew the locking screw and take out the control shaft.

24. Remove the retainer circlips and push the hoses inwards.

25. Disconnect the high pressure hoses.

Fig. 8

Fig. 9

Fig. 10

26. Remove the 3 circlips and push the hoses inwards.

27. Remove the hydraulic pipes (supply pressure of auxiliary functions).

28. Take off the drive shaft circlip.

29. Push the shaft backwards.

Fig. 11

Fig. 12

Fig. 13

Replacing the DYNAVT unit

30. Unscrew the 3 M8 screws from the planet carrier.

31. Push the shaft backwards.

32. Remove the drive pinion circlip.

33. Push the circlip, washer and socket towards the drive pinion, as indicated by the arrow.

34. Swivel the hydrostatic motors and the pump inwards using a lever.

Massey Ferguson

Fig. 14

Fig. 15

Fig. 16

35. Unscrew the 2 nuts (see arrows) located on the left and right.

Replacing the DYNAVT

36. Unscrew the upper M12 locking screw.

37. On the inner surface of the gearbox housing, unscrew the 2 closing plugs.

38. Recover the oil.

39. Unscrew the 2 locking screws on the lower shaft.

40. Install lifting tackle.

41. Slightly raise the hydraulic module, ensuring the lifting tackle remains under a certain level of tension.

Fig. 17

Fig. 18

Fig. 19

Replacing the DYNAVT unit

42. Using a slide hammer puller on the M20 threads, extract the flexible suspension shafts.

43. Take the transmission module carefully out of the gearbox housing using the lifting tackle.

44. Stay alert in case other parts move.

DANGER: Do not stand under heavy loads.

Fig. 20

Fig. 21

B . Assembling the

DynaVT module

CAUTION: Before reassembling, all components, mating faces and grooves must be clean. Any rust, mud or water must be removed.

45. Raise the transmission block with lifting tackle, after securing it.

46. Move the range selector (Hare / Tortoise) (arrow Fig.22) to “Neutral” (middle position).

47. Clean any oil or seal fragments from the transmission housing mating face.

48. Move the range selector finger (see arrow) to “Neutral”. (middle position).

If necessary:

49. Fit the circlip and washer on the shoulder of the drive pinion.

50. Push the socket onto the drive pinion.

51. Fit the flange on the link shaft (PTO drive) and fit the link shaft.

Fig. 22

Fig. 23

Fig. 24

Replacing the DYNAVT unit

52. Fit the transmission module in the transmission housing. Stay alert in case other parts move.

53. Fit the two shafts into the bores of the transmission housing and transmission module.

NOTE: The two shafts are of different lengths; the longer one is fitted at the base of the gearbox.

54. Check the sockets (flexible) for wear, and fit new sockets if necessary.

55. Insert the sockets home into the bores.

56. Fit the ring, with the bore turned towards the flexible socket.

57. Tighten the M20 nut.

58. Carry out the same assembly operation on the three other threads.

Fig. 25

Fig. 26

Fig. 27

59. Tighten the four M20 nuts to a torque of:

Replacing the DYNAVT unit

NOTE: When tightening, hold the opposite nut still.

60. Unhook the lifting tackle.

61. Install a planet gear of the power transmission epicyclic gear train turned upwards.

62. Centre the transmission module. The distance between the ring gear and the transmission housing must be identical on either side.

63. Tighten the 4 locking screws to a torque of:

64. Install 2 closing plugs fitted with new seals under the transmission housing.

65. Test the correct operating of Hare / Tortoise range shifting (check finger positioning).

Fig. 28

Fig. 29

Fig. 30

Replacing the DYNAVT unit

66. Turn the transmission module until a tooth of the disc, intended for the Hall sensor, can be seen at the middle of the bore. (arrow Fig.31).

67. Smear the mating face of the Hall sensor with sealing product (ref. X903.050.553) (non-hardening) and insert the sensor into its housing.

68. Tighten the attachment screws to a torque of:

69. Reconnect the electrical connector.

NOTE: If the Hall sensor is being reused, insert 2 strips of paper 0.9 mm thick into the Hall sensor groove (these strips ensure centring).

70. Swivel the hydrostatic motors to their stop (45°).

25 Nm

Fig. 31

Fig. 32

Fig. 33

71. Pull the drive pinion socket forwards to release the groove from the circlip. Insert the circlip into the groove.

NOTE: If the socket does not engage, chock a front wheel and turn it until the socket is engaged.

72. Fit the flange on the epicyclic gear train. Tighten the M8 screws to a torque of:

73. Insert the hydraulic hoses into the bores on the front right-hand side of the transmission housing.

74. Secure the hoses using circlips (opening facing downwards).

-1 = short blue hose (flushing)

-2 = long blue hose (boosting)

-3 = black hose (lubricating)

Fig. 34

Fig. 35

Fig. 36

Replacing the DYNAVT unit

At the front on top of the transmission housing:

75. Fit the ring in the groove of the shaft.

76. Push the shaft forwards. Install the washer.

77. Fit the circlip in the pinion groove.

78. Fit the hydraulic pipe (supply pressure of auxiliary functions).

79. Insert the pressure pipes in the bores in the right-hand side of the transmission housing.

-1 = supply pressure hydraulic hose

-2 = Hare range shifting

-3 = ground speed limiting

-4 = Tortoise range shifting

-5 = Regulating valves (tilting)

-6 = High pressure for forward clutch and coupler function.

Fig. 37

Fig. 38

Fig. 39

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80. Attach the hydraulic pipes using circlips.

Replacing the DYNAVT unit

81. Screw 2 M8 threaded rods into the transmission housing.

82. Fit new O’rings.

83. Stick seals in the block using grease.

84. Fit the control block.

85. Tighten the attachment screw (from the inside to the outside) to a torque of:

86. Connect the connectors, clutch function bleed pipe and hydraulic pipes.

-4V1 = Hare range solenoid valve

-4V2 = Tortoise range solenoid valve

-4V4 = Coupler function solenoid valve

-4V3 = Ground speed limiting solenoid valve

25 Nm

Fig. 40

Fig. 41

Fig. 42

Replacing the DYNAVT unit

87. Screw 2 M8 threaded rods into the transmission housing. Fit new seals.

88. Fit new seals with grease in the valve block.

89. Install the block and tighten the screws, starting with the inside screws to the following torque:

25 Nm

90. Connect the connectors and hydraulic pipes.

91. Fit new O’rings with grease and attach the pressure filter, tightening the screws to the following torque:

25 Nm

92. Connect the connector.

93. If necessary, smear the lip seal with a mixture of white spirit and water (1:1) and fit it home. Fill the lip seals 2/3 full with grease.

94. Fit the control shaft.

Fig. 43

Fig. 44

Fig. 45

95. Turn the shaft until the locking screw thread can be seen.

NOTE: Smear the thread of the Allen screw with plastic binder (LOCTITE) (Ref. X 903.050.084) and tighten the screw to the following torque:

Replacing the DYNAVT unit

96. Fit the intermediate coupler with the two bosses (see arrows) pointing to the control unit.

97. Fit the pre-assembled control unit on the transmission housing.

98. Tighten the M8 cylindrical screws to a torque of:

99. Reconnect the electrical

connector.

Fig. 46

Fig. 47

Fig. 48

Replacing the DYNAVT unit

100.Unscrew the plug marked PU.

101.Connect the filling station (Fig.49).

NOTE: Using the external filling station it is possible to avoid dry operation of the hydrostatic pump and hydrostatic motor.

102.Be sure to comply with the oil quantity and type (see chapter 1).

NOTE: During the filling process, swivel the hydrostatic pumps and motors. Ensure the hydraulic unions are completely sealed. Fill the transmission oil with a filling station.

103.Smear the mating face of the transmission housing with sealing product (Ref. X903.050.074).

104.Fit the cover.

105.Tighten the M12 screws to a torque of:

106.Fit the pipe support.

107.Refit the cab.

108.Reassemble all hydraulic unions as marked at disassembly.

109.Refit the spool valve support.

110.Reconnect all electrical connections as marked at disassembly.

111.Connect the heating pipes.

112.Connect the air conditioning pipes.

113.Check the levels of the various liquids.

MA-05-04158A

Fig. 49

Fig. 50

C . Service tools

1. Tool available in AGCO network

AG02 - External filling station (Fig.51)

MA-05-04158A

Fig. 51

Massey Ferguson

06- Rear axle

CONTENTS

06B01-Final drive units

06C01-Braking unit

Massey Ferguson

Massey Ferguson

06B01 - Final drive units

CONTENTS

A .Généralités

B .Removing a rear axle drive

C .Refitting a rear axle drive

D .Disassembling

E .Reassembling

F .Service tools

Massey Ferguson

A . Généralités

The rear axle final drive units have a separate lubrication system to the rear axle. Tightness between the two parts is ensured by a double lip seal.

The brakes are multidisc (6 discs with friction lining and 6 intermediate plates per final drive unit).

They operate via a braking mechanism activated by a brake cylinder and a control lever.

N.m

N.m

N.m

Adjusting the bearings:

Preload the taper roller bearings (A, B) using shim (C) so that the rotational resistance torque increases from 4 to 6 Nm (without spi seal).

Planet carrier axial clearance:

Specified clearance: 0.2 to 0.5 mm (there must be axial clearance!)

Fig. 1

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Massey Ferguson

Fig. 2

Pos.

1Ring gear

2Planet gear

3Pin

4Circlip

20Threaded rod M12 x 165-10.9

21Nut M12-10

23Locking screw M30 x 1.5

24Joint d’étanchéité

5Needle bearing cage 25Ring

10Allen screw 26Shim

11Plate

27Taper roller bearing

12Pin 28Taper roller bearing

14Planet carrier 29Snap ring

15Drive unit housing 30Spi seal

16Joint d’étanchéité

17Magnetic plug

31Rear axle shaft

32Wheel stud

18Allen screw M12 x 160-10.935Shaft

Massey Ferguson

Fig. 3

Pos. Description

1Ring gear

21Nut M12-10

2Planet gear 23Locking screw M30 x 1.5

3Pin

24Joint d’étanchéité

4Circlip 25Ring

5Needle bearing cage 26Shim

10Allen screw

27Taper roller bearing

11Plate 28Taper roller bearing

12Pin 29O’ring

14Planet carrier 30Spi seal

15Drive unit housing 31Rear axle shaft

16Joint d’étanchéité 33O’ring

17Magnetic plug 35Shaft

18Allen screw M12 x 160-10.940Spacer

19Cylindrical screw 41Cover

20Threaded rod M12-165 -10.942Allen screw

Page left blank intentionally

Massey Ferguson

Cross-section of a drive unit

Massey

MA-06-04210A

Fig. 4

Page left blank intentionally

B . Removing a rear axle drive unit

The following must be carried out before disassembling

1. Drain the transmission.

2. Drain the drive units.

3. It is necessary to remove a cab support to extract a drive unit.

4. Remove the rear wheels and securely chock the tractor.

5. Remove obstructive protective guards.

6. Remove the hitch stabiliser (Arrow Fig.1).

7. Remove cab suspension supports ( Fig.2)

8. Remove other parts which might obstruct disassembly.

Fig. 1

Fig. 2

Final drive units

9. Support the drive unit in a secure manner using a suitable lifting device. Remove the drive unit housing attachment parts (Fig.3).

10. In place of the 2 two CHC screws, screw in 2 threaded screws to release the rear axle drive unit.

11. Remove the drive unit.

Fig. 3

Fig. 4

C . Refitting a rear axle drive unit

12. Clean the mating surface between the rear axle and the drive unit, and smear with a sealing product (Ref. X903-050-074).

13. Fit the drive unit with a suitable lifting device.

14. Fit and tighten diametrically opposed screws (18 and 21) to a torque of:

15. Carry out operations (6 to 10) in reverse order.

Fig. 5

Fig. 6

Fig. 7

Final drive units

D . Disassembling a rear axle drive unit

NOTE: The operations described apply to a standard drive unit. Adjustment and reconditioning are identical for long shaft drive units.

Preliminary operations:

Remove the rear axle drive unit (see § B)

16. Unscrew the cylindrical screws (19) by about 10mm and knock out the ring gear (1) with a mallet.

17. Remove ring gear (1).

18. Unscrew the Allen screw (10) and remove the planet carrier.

IMPORTANT: The screw (10) is stuck at assembly.

If necessary:

19. Remove the circlips (4).

20. Take out the pins (3).

21. Remove the planet gears (2)

22. Replace any defective parts.

Fig. 8

Fig. 9

Fig. 10

23. Fit the planet gears (2).

24. Fit the pins (3).

25. Fit the circlips (4).

Preloading the axle shaft:

26. Fit one or two shims (ref. X 534.739.501) (individual thickness: 1 mm) on the bearing of the axle shaft (31).

27. Fit the planet carrier.

NOTE: If no shims are available, a locally made tightening socket can be used to preload the axle shaft bearing.

28. Pretighten the journal of the axle shaft using the Allen screw (10).

29. Remove the planet carrier (14) again.

IMPORTANT: Do not turn the axle shaft (31).

Fig. 11

Fig. 12

Fig. 13

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Final drive units

30. Take out the split ring (25) from the groove in the axle shaft (31).

31. Take off the shims.

32. Take out the cotter pin.

33. Insert the protective plug X 899.980.157 on the end of the axle shaft.

34. Fit the planet carrier.

35. Fit a locally made mounting handle (see Fig.16) to the axle shaft (31).

36. Drive out the axle shaft (31) onto a metal block.

Fig. 14

Fig. 15

Fig. 16

37. Take the internal ring out of the taper roller bearing (28) using extractor X 899.980.159.

38. Next, extract the spi seal (30).

Fig. 17

Final drive units

E . Reassembling a rear axle drive unit

Important: Before reassembling, all components, mating faces and grooves must be clean. Any rust, mud or water must be removed.

If necessary:

39. Fit home the external ring of the taper roller bearing (28).

40. Fit the snap ring (29) into the groove.

41. On the opposite side, fit home the external ring of the taper roller bearing.

42. Heat the internal ring of the taper roller bearing (28) to approximately 80°C and install it in the drive unit housing (15).

43. Smear the outside of the new spi seal (30) with sealing product X 903.051.711, clean the inside with a mixture of white spirit and water (1:1) and fit it home.

44. Before the internal ring cools, fit home the shaft (31) using locally made handles (see Fig.20).

Fig. 18

Fig. 19

Fig. 20

45. Turn the housing (15) upside down.

46. Heat the internal ring of the taper roller bearing (27) to approximately 80°C and fit it home.

47. Smear the axle shaft journal with transmission oil.

48. Support the housing (15). The axle shaft journal clearance should be minimal.

49. Fit the torque gauge (ref. X 899.980.150).

50. Measure and note down the rotational strength of the sealing ring. Example: 5.0 Nm

51. Select a thickness of shims (26) to allow tight assembly of the split ring (25).

NOTE: Wherever possible, fit shims (26) so that the shim 1.0 mm thick is on the split ring (25) side.

Fig. 21

Fig. 22

Fig. 23

Final drive units

52. Fit two shims (Ref. X 534.739.501) (individual thickness: 1 mm) on the axle shaft (31).

53. Refit the planet carrier and tighten home. The resistance of the bearing at the axle shaft journal should increase slightly.

NOTE: If bearing resistance does not increase, take off the planet carrier again and fit new shims (26) under the split ring (25), see Fig.23, then preload the axle shaft journal again.

54. Tap the journal on either side with a mallet to reduce the load on it.

55. Remove the planet carrier again.

56. Select the thickness of shims (26) to allow assembly of the split ring (25) by tapping lightly with a hammer.

57. Fit the cotter pin (ref. 12) in the axle shaft (31).

58. Smear the thread of the Allen screw (10) with plastic binder (Ref. W 903.050.084) and tighten to the following torque:

59. Tap the journal on either side with a mallet to reduce the load on it.

Fig. 24

Fig. 25

Fig. 26

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